2448 Amendments of Cláudia MONTEIRO DE AGUIAR
Amendment 43 #
2023/2060(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Is convinced that cleaner, faster and more convenient air transport options would increase connectivity and accessibility in smaller, more isolated and sparsely populated areas, including island regions and outermost regions, and particularly in terms of access to public services, the creation of job opportunities and more sustainable tourism;
Amendment 44 #
2023/2060(INI)
3. Stresses that, when faced with geographical barriers, the time saved using electric flights as a new means of public transport that does not rely on existing roads or rail tracks can be considerable; refers to the experience of the Nordic countries, which combine geographies characterised by fjords, lakes and mountains, a low population density and a strong focus on sustainable energy, and outermost regions, which are characterised by their insularity, remoteness, small size, difficult topography and climate11; asks the Commission to explore this potential in close cooperation with the relevant regions and Member States; _________________ 11 Accessibility study for electric aviation. Part of the project Electric Aviation and the Effect on Nordic Regions.
Amendment 27 #
2023/2059(INI)
Motion for a resolution
Recital A
Recital A
A. whereas our ports are the European Union’s gateways to the world and as such play a crucial role in our economy,. wealth and jobs, both. for the cohesion of the outermost regions, and by facilitating trade and in the energy transition;
Amendment 1 #
2023/2049(INI)
Motion for a resolution
Citation 1 a (new)
Citation 1 a (new)
– having regard to the Treaty on the Functioning of the European Union, and in particular Article 349 thereof,
Amendment 5 #
2023/2049(INI)
Motion for a resolution
Citation 5 a (new)
Citation 5 a (new)
– having regard to the European Commission's renewed strategy for the EU's outermost regions, putting citizens first and unlocking their potential,
Amendment 11 #
2023/2049(INI)
Motion for a resolution
Recital B
Recital B
B. whereas the provisional agreement between Parliament and the Council on the revised Fisheries Control Regulation contains major improvements to traceability rules for all fishery and aquaculture products; whereas these rules will be implemented over a transition period that will be longer than desirablegradually – two years for fresh and frozen products and five years for processed products – and will ensure that consumers receive accurate information; whereas improved labelling will be a tool forcould contribute to combating IUU fishing and will contribute to ensuring fair competition;
Amendment 13 #
2023/2049(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas the implementation of the CMO demonstrates a low uptake related to the creation of POs due to the complex set-up and recognition framework in the Member States and the financial and legal uncertainties regarding the financial support and eligibility of actions; whereas the obstacles for other organisations such as cofradias and Prud’homie de pêche should also be addressed;
Amendment 15 #
2023/2049(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas the conditions of activity in the outermost regions require unique and appropriate solutions to meet the challenges of endogenous development and food self-sufficiency;
Amendment 16 #
2023/2049(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Highlights the fact that the 2013 revision of the CMO Regulation resulted in a shift from certain types of interventions to an approach more oriented towards the long-term market, with a focus on development and innovation in the sector and without taking sufficient account of the exceptional situation of the regions referred to in Article 349 of the Treaty on the Functioning of the European Union;
Amendment 20 #
2023/2049(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Considers producer organisations (POs) and inter-branch organisations to be the backbone of the fishery and aquaculture sector, supporting the day-to- day management of the CFP and enabling its collective implementation at producer level;
Amendment 21 #
2023/2049(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Is of the opinion that POs and inter-branch organisations have a key role in helping to achieve the objectives of the CFP, which is why they need to be further supported; notes that more must be done to promote the set-up, consolidation and financing of POs and inter-branch organisations across the EU, particularly in Member States where primary production has largely remained fragmented (aquaculture, small- scale fisheries); considers that strong PO presence and that of inter-branch organisations is crucial for enhancing the prosperity of coastal communities and strengthening the position of fishers in the supply chain, especially in the outermost regions;
Amendment 25 #
2023/2049(INI)
4. Is of the opinion that POs have a key role in helping to achieve the objectives of the CFP, which is why they need to be further supported and strengthened; notes that more must be done to promote the set-up, consolidation and financing of POs across the EU, particularly in Member States where primary production has largely remained fragmented (aquaculture, small- scale fisheries); considers that strong PO presence is crucial for enhancing the prosperity of coastal communities and strengthening the position of fishers in the supply chainand aquaculture producers in the supply chain and the promotion of sustainable fisheries and aquaculture activities;
Amendment 33 #
2023/2049(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Concludes that properly functioning POs and inter-branch organisations generally have successful measures and actions, but observes that there is still a lack of POs and inter-branch organisations organising small-scale fishers and aquaculture farmers in particular, especially in the outermost regions; notes that the aquaculture POs currently in operation have been particularly successful in their promotion and communication activities;
Amendment 40 #
2023/2049(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Considers that there are currently organisations in the Member States that perform tasks and functions falling within the remit of POs, but that these organisations cannot qualify as POs under the CMO Regulation; Organizations such as fisheries committees, “Prud´homies” and “Confrarias”, should be included in the range of established POs, due to their vital role in local resource management, promoting and preserving traditional arts and products, as well as ensuring sustainable fishing practices, setting quotas and dealing with issues related to fish stock conservation;
Amendment 41 #
2023/2049(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Considers that there are currently organisations in the Member States that perform tasks and functions falling within the remit of POs and inter-branch organisations, but that these organisations cannot qualify as POs under the CMO Regulation;
Amendment 43 #
2023/2049(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
Amendment 46 #
2023/2049(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Notes that the COVID-19 crisis resulted in the sudden closure of most outlets for fresh aquatic food products, including in the outermost regions, making it opportune to restore the option of using storage aid mechanisms and to extend these to cover aquaculture POs;
Amendment 51 #
2023/2049(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Highlights the fact that the Commission evaluation identified shortcomings in the existing framework in terms of its ability to achieve the objectives of the CMO Regulation; it is essential that the marketing standards for all products marketed in the EU are aligned and updated in accordance to the requirements and goals of the CFP to enhance fair competition and clarity among all players, being essential to emphasize the integration of social and environmental benchmarks to ensure global sustainability
Amendment 53 #
2023/2049(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Highlights the fact that the Commission evaluation identified shortcomings in the existing framework in terms of its ability to achieve the objectives of the CMO Regulation, in particular, in taking account of the specific characteristics of the markets in the regions referred to in Article 349 of the Treaty on the Functioning of the European Union;
Amendment 55 #
2023/2049(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Considers that marketing standards of seafood products consumed in the EU, regardless of their origin, should also include sustainability aspects;
Amendment 60 #
2023/2049(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Agrees that for the CMO to fully achieve its objectives, consumers must be informed, through marketing and educational campaigns, of the value of eating fishery and aquaculture products, the wide variety of species available and the importance of understanding the information on labels; believes that f, this should be aligned with the EU food system’s. For consumers to be able to make informed choices, they should receive clear and comprehensive information on the products sold on the EU market, and that this information should comply with the same rules, regardless of the products’ origin; and means of production. Without adding any unnecessary administrative burdens for POs, marketing standards should be reinforced in order to include more information on the labels such as the ingredients, geographical fishing area, and fishing gear, among others.
Amendment 65 #
2023/2049(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. All seafood products traded within the EU, whether produced within the EU or imported from third countries, should adhere to harmonized environmental and social sustainability standards. These standards should be supported in trade agreements, RFMO´S and any initiatives defending level plain fields. This is crucial to ensure that EU producers are not unduly disadvantaged in the market.
Amendment 67 #
2023/2049(INI)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
11b. To avoid the cost implications of maintaining high standards, the EU should explore mechanisms to support the European fishing industry, including all that are not recognized yet as PO´s, to ensure their viability and competitiveness. .
Amendment 68 #
2023/2049(INI)
Motion for a resolution
Paragraph 11 c (new)
Paragraph 11 c (new)
11c. Periodic reviews should be conducted to ensure compliance and assess the effectiveness of these harmonized standards. This will help in identifying areas of improvement and ensuring that the standards remain relevant and updated.
Amendment 69 #
2023/2049(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Argues that traceability and related transparency measures are necessary for ensuring compliance with applicable CFP rules; believes that if these measures are supported by a proper labelling system, that should be required for processed, fresh and preserved fishery products they can guarantee that the information provided to consumers is trustworthy and reliable; highlights the fact that such a labelling system is vital for combating both food fraud, including mislabelling, and IUU fishing; the traceability of the product must be strengthened and guaranteed throughout all the stages of the value chain.
Amendment 70 #
2023/2049(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Argues that traceability and related transparency measures are necessary for ensuring compliance with applicable CFP rules; believes that if these measures are supported by a proper labelling system, they can guarantee that the information provided to consumers is trustworthy and reliable; highlights the fact that such a labelling system is vital forcould contribute to combating both food fraud, including mislabelling, and IUU fishing; welcomes in this regard the introduction of the CATCH certificate for imported products by the new Fisheries Control Regulation;
Amendment 76 #
2023/2049(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Notes that the Commission received, in its consultations, reports indicating that mandatory consumer information requirements had not been met in some Member States; notes that implementation throughout the EU is considered to be uneven and this is particularly significant in some segments, such as fishmongers and mass caterers; recalls that labelling must provide an accurate description of fishery and non- fishery products, in particular when mentioning substitute products, as in many cases images are used that make consumers think certain products are fishery products when they are not; considers that the marketing of purely plant-based products under the trade name 'fish' or fish species may lead to confusion for consumers at the time of purchase; asserts that the trade name 'fish' or fish species should be reserved on the internal market for fishery or aquaculture products of animal origin;
Amendment 83 #
2023/2049(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Recalls that POs and inter-branch organisations may be exempted from the application of competition rules in order to achieve their objectives, subject to certain conditions, including that their activities do not lead to the partitioning of markets, do not exclude competition and do not eliminate competition;
Amendment 84 #
2023/2049(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Notes that this exemption is essential for allowing some practices used by POs and inter-branch organisations, especially in the outermost regions, such as controlling the quantities put on the market by POtheir members in order to stabilise markets and prices, comply with conservation requirements and avoid food waste; concludes that non-recognised collective bodies of producers (e.g. cooperatives, cofradías) may not benefit from the exemption under the current criteria for POs;
Amendment 86 #
2023/2049(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Underlines that around 70% of the seafood that is consumed in the EU is imported from third countries; highlights that the fisheries, aquaculture and related sectors must be profitable to be able to make the investments needed to operate, while profitability is only possible if the products are competitive with imports from third countries; calls on the Commission and Council to ensure that the EU trade policy allows for a level playing field between EU and imported products;
Amendment 88 #
2023/2049(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Request to the COM to initiate a dialogue with POs on autonomous tariff quotas
Amendment 89 #
2023/2049(INI)
Motion for a resolution
Paragraph 15 b (new)
Paragraph 15 b (new)
15b. In order to fortify the resilience of the European fishing industry and ensure sustainable profitability for fishers, storage aid shall be extended and made available to POs as an ongoing support mechanism. This will allow fishers to regulate the volume of their landings on the market, promoting market stability and preventing unnecessary gluts or shortages. The effectiveness and utilization of the storage aid will be periodically reviewed. This assessment will ensure that the aid remains responsive to the needs of fishers and effectively stabilizes the market.
Amendment 91 #
2023/2049(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Recalls that the EUMOFA provides market intelligence based on the existing Combined Nomenclature (CN) of the EU's common customs tariff; considers that the later should be updated to include new product categories of fish products that are traded in increased volumes in the EU, as well as to offer more intuitive and comprehensive digital tools; calls on the Commission to explore ways to further improve the market intelligence of fisheries and aquaculture products, specifically improving the market analysis by distinguishing between different parts of Europe with different consumption habits of fish species;
Amendment 102 #
2023/2049(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Believes that the Commission and the Member States need to make more effort to achieve more uniform implementation of the CMO Regulation across sectors, by taking sufficient account of the specific conditions under which markets operate in the outermost regions; is of the opinion that more uniform implementation could help to ensure consumer trust in the aquatic food products placed on the single market, and serve the objectives of endogenous development and food self-sufficiency in the outermost regions;
Amendment 105 #
2023/2049(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Welcomes the Commission’s intention to present a proposal for a legislative framework for sustainable food systems with the aim of enhancing transparency and providing consumers with more information; highlights the need for this new legislative framework to include the importance of fish consumption in a healthy diet; highlights the need to ensure that this does not create an additional administrative burden and aligns with the sustainability condition set down in EU legislation;
Amendment 106 #
2023/2049(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Welcomes the outcome of the negotiations on the revision of the Fisheries Control Regulation, in particular the rules aiming to strengthen traceability provisions for all fishery and aquaculture products; is of the opinion that this traceability information will be very important for European consumers, both on the continent and overseas; calls on the Commission to propose further action to ensure that this information reaches final consumers in a simple, accessible format;
Amendment 109 #
2023/2049(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Welcomes the outcome of the negotiations on the revision of the Fisheries Control Regulation, in particular the rules aiming to strengthen traceability provisions for all fishery and aquaculture products; is of the opinion that this traceability information will be very importanof interest for European consumers; calls on the Commission to propose further action to ensure that this information reaches final consumers in a simple, accessible format;
Amendment 114 #
2023/2049(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Believes that the Member States should make greater use of the EUMOFA in order to further improve the data collected under the instrument; is of the opinion that the EUMOFA could be used more to analyse the market differentiated by regions, particularly when there are drastic changes, such as those that occurred during the COVID crisis, with a view to activating crisis tools and options to stabilise the market;
Amendment 116 #
2023/2049(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Reiterates its call for the criteria for recognising POs and inter-branch organisations to be adapted to better accommodate all the different organisations in the Member States that perform tasks that largely fall within the remit of a PO; highlights, in this regard, organisations such as cofradías and prud’homies de pêche, as well as those operating in the outermost regions;
Amendment 19 #
2023/0376(COD)
Proposal for a directive
Recital 11
Recital 11
(11) Member States should also enable ADR entities to bundle similar cases against a specific trader, to make ADR outcomes consistent for consumers subjected to the same illegal practice, and more cost- efficient for ADR entities and for traders. Consumers and traders should be informed accordingly and should be given the opportunity to refuse from having their dispute bundled.
Amendment 32 #
2023/0376(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 2013/11/EU
Article 5 – paragraph 2 – point d
Article 5 – paragraph 2 – point d
(d) may bundle similar cases against one specific trader into one procedure, under condition that the consumer and the trader concerned isare informed and does not object to that;
Amendment 25 #
2023/0172(COD)
Proposal for a directive
Recital 14
Recital 14
(14) The Commission, assisted bynd the European Maritime Safety Agency (EMSA) established by Regulation (EC) No 1406/2002 of the European Parliament and of the Council31 , should be invited and involved as observer by the auditee Member State as flag State for the purpose of ensuring consistency between IMO audit and Commission assessments, executed by EMSA to check the implementation of Union maritime safety legislation via its visit and inspection scheme, on behalf of the Commission. __________________ 31 Regulation (EC) 1406/2002 of the European Parliament and of the Council of 27 June 2002 establishing a European Maritime Safety Agency (OJ L 208 5.8.2002, p. 1).
Amendment 57 #
2023/0172(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2009 21 EC
Article 6a– paragraph 4
Article 6a– paragraph 4
4. Member States shall have access to all the information recorded in the inspection database referred to in paragraph 1 of this Article and the inspection system provided for in Directive 2009/16/EC. Nothing in this Directive shall prevent the sharing of such information between relevant competent authorities within and between Member States, with the Commission orand with the European Maritime Safety Agency (EMSA) established by Regulation (EC) No 1406/2002 of the European Parliament and of the Council36 . __________________ 36 Regulation (EC) 1406/2002 of the European Parliament and of the Council of 27 June 2002 establishing a European Maritime Safety Agency (OJ L 208 5.8.2002, p. 1).
Amendment 63 #
2023/0172(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
2. Member States shall ensure that the Commission, assisted bynd EMSA, is allowed to participate as an observer in the IMO auditing process and, that any Audit report and the information on subsequent action taken is immediately made available to the Commission.
Amendment 70 #
2023/0172(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 2009/21/EC
Article 9a – paragraph 1 – subparagraph 2
Article 9a – paragraph 1 – subparagraph 2
The high level group on flag State matters shall be composed of representatives of the Member States and of the Commission, assisted bynd EMSA.
Amendment 21 #
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 and/or EMSA 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 experience should be facilitated through enhanced cooperation, while at the same time ensuring that adequate data are made available to the Commission and/or EMSA in order to allow the proper monitoring of the implementation of Directive 2005/35/EC.
Amendment 32 #
2023/0171(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Member States should report to the CommissionEMSA the information needed to ensure a proper monitoring of the implementation of Directive 2005/35/EC. In order to limit administrative burden and assist the Commission in analysing the data provided by Member States, such information should be reported by Member States through a dedicated electronic reporting tool developed by EMSA. To the extent that such information relates to penalties imposed to or involving natural persons, such information shall be anonymised. In order to ensure that information reported in accordance with Directive 2005/35/EC is comparable in type among Member States and collected on the basis of a harmonised electronic format and procedure for reporting, implementing powers should be conferred on the Commission. Those powers should be exercised in accordance with Regulation (EU) No 182/2011.
Amendment 35 #
2023/0171(COD)
Proposal for a directive
Recital 17
Recital 17
(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 CommissionEMSA 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 41 #
2023/0171(COD)
Proposal for a directive
Recital 19
Recital 19
(19) Directive (EU) 2019/1937 of the European Parliament and of the Council31 lays down minimum standards on reporting of breaches of Union law, including of Directive 2005/35/EC and for the protection of persons reporting such breaches. Member States should ensure, in particular, that crew under the scope of Directive (EU) 2019/1937 reporting actual or potential illegal discharges are granted protection. In addition to the existing reporting channels provided at national level as regulated under Directive (EU)2019/1937, the CommissionEMSA should make available a centralised online external reporting channel for reporting actual or potential illegal discharges and relay such reports to the Member State or Member States concerned, which should subsequently handle these reports in accordance with Directive (EU) 2019/1937, including with regards to acknowledgement of receipt, adequate feedback and follow-up. The Commission should ensure the protection of the confidentiality of the identity of reporting persons, including, where necessary, by restricting the exercise of certain data protection rights of persons concerned, such as of individuals included in the report as participating in the potential illegal discharge, in line with Article 25(1) points (c) and (h) and Article 25(2) of Regulation (EU) 2018/1725 of the European Parliament and of the Council32 , to the extent and as long as necessary to prevent and address attempts to hinder reporting or to impede, frustrate or slow down follow-up, in particular investigations, or attempts to find out the identity of the reporting persons. _________________ 31 Directive (EU) 2019/1937 of the European Parliament and of the Council of 23 October 2019 on the protection of persons who report breaches of Union law (OJ L 305, 26.11.2019, p. 17). 32 Regulation (EU) 2018/1725 of the European Parliament and of the Council of 23 October 2018 on the protection of natural persons with regard to the processing of personal data by the Union institutions, bodies, offices and agencies and on the free movement of such data, and repealing Regulation (EC) No 45/2001 and Decision No 1247/2002/EC (Text with EEA relevance) (OJ L 295, 21.11.2018, p. 39).
Amendment 44 #
2023/0171(COD)
(21) Discussions are ongoing at the IMO regarding new environmental issues in relation to international shipping, resulting in both water and air pollution. These include the water pollutants of marine litter, such as the loss of containers and plastic pellets, and underwater noise and air pollutants such as black carbon. These discussions may result in new regulations under Marpol 73/78. Moreover, Directive 2008/56/EC of the European parliament and of the Council34 requires Member States to achieve good environmental status in the marine environment, which includes, amongst others, marine litter and underwater noise from ships as qualitative descriptors. Relatedly, Directive (EU) 2023/xxxx35 sets limit values for nitrogen dioxide (NO2) resulting from nitrogen oxide (NOx) emissions. Shipping activities contribute to higher NO2 levels in coastal and port areas. Against this background, a future review of Directive 2005/35/EC should take into account new developments and the Commission assisted by EMSA should examine the possibility of modifying the scope of this Directive, if appropriate, in view of any new international standards under Marpol 73/78. A future review should assess the possibility of modifying the scope of Directive 2005/35/EC, if appropriate, to incorporate SOx and NOx emissions, as regulated in Annex VI to Marpol, based on the experience gained in implementing the Directive (EU) 2016/802 and on the development and maturity of monitoring and detecting SOx and NOx emissions from ships, with a view to ensure a coherent, efficient and effective enforcement regime, as well as the imposition of dissuasive penalties therefor, in line with the Zero Pollution Action Plan and, in particular, Flagship 5 thereof ‘Enforcing zero pollution together’. _________________ 34 Directive 2008/56/EC of the European Parliament and of the Council of 17 June 2008 establishing a framework for community action in the field of marine environmental policy (Marine Strategy Framework Directive) (Text with EEA relevance) (OJ L 164, 25.6.2008, p. 19). 35 OJ L xxxx.
Amendment 86 #
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 2
Article 8 d – paragraph 2
2. In order to ensure the uniform application of this Article, the Commission and/or EMSA may, by means of implementing acts, lay down detailed rules on the criteria to be considered by Member States when applying penalties in respect of each type of polluting substance pursuant to this Directive. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 13.;
Amendment 87 #
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
Article 10 – paragraph 1
1. For the purposes of this Directive, the Member States and, the Commission and/or EMSA shall cooperate in the exchange of information, building on the Union Maritime Information and Exchange System set out in Article 22a(3) of and Annex III to Directive 2002/59/EC37 (SafeSeaNet), in order to attain the following objectives: _________________ 37 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).
Amendment 92 #
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 2
Article 10 – paragraph 2
2. The Commission and/or EMSA shall provide for the organisation of exchange of experiences between Member States’ national authorities and experts, including those from the private sector, civil society and trade unions, on the application of this Directive across the Union, with a view to establish common practices and guidelines on the enforcement of this Directive.;
Amendment 93 #
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 a – paragraph 1
Article 10 a – paragraph 1
1. The CommissionEMSA shall establish an electronic reporting tool, for the purposes of collection and exchange of information between the Member States and the Commission on the implementation of the enforcement system provided by this Directive.
Amendment 95 #
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 a – paragraph 3
Article 10 a – paragraph 3
3. In order to ensure the uniform application of this Article, the Commission and/or EMSA may, by means of implementing acts, lay down detailed rules on the procedure for reporting the information mentioned in paragraph 2, including specifying the type of information to be reported, in accordance with the examination procedure set out in Article 13.
Amendment 97 #
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 b
Article 10 b
Amendment 31 #
2023/0164(COD)
Proposal for a directive
Recital 11
Recital 11
(11) The available staff, as well as the operational resources of the Member States’ marine safety investigation authorities vary distinctly, resulting in ineffective and inconsistent reporting on and investigation of marine casualties. Therefore, the Commission, with the assistance of the European Maritime Safety Agency (EMSA) should provide highly specialised analytical support during an individual investigation (soft skills), as well as analytical tools and equipment (hardware).
Amendment 33 #
2023/0164(COD)
Proposal for a directive
Recital 12
Recital 12
(12) In light of what has been stated, EMSA should organisedevelop a European framework on accidents investigations to reduce current disparities across Member States and continue organising trainings on specific techniques and on new developments and technologies which can be relevant for accident investigation in the future. Such training should focus, among others, on renewable and low carbon fuels, which are particularly relevant in view of the “Fit for 55 package”, and automation, as well as on the General Data Protection Regulation (GDPR) rules.
Amendment 28 #
2023/0163(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The Agency is at the forefront of the technical expertise in the areas of its competence and thus it should provide training and capacity building activities to the Member States with the development of common core curricula courses and the use of the most technologically advanced tools in their delivery. Among others, the Agency should support the training of Port State Control inspectors of the Member States and officials of the Flag State Administrations to conduct targeted inspections as regards the implementation and enforcement of the MLC 2006 in relation to the implementation of seafarers' rights and working and living conditions on board ships.
Amendment 36 #
2023/0163(COD)
(34a) The proposed increase in EMSA's resources is insufficient given the extent of the proposed increase in the Agency's tasks and the scale of the EU's ambitions for maritime policy. Thus, the amount of the financial resources dedicated to this proposal should be drawn from the unallocated margins under MFF ceilings or mobilised through the non-thematic MFF special instruments. Since the Commission proposal for MFF revision did not reinforce EMSA budget, the increase in appropriations for EMSA cannot be offset by a compensatory reduction of programmed spending under CEF Transport or lead to a reduction of the funding for any other Union programmes.
Amendment 49 #
2023/0163(COD)
Proposal for a regulation
Article 4 – paragraph 9
Article 4 – paragraph 9
9. The Agency shall gather and analyse data on seafarers provided and used in accordance with Directive (EU) 2022/993 of the European Parliament and of the Council40 . It may also gather and analyse data on the implementation of the Maritime Labour Convention, 2006 (MLC, 2006) with the aim of assisting in the improvement of the onboard working and living conditions of seafarers. The European Commission shall use this data for developing appropriate strategic responsed to the challenges the industry faces, with one of the most pressing is the retention of seafarers. _________________ 40 Directive (EU) 2022/993 of the European Parliament and of the Council of 8 June 2022 on the minimum level of training of seafarers (OJ L 169, 27.6.2022, p. 45).
Amendment 55 #
2023/0163(COD)
Proposal for a regulation
Article 5 – paragraph 5
Article 5 – paragraph 5
5. The Agency shall assist the Commission and the Member States in the context of the implementation of Directive 2008/56/EC, by contributing to the objective of achieving good environmental status of marine waters with its shipping- related elements and in exploiting the results of existing tools such as the Integrated Maritime Services. In this regard, the Agency shall conduct further research in issues related to lost containers, including plastic pellets, and underwater noise and provide recommendations to the Commission and the Member States. On the containers lost at the Sea, EMSA should provide guiding to the industry stakeholders and to the Flag State on the requirements agreed at IMO for mandatory reporting of lost containers. It should also be examined the possibility of collective and coordinated response mechanisms at EU and international level.
Amendment 63 #
2023/0163(COD)
Proposal for a regulation
Article 6 – paragraph 5
Article 6 – paragraph 5
5. The Agency shall assist the Commission and the Member States in the implementation of Directive 2003/87/EC, as relevant to the maritime sector. In particular, the Agency shall assist the Commission with the development of the appropriate IT implementation tools, monitoring tools, guidance and risk-based targeting tools to facilitate verification, enforcement and implementation activities related to Directive 2003/87/EC, as relevant to the maritime sector, while exploiting the results of existing relevant tools, services and databases. This also includes monitoring and reporting on impacts on port traffic, port evasion and traffic shift to the neighbouring container transhipment ports, at the detriment to EU ports.
Amendment 38 #
2023/0155(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11a) In order to ensure uniform conditions for the implementation of this Regulation, the Commission, after receiving inputs from the interested stakeholders, shall prepare guidelines to promote a common approach on the application of this Regulation across the Union, with a view to establish a common interpretation by enforcement authorities of the provisions of this Regulation;
Amendment 71 #
2023/0155(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a (new)
Article 1 – paragraph 1 – point 3 – point a (new)
Regulation 2006/561/EC
Article 8 – paragraph 6 – subparagraph 4 a (new)
Article 8 – paragraph 6 – subparagraph 4 a (new)
(aa) In Article 8, paragraph 6, after subparagraph 4, the following subparagraph is inserted: By way of derogation from the first subparagraph of paragraph 6, a driver engaged in a single occasional service of passengers, as defined in Regulation (EC) No 1073/2009, may take two consecutive reduced weekly rest periods provided that the driver in any four consecutive weeks takes at least four weekly rest periods, of which at least two shall be regular weekly rest periods.
Amendment 72 #
2023/0155(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point b – introductory part
Article 1 – paragraph 1 – point 3 – point b – introductory part
Regulation 2006/561/EC
Article 8 – paragraph 6 a
Article 8 – paragraph 6 a
(b) in pParagraph 6a, the introductory phrase and point (a) are is replaced by the following:
Amendment 79 #
2023/0155(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Amendment 199 #
2023/0053(COD)
Proposal for a directive
Recital 2
Recital 2
(2) The current framework, should be updated to be fit for the new era, sustainable, inclusive, smart and resilient. It should take into account the need to reduce emissions from transport, also through a greater uptake of alternatively powered vehicles, digitalisation, the demographic trends and technological developments to reinforce the competitiveness of the European Economy. It is important to simplify and digitise administrative procedures, in order to remove the remaining barriers, such as administrative burdens, to the free movement of the drivers taking up residence in a Member State other than the one issuing the licence. A harmonized Union standard driving licence framework should encompass both physical and mobile driving licences, and provide for their mutual recognition, where they were duly issued in accordance with this Directive.
Amendment 200 #
2023/0053(COD)
Proposal for a directive
Recital 2
Recital 2
(2) The current framework, should be updated to be fit for the new era, sustainable, inclusive, smart and resilient. It should take into account the need to reduce emissions from transport, digitalisation, the demographic trends and technological developments to reinforce the competitiveness of the European Economy. It is important to simplify and digitise administrative procedures, in order to remove the remaining barriers, such as administrative burdens, to the free movement of the drivers taking up residence in a Member State other than the one issuing the licence. A harmonized Union standard driving licence framework should encompass both physical and mobile driving licences of all categories, and provide for their mutual recognition, where they were duly issued in accordance with this Directive.
Amendment 201 #
2023/0053(COD)
Proposal for a directive
Recital 3 a (new)
Recital 3 a (new)
Amendment 205 #
2023/0053(COD)
Proposal for a directive
Recital 5
Recital 5
(5) This Directive establishes a legal basis for the storage of an obligatory set of personal data in the physical driving licences and their microchips or QR codes and the mobile driving licences, for the purposes of proving and verifying the person’s right to drive and identification, in order to guarantee a high level of road safety throughout the Union, and in compliance with Article 6(1)(e) and, where applicable, Article 9(2)(g) of Regulation (EU) 2016/679. Such data should be limited to what is necessary to prove a person’s right to drive, identify this person and verify the person’s driving rights and identity. This Directive also provides for additional safeguards to ensure the protection of personal data disclosed during the verification process.
Amendment 208 #
2023/0053(COD)
Proposal for a directive
Recital 10
Recital 10
(10) The digital transformation is one of the Union’s priorities. In the case of road transport, it will contribute to remove the remaining administrative barriers, such as the ones relating to the duration of issuing physical driving licences, to free movement of persons. Therefore, a separate Union standard should be established for the mobile driving licences issued within the Union. In order to facilitate digital transformation mobile driving licences should be issued as default fromin addition to the physical driving licence [date-of-adoption+4years], without prejudice to the applicant’s right to acquireresign either from a physical one or bor a digital one. The applicant should have right to acquire the type of the driving licence, which he or she initially resigned from. Member States should make sure th at the same timerequested document is delivered without undue delay and no later than within 2 weeks from the date it was requested.
Amendment 211 #
2023/0053(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The Sustainable and Smart Mobility Strategy sets out a vision for the EU to significantly improve sustainability of mobility and transport. Emissions from the road transport sector include greenhouse gases emissions, air pollutants, noise and microplastics from tyre and road wear. Greater presence of alternatively fuelled vehicles is key to green transition. Their new models of a higher weight would be available in driving licence categories B, C or D, which has to be taken into consideration by this legislation. Driving style influences these emissions, with possible negative impacts on the environment and human health. Therefore, driving training should equip drivers to reduce their impact on emissions as well as to prepare them to drive zero- emission vehicles.
Amendment 214 #
2023/0053(COD)
Proposal for a directive
Recital 15 a (new)
Recital 15 a (new)
(15a) Individual means of transport play a key role for millions of European citizens, including for people living in rural areas and among persons with reduced mobility. Therefore, Member States should consider appropriate infrastructure in urban, peri-urban and rural areas necessary to reduce road accidents and traffic congestion as well as targeted policies and support schemes for those at risk of transport poverty.
Amendment 221 #
2023/0053(COD)
Proposal for a directive
Recital 16
Recital 16
(16) The minimum ages of applicants for the different categories of driving licences should be set at Union level. Nevertheless, Member States should be allowed to set a higher age limit for the driving of certain categories of vehicles in order to further promote road safety. Member States should in exceptional circumstances be allowed to set lower age limits in order to take account of national circumstances. In particular, to allow for example the driving of fire service and public order maintenance related vehicles or pilot projects related to new vehicle technologies.
Amendment 231 #
2023/0053(COD)
Proposal for a directive
Recital 19
Recital 19
(19) Proof of compliance with minimum standards of physical and mental fitness for driving by drivers of vehicles used for the transport of persons or goods should be provided when the driving licence is issued and periodically thereafter. Such regular control in accordance with national rules of compliance with minimum standards would contribute to the free movement of persons, avoid distortions of competition and better take into account the specific responsibility of drivers of such vehicles. Member States should be allowed to impose medical examinations as a guarantee of compliance with the minimum standards of physical and mental fitness for driving other power-driven vehicles. For reasons of transparency, such examinations should coincide with a renewal of driving licences. While promoting lifelong training, Member States might also consider support systems for different age groups, including feedback interventions provided by traffic psychologist, driving examiner or driving instructor, that may issue recommendations and proof of attendance to the applicant.
Amendment 254 #
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 and penalties Union-wide when breaking them, due to for example the influence of alcohol or drugs, failing to use safety equipment, driving without a valid driving licence. Such stricter rules towards novice drivers might be enforced for example through national demerit points systems. 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.
Amendment 262 #
2023/0053(COD)
Proposal for a directive
Recital 34
Recital 34
(34) The EU driving licence network aims to guarantee the recognition of documents and acquired rights originating in Member States, combat document fraud, avoid the issuance of multiple licences and facilitate the enforcement of driving disqualifications. It should be equally used to exchange information from national demerit point systems on traffic offences committed by foreign drivers. In particular, Member States should be given the possibility to systematically verify that the reasons, that led to any previously imposed restrictions, suspensions, withdrawals or cancellations of a driving licence or the right to drive, have disappeared. The use of RESPER for the implementation of other acts of the Union should only be permitted as long as those uses are explicitly provided for by this Directive.
Amendment 263 #
2023/0053(COD)
Proposal for a directive
Recital 35
Recital 35
(35) In order to enable the preparation of meaningful reports on the implementation of this Directive, the Commission should receive information on a yearly basis regarding the number of driving licences issued, renewed, replaced, withdrawn and exchanged, for each category, including data on the issuance and use of mobile driving licences. Member States should equally share data on their best practices as regards road safety measures and risk awareness trainings, especially as regards novice drivers and within the lifelong training, self-assessment on physical and mental fitness and other types of medical fitness checks per age group, use of support system per age group through feedback interventions with prove of participation and recommendations provided by a driving instructor, traffic psychologist or driving examiner as well as measures to increase road safety among vulnerable road users, including practices on micro mobility vehicles registration. The Commission might prepare recommendations with regards to micro mobility vehicles registration.
Amendment 264 #
2023/0053(COD)
Proposal for a directive
Recital 37
Recital 37
(37) In a context of gradual digitalisation and automation, of ever more stringent emission reduction requirements of road transport, as well as of constant technological progress of power-driven vehicles, it is necessary to keep all drivers up to date in terms of knowledge about road safety and sustainability. The promotion of lifelong training, including through feedback interventions with proof of participation and recommendations provided by a driving instructor, traffic psychologist or driving examiner, can be key in keeping experienced drivers’ skills up to date in terms of road safety, new technologies, ecodriving, which improves fuel efficiency and reduces emissions, and speed management.
Amendment 271 #
2023/0053(COD)
Proposal for a directive
Article 1 – paragraph 2
Article 1 – paragraph 2
Amendment 272 #
2023/0053(COD)
Proposal for a directive
Article 1 – paragraph 2
Article 1 – paragraph 2
Amendment 275 #
2023/0053(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 12 d (new)
Article 2 – paragraph 1 – point 12 d (new)
Amendment 282 #
2023/0053(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 12 c (new)
Article 2 – paragraph 1 – point 12 c (new)
(12c) ‘ambulance’ means a vehicle of category M intended for the transport of sick or injured persons and having special equipment for such purpose, as referred to in Annex I, Part A, point 5.3. of Regulation (EU) No 2018/8581a; __________________ 1a Regulation (EU) 2018/858 of the European Parliament and of the Council, Annex I, Part A, point 5.3, page 97.
Amendment 286 #
2023/0053(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 12 a (new)
Article 2 – paragraph 1 – point 12 a (new)
Amendment 288 #
2023/0053(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 12 b (new)
Article 2 – paragraph 1 – point 12 b (new)
Amendment 292 #
2023/0053(COD)
Proposal for a directive
Article 3 – paragraph 4
Article 3 – paragraph 4
4. By [date-of-adoption+4 years], Member States shall ensure that onlyboth mobile driving licences and physical driving licence are issued by default. Until that date, Member States may decide to issue mobile driving licences.
Amendment 296 #
2023/0053(COD)
Proposal for a directive
Article 3 – paragraph 5
Article 3 – paragraph 5
5. By way of derogation from paragraph 4, upon request of the applicant, Member States shall provide the opportunity for resigning from a physical driving licence to be issued instead of, or together with,or a mobile driving licence.
Amendment 302 #
2023/0053(COD)
Proposal for a directive
Article 4 – paragraph 4
Article 4 – paragraph 4
4. Member States shall ensure that by 19 January 20303, all physical driving licences issued or in circulation fulfil all the requirements of this Directive.
Amendment 303 #
2023/0053(COD)
Proposal for a directive
Article 4 – paragraph 5 – subparagraph 1
Article 4 – paragraph 5 – subparagraph 1
Member States may decide to introduce a storage medium (microchip) as part of the physical driving licence. Where a Member State decides to introduce a microchip as part of their physical driving licence it may, where its national laws related to driving licences provide for it, also decide to store data additional to what is specified in Annex I, Part D, on the microchip. The retention period for the personal data stored in the microchip should be aligned with the validity of the driving licence.
Amendment 308 #
2023/0053(COD)
Proposal for a directive
Article 5 – paragraph 7 a (new)
Article 5 – paragraph 7 a (new)
7a. With a view to ensure the worldwide use and recognition of the European mobile driving licence, Member States shall work towards a corresponding amendment to the Geneva Convention on Road Traffic of September 19, 1949, the International Convention on Motor Transport of April 24, 1926 and the Vienna Convention on Road Traffic of November 8, 1968. The Commission shall provide assistance in this regard.
Amendment 332 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi a (new)
Article 6 – paragraph 1 – point c – point xi a (new)
(xia) category T: – all wheeled tractors; each wheeled tractor category described in point xi b (new) to xi h (new) is supplemented at the end by an ‘a’ or ‘b’ index according to its design speed: – ‘a’ for wheeled tractors with a maximum design speed below or equal to 40 km/h; – ‘b’ for wheeled tractors with a maximum design speed above 40 km/h;
Amendment 333 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi b (new)
Article 6 – paragraph 1 – point c – point xi b (new)
Amendment 334 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi c (new)
Article 6 – paragraph 1 – point c – point xi c (new)
(xic) category T2: – comprises wheeled tractors with a minimum track width of less than 1 150 mm, with an unladen mass, in running order, of more than 600 kg, with a ground clearance of not more than 600 mm; if the height of the centre of gravity of the tractor (measured in relation to the ground) divided by the average minimum track for each axle exceeds 0,90, the maximum design speed shall be restricted to 30 km/h;
Amendment 335 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi d (new)
Article 6 – paragraph 1 – point c – point xi d (new)
(xid) category T3’: – comprises wheeled tractors with an unladen mass, in running order, of not more than 600 kg;
Amendment 336 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi e (new)
Article 6 – paragraph 1 – point c – point xi e (new)
(xie) category T4: – comprises special purpose wheeled tractors;
Amendment 337 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi f (new)
Article 6 – paragraph 1 – point c – point xi f (new)
(xif) category T4.1: – tractors designed for working with high-growing crops, such as vines. They feature a raised chassis or section of chassis, enabling them to advance in parallel with the crop with left and right wheels on either side of one or more rows of the crop. They are intended for carrying or operating tools which may be fitted at the front, between the axles, at the rear or on a platform. When the tractor is in working position the ground clearance perpendicular to the crop rows exceeds 1 000 mm. Where the height of the centre of gravity of the tractor, measured in relation to the ground, using the tyres normally fitted, divided by the average minimum track of all of the axles exceeds 0,90, the maximum design speed shall not exceed 30 km/h;
Amendment 338 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi g (new)
Article 6 – paragraph 1 – point c – point xi g (new)
(xig) category T4.2: – tractors characterised by their large dimensions, primarily intended for working large areas of farmland;
Amendment 339 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi h (new)
Article 6 – paragraph 1 – point c – point xi h (new)
(xih) category T4.3: – four- wheel drive tractors whose interchangeable equipment is intended for agricultural or forestry use and which are characterised by a supporting frame, equipped with one or more power take- offs, having a technically permissible mass no greater than 10 tonnes, for which the ratio of this mass to the maximum unladen mass in running order is less than 2,5 and having the centre of gravity, measured in relation to the ground using the tyres normally fitted, of less than 850 mm;
Amendment 341 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 2 – subparagraph 1
Article 6 – paragraph 2 – subparagraph 1
With the prior agreement of the Commission, which shall assess the impact of the proposed measure on road safety, Member States may exclude from the application of this Article certain specific types of power-driven vehicles, including special vehicles for persons with disabilities or vehicles used in construction sector often classified as non-road mobile machinery.
Amendment 344 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 2 – subparagraph 2
Article 6 – paragraph 2 – subparagraph 2
Member States may exclude from the application of this Directive types of vehicles used by, or under the control of, the armed forces and, civil defence and rescue services. They shall inform the Commission thereof. Member States shall mutually recognise such an exclusion.
Amendment 346 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 1 – point a
Article 7 – paragraph 1 – point a
(a) 16 years for categories AM, A1, B1 and B1T;
Amendment 357 #
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 professional drivers using driving licence nationally and internationally, under the condition of holding a Certificate for Professional Competence (CPC) referred to in Article 6(1) of Directive (EU) 2022/2561;
Amendment 368 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 1 – point e a (new)
Article 7 – paragraph 1 – point e a (new)
(ea) 21 years for categories D and DE, for professional drivers using driving licence nationally and internationally, under the condition of holding a Certificate for Professional Competence (CPC) referred to in Article 6(1) of Directive (EU) 2022/2561.
Amendment 380 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 3 – subparagraph 1 (new)
Article 7 – paragraph 3 – subparagraph 1 (new)
Member States may mutually recognise the validity on their territory of driving licences issued to drivers under the minimum ages as set out in this paragraph.
Amendment 400 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point a a (new)
Article 9 – paragraph 2 – point a a (new)
(aa) licences issued for categories B, BE, C, C1E, CE, D, D1E or DE shall be valid for combinations of vehicles in category T;
Amendment 405 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point g a (new)
Article 9 – paragraph 2 – point g a (new)
(ga) two years after a driving licence, granted for category B, was issued for the first time it shall be valid for driving ambulances as defined in Article 2 (12c) and motor caravans as defined in Article 2 (12d) of this directive that are up to 4250 kg;
Amendment 407 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h
Article 9 – paragraph 2 – point h
(h) two years after a driving licence, granted for category B, was issued for the first time it shall be valid for driving the alternatively fuelled vehicles, as referred to in Article 2 of Council Directive 96/53/EC63 with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer. __________________ 63 Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorised dimensions in national and international traffic and the maximum authorised weights in international traffic (OJ L 235, 17.9.1996, p. 59)(12a) of this Directive for categories M and N established by Regulation EU 2018/858, that are intended to be used on public roads, including those designed and constructed in one or more stages with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer, and for the transport of passengers with a maximum seat capacity of 8 seats excluding the driver.
Amendment 421 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h a (new)
Article 9 – paragraph 2 – point h a (new)
(ha) two years after a driving licence granted for category BE was issued for the first time it shall authorise driving vehicles, as referred in Article 2 (12a) of this Directive for categories M and N established by Regulation EU 2018/858, that are intended to be used on public roads, including those designed and constructed in one or more stages, with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer. These vehicles may be combined with a trailer or semi-trailer where the maximum authorised mass of the trailer or semi-trailer does not exceed 3 500 kg;
Amendment 429 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h b (new)
Article 9 – paragraph 2 – point h b (new)
(hb) three years after a driving licence, granted for category C1, was issued for the first time, it shall be valid for driving the alternatively fuelled vehicles referred to in Article 2 (12a) with a maximum authorised mass above 7 500 kg but not exceeding 8 250 kg without a trailer and which are designed and constructed for the carriage of no more than eight passengers in addition to the driver. These vehicles may be combined with a trailer having maximum authorized mass which does not exceed 750 kg;
Amendment 434 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h c (new)
Article 9 – paragraph 2 – point h c (new)
(hc) three years after a driving licence, granted for category C1E, was issued for the first time, it shall be valid for the vehicles referred to in Article 9(2), point (hb) and its trailer or semi-trailer having a maximum authorised mass of over 750 kg provided that the authorised mass of the combination does not exceed 12 750 kg;
Amendment 435 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h d (new)
Article 9 – paragraph 2 – point h d (new)
(hd) four years after a driving licence, granted for category D1, was issued for the first time, it shall be valid for vehicles designed and constructed for the carriage of no more than 22 passengers in addition to the driver and with a maximum length not exceeding 8 meters.
Amendment 436 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – subparagraph 1 (new)
Article 9 – paragraph 2 – subparagraph 1 (new)
In its second implementation report to the European Parliament and the Council referred to in Article 20 of this directive, the Commission shall assess the impact of development and deployment of alternatively fuelled vehicles and/or the use of Article 9 (2) point (h) till point (hd) on road safety, and where necessary, update the mass thresholds by means of a delegated act in accordance with Article 21.
Amendment 451 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 1 – point a
Article 10 – paragraph 2 – subparagraph 1 – point a
(a) 15 years for categories AM, A1, A2, A, B, B1, BE and BET;
Amendment 452 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 1 – point a
Article 10 – paragraph 2 – subparagraph 1 – point a
(a) 15 years for categories AM, A1, A2, A, B, B1, BE and BET;
Amendment 464 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 6
Article 10 – paragraph 2 – subparagraph 6
Amendment 485 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 7 – subparagraph 1
Article 10 – paragraph 7 – subparagraph 1
No person may hold more than one physical driving licence. A person may however hold severalstore a mobile driving licences, provided that these are issued by the same Member State on several devices.
Amendment 489 #
2023/0053(COD)
Proposal for a directive
Article 11 – title
Article 11 – title
Exchange and replacement of driving licences issued by Member States
Amendment 490 #
2023/0053(COD)
Proposal for a directive
Article 11 – paragraph 2
Article 11 – paragraph 2
2. Subject to observance of the principle of territoriality of criminal and police laws, the Member State of normal residence may apply its national provisions on the restriction, suspension, withdrawal or cancellation of the right to drive to the holder of a driving licence issued by another Member State and, if necessary, exchange the licence for that purpose. Member States may, for the purposes of this paragraph, also exchange the driving licence of a driver having normal residence on their territory if he or she accumulated or lost the sufficient number of penalty points under their national demerit point system.
Amendment 492 #
2023/0053(COD)
Proposal for a directive
Article 11 a (new)
Article 11 a (new)
Article11a Interim driving licence 1. During the replacement, renewal or exchange of a driving licence that was issued by another Member State where the holder has his or her normal residence, the Member State performing the replacement, renewal or exchange shall issue an interim driving licence in a form of a certificate. The Commission shall propose standardised form of such a certificate through a delegated act by the end of 2025 with due regard to any risk of forgery of such a document in accordance with Article 21. 2. The certificate issued by a Member State under this Article shall be valid for a period of one month or shorter and be mutually recognised by Member States. Where the replacement, renewal or exchange of the driving licence is taking longer amount of time Member States may renew this certificate twice, each for the period of one month or shorter.
Amendment 497 #
2023/0053(COD)
Proposal for a directive
Article 12 – paragraph 10 a (new)
Article 12 – paragraph 10 a (new)
Amendment 510 #
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, C and C1 marked with the Union code 98.02 specified in Annex I, Part E, to applicants who have reached the age of 17 years.
Amendment 521 #
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 532 #
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 C1 has the qualification and training provided by Directive (EU) 2022/2561.;
Amendment 541 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 – subparagraph 1 (new)
Article 14 – paragraph 2 – subparagraph 1 (new)
Member States may decide to increase the duration of the training to 14-hours.
Amendment 546 #
2023/0053(COD)
Proposal for a directive
Article 15 – title
Article 15 – title
Probationary period and basic road safety education
Amendment 557 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 2
Article 15 – paragraph 2
2. Member States shall lay down rules on penalties for novice drivers who drive with a blood alcohol or drug level exceeding 0.0g/mL and take all measures necessary to ensure that they are implemented. Those penalties shall be effective, proportionate, dissuasive and non-discriminatory.
Amendment 562 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 2 a (new)
Article 15 – paragraph 2 a (new)
2a. Member States shall lay down rules on penalties for novice drivers who - fail to use safety equipment, - drive without a valid driving licence and take all measures necessary to ensure that they are implemented. Member State may use for that purpose their national demerit point systems. Those penalties shall be effective, proportionate, dissuasive and non-discriminatory.
Amendment 570 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 5 a (new)
Article 15 – paragraph 5 a (new)
5a. For drivers obtaining a new category during their probationary period for category B, the probationary period for the new category can be reduced/merged based on the already completed probationary period, which cannot be shorter than six months.
Amendment 572 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 5 b (new)
Article 15 – paragraph 5 b (new)
5b. Member States are encouraged to include age-appropriate training on road safety rules and traffic risk awareness trainings as part of their elementary and secondary school curricula. Member States may use revenues earmarked under Directive 2015/413 to financially support such initiatives. The Commission may use the resources indicated in Article 8a of the same Directive to also financially support such initiatives.
Amendment 574 #
2023/0053(COD)
Proposal for a directive
Article 16 – paragraph 1 – subparagraph 2
Article 16 – paragraph 1 – subparagraph 2
Driving examiners already working in that capacity before 19 January 2013entry into force of this Directive shall be subject only to the requirements concerning quality assurance and regular periodic training measures.
Amendment 578 #
2023/0053(COD)
Proposal for a directive
Article 17 – paragraph 1 – subparagraph 1
Article 17 – paragraph 1 – subparagraph 1
For the purposes of this Directive, normal residence shall be the place where a person usually lives, that is for at least 185 days in each calendar year, because of personal andor occupational ties, orand, in the case of a person with no occupational ties, because of personal ties which show close links between that person and the place where he or she is living.
Amendment 581 #
2023/0053(COD)
Proposal for a directive
Article 17 – paragraph 4
Article 17 – paragraph 4
4. By way of derogation from Article 10(1), point (e) and for the specific purpose of the first issuance of a driving licence of category B, an applicant whose Member State of normal residence is different from his or her Member State of citizenship may have his or her driving licence issued by the latter, where the Member State of normal residence does not provide for the possibility to pass the theoretical or practical tests in one of the official EU languages of the Member State of citizenship or with an interpreter.
Amendment 585 #
2023/0053(COD)
Proposal for a directive
Article 18 – paragraph 1
Article 18 – paragraph 1
1. Member States shall apply the equivalences established by Commission Decision (EU) 2016/194564 between entitlements obtained before 19 January 2013entry into force of this Directive and the categories set out in Article 6 of this Directive. __________________ 64 Commission Decision (EU) 2016/1945 of 14 October 2016 on equivalences between categories of driving licences (OJ L 302, 9.11.2016, p. 62).
Amendment 586 #
2023/0053(COD)
Proposal for a directive
Article 18 – paragraph 2
Article 18 – paragraph 2
2. Any entitlement to drive granted before 19 January 2013entry into force of this Directive shall not be removed or in any way qualified by the provisions of this Directive.
Amendment 590 #
2023/0053(COD)
Proposal for a directive
Article 20 – paragraph 1 – subparagraph 1 (new)
Article 20 – paragraph 1 – subparagraph 1 (new)
Member States shall equally share data on their best practices as regards road safety measures and risk awareness trainings, especially as regards novice drivers and within the lifelong training, self-assessment on physical and mental fitness and other types of medical fitness checks per age group, use of support system per age group through feedback interventions with prove of participation and recommendations provided by a driving instructor, traffic psychologist or driving examiner as well as measures to increase road safety measures among vulnerable road users, including practices on micro mobility vehicles registration.
Amendment 592 #
2023/0053(COD)
Proposal for a directive
Article 21 – paragraph 2
Article 21 – paragraph 2
2. The power to adopt delegated acts referred to in Article 4(8), Article 5(6), Article 8(2), Article 10(89(2)(new), Article 10(8), Article 16(2) and Article 16(21(a)(new) shall be conferred on the Commission for a period of five years from [Date of entry into force of the Directive]. The Commission shall draw up a report in respect of the delegation of power no later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension no later than three months before the end of each period.
Amendment 593 #
2023/0053(COD)
Proposal for a directive
Article 21 – paragraph 3
Article 21 – paragraph 3
3. The delegation of power referred to in Article 4(8), Article 5(6), Article 8(2), Article 10(89(2)(new), Article 10(8), Article 16(2) and Article 16(21(a)(new) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
Amendment 594 #
2023/0053(COD)
Proposal for a directive
Article 21 – paragraph 6
Article 21 – paragraph 6
6. A delegated act adopted pursuant to Article 4(8), Article 5(6), Article 8(2), Article 10(89(2)(new), Article 10(8), Article 16(2) and Article 16(21(a)(new) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council, or if before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.
Amendment 599 #
2023/0053(COD)
Proposal for a directive
Article 23 – paragraph 1
Article 23 – paragraph 1
Proposal for a Directive on the Driving licences
Article 14
Article 14
(c) from the age of 17, a vehicle in licence category C and C1, 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 605 #
2023/0053(COD)
Proposal for a directive
Article 23 – paragraph 1 a (new)
Article 23 – paragraph 1 a (new)
Directive (EU) 2022/2561
Article 5 – paragraph 3 – point a
Article 5 – paragraph 3 – point a
In Article 5, paragraph 3, point a is replaced by following: "3. Drivers of a vehicle intended for the carriage of passengers may drive: (a) from the age of 21: (i) a vehicle in driving licence categories D and D + E to carry passengers on regular services where the route does not exceed 50 kilometres and a vehicle in driving licence categories D1 and D1 + E, provided that they hold a CPC as referred to in Article 6(2). Any Member State may authorise drivers of vehicles in one of those categories to drive such vehicles within its territory from the age of 18, provided that they hold a CPC as referred to in Article 6(1); (ii) a vehicle in driving licence categories D and D + E, provided that they hold a CPC as referred to in Article 6(1). Any Member State may authorise drivers of vehicles in one of those categories to drive such vehicles within its territory from the age of 20, provided that they hold a CPC as referred to in Article 6(1). This may be reduced to the age of 18 where the driver drives such vehicles without passengers;lower the minimum age for categories D and DE for professional bus and coach drivers to 18 years on their territory, provided that drivers have undergone a full professional training and are holders of a Certificate for Professional Competence (CPC) according to the provisions of Article 6(1), of Directive (EU) 2022/2561;"
Amendment 622 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 2 – paragraph 1 – point i a (new)
Annex II – Part I – point A – point 2 – paragraph 1 – point i a (new)
(ia) basics of first aid
Amendment 624 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 2 – paragraph 1 – point i b (new)
Annex II – Part I – point A – point 2 – paragraph 1 – point i b (new)
(ib) risks involved in the interaction between different vehicle types due to different scale and driving dynamics.
Amendment 627 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – introductory part
Annex II – Part I – point A – point 4 – introductory part
4. Specific provisions concerning categories C, CE, C1, C1E, D, DE, D1, D1E and D1ET
Amendment 637 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point f
Annex II – Part I – point A – point 4 – point 1 – point f
(f) rules on vehicle weights and dimensions; rules on speed limiters, purpose and use of retarders/exhaust and brakes;
Amendment 644 #
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 648 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point i
Annex II – Part I – point A – point 4 – point 1 – point i
(i) safety factors relating to vehicle loading: controlling the load (stowing and fastening), difficulties with different kinds of load (for instance liquids, hanging loads, …), loading and unloading goods and the use of loading equipment (categories C, CE, C1, C1E, T only);
Amendment 654 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 1 – point d – paragraph 1
Annex II – Part I – point B – point 5 – point 1 – point d – paragraph 1
Specific provisions concerning vehicles of category BE, C, CE, C1, C1E, D, DE, D1, D1E and D1ET
Amendment 658 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point g – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point g – paragraph 1
A category C vehicle with a maximum authorised mass of at least 12 000 kg, a length of at least 8 m, a width of at least 2,40 m and capable of a speed of at least 80 km/h; fitted with anti-lock brakes, equipped with digital or analog recording equipment as defined by Regulation (EU) No 165/2014; the cargo compartment shall consist of a closed box body which is at least as wide and as high as the cab; the vehicle shall be presented with a minimum of 10 000 kg real total mass;
Amendment 664 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point h – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point h – paragraph 1
Either an articulated vehicle or a combination of a category C test vehicle and a trailer of at least 7,5 m in length; both the articulated vehicle and the combination shall have a maximum authorised mass of at least 20 000 kg, a length of at least 14 m and a width of at least 2,40 m, shall be capable of a speed of at least 80 km/h, fitted with anti-lock brakes, equipped with digital or analog recording equipment as defined by Regulation (EU) No 165/2014; the cargo compartment shall consist of a closed box body which is at least as wide and as high as the cab; both the articulated vehicle and the combination shall be presented with a minimum of 15 000 kg real total mass;
Amendment 671 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point k – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point k – paragraph 1
A category D vehicle with a length of at least 10 m, a width of at least 2,40 m and capable of a speed of at least 80 km/h; fitted with anti-lock brakes and equipped with digital or analog recording equipment as defined by Regulation (EU) No 165/2014;
Amendment 680 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point n a (new)
Annex II – Part I – point B – point 5 – point 2 – point n a (new)
(na) Category T Vehicle combinations consisting of a Class T tractor and a trailer: (a) the maximum speed of the tractor determined by the design is more than 40 km/h, (b) maximum speed of the vehicle combination more than 40 km/h, (c) dual-line brake system, (d) trailer with at least a closed loading area (chassis without a closed floor not permitted), (e) length of the trailer when using a rigid drawbar trailer at least 4.5 m and (f) length of the vehicle combination at least 7.5 m.
Amendment 692 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – introductory part
Annex II – Part I – point B – point 8 – introductory part
8. Skills and behaviour to be tested concerning categories C, CE, C1, C1E, D, DE, D1, D1E and D1ET
Amendment 693 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point f
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point f
(f) checking the safety factors relating to vehicle loading: body, sheets, cargo doors, loading mechanism (if available), cabin locking (if available), way of loading, securing load (categories C, CE, C1, C1E, T only);
Amendment 694 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point g
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point g
(g) checking the coupling mechanism and the brake and electrical connections (categories CE, C1E, DE, D1E, T only);
Amendment 697 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 2 – point a
Annex II – Part I – point B – point 8 – point 2 – point a
(a) coupling and uncoupling, or uncoupling and re-coupling a trailer from its motor vehicle; the manoeuvre must involve the towing vehicle being parked alongside the trailer (i.e. not in one line) (categories CE, C1E, DE, D1E, T only);
Amendment 698 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 2 – point c
Annex II – Part I – point B – point 8 – point 2 – point c
(c) parking safely for loading/unloading at a loading ramp/platform or similar installation (categories C, CE, C1, C1E, T only);
Amendment 699 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point e
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point e
(e) changing direction: left and right turns; changing lanes, making a U turn;
Amendment 702 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point h
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point h
(h) special road features (if available): roundabouts: roundabouts; taking roundabout with a large vehicle; right and left driving; railway level crossings; tram/bus stops; pedestrian crossings; riding up-/downhill on long slopes; tunnels;
Amendment 704 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point i a (new)
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point i a (new)
(ia) the various trailer to truck coupling mechanisms, taking into account the fifth wheel coupling for articulated vehicles (for semi-trailers), and drawbar hitch coupling for drawbar trailers (rigid truck), as well as the standard operating procedures and protocols for connecting and disconnecting trailers from trucks while using these coupling mechanisms;
Amendment 706 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point i b (new)
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point i b (new)
(ib) the precautions to be taken when entering and exiting a vehicle in a safe way;
Amendment 709 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 4 – point a
Annex II – Part I – point B – point 8 – point 4 – point a
(a) driving in such a way as to ensure safety and to reduce fuel/energy consumption and emissions during acceleration, deceleration, uphill and downhill driving, distance to the vehicle in front, curve overtaking, change of lane, priority rules, speed limits;
Amendment 713 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point a
Annex II – Part I – point B – point 9 – point 3 – point a
(a) controls the vehicle; taking into account: proper use of safety belts, modern safety and driving aids, rear- view mirrors, head restraints; seat; proper use of lights and other equipment; proper use of clutch, gearbox, accelerator, braking systems (including third braking system, if available), steering; controlling the vehicle under different circumstances, at different speeds; steadiness on the road; the weight and dimensions and characteristics of the vehicle; the weight and type of load (categories BE, C, CE, C1, C1E, DE, D1E only); the comfort of the passengers (categories D, DE, D1, D1E only) (no fast acceleration, smoothly driving and no hard braking);
Amendment 719 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point b
Annex II – Part I – point B – point 9 – point 3 – point b
(b) drives economically and in a safe and energy-efficient way, taking into account the revolutions per minute, changing gears, braking and accelerating including use of intrinsic in-vehicle driving and/or safety aids (categories B, BE, C, CE, C1, C1E, D, DE, D1, D1E only);
Amendment 721 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point c
Annex II – Part I – point B – point 9 – point 3 – point c
(c) complies with observation rules: all-round observation; proper use of mirrors; including new technologies; far, middle, near distance vision;
Amendment 727 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point j
Annex II – Part I – point B – point 9 – point 3 – point j
(j) controls braking and stopping: decelerating in time, braking or stopping according to circumstances; anticipation; using the various braking systems (only for categories C, CE, D, DE); using speed reduction systems other than the brakes including use of in-vehicle technologies (only for categories C, CE, D, DE).
Amendment 731 #
2023/0053(COD)
Proposal for a directive
Annex III – point 1 – point 1
Annex III – point 1 – point 1
(1) Group 1: drivers of vehicles of categories A, A1, A2, AM, B, B1, BE and BET;
Amendment 746 #
2023/0053(COD)
Proposal for a directive
Annex III – point 3 a (new)
Annex III – point 3 a (new)
3 a. The Commission shall develop and promote evidence-based guidelines for family doctors and psychologists involved in assessing the functional capabilities of someone suspected of being an unfit driver and support Member States in developing and evaluating educational programmes for family doctors that are both effective and accepted by medical practitioners.
Amendment 768 #
2023/0053(COD)
Proposal for a directive
Annex III – point 11 – paragraph 2 – point 1 – paragraph 2
Annex III – point 11 – paragraph 2 – point 1 – paragraph 2
Neurological disturbances associated with diseasesevelopmental conditions, diseases or medical or surgical intervention affecting the central or peripheral nervous system, which lead to cognitive, behavioural, sensory or motor impairments and affect function, balance and coordination, shall accordingly be taken into account in relation to their functional effects and the risks of progression. In such cases, the issue or renewal of the licence may be subject to periodic assessment in the event of risk of deterioration.
Amendment 773 #
2023/0053(COD)
Proposal for a directive
Annex III – point 13 – paragraph 2 – point 1 – point a
Annex III – point 13 – paragraph 2 – point 1 – point a
(a) severe mental, cognitive or behavioural impairment, whether congenital or due to disease, trauma or neurosurgical operations;
Amendment 774 #
2023/0053(COD)
Proposal for a directive
Annex III – point 13 – paragraph 2 – point 1 – point b
Annex III – point 13 – paragraph 2 – point 1 – point b
Amendment 777 #
2023/0053(COD)
Proposal for a directive
Annex III – point 13 – paragraph 2 – point 1 – point c
Annex III – point 13 – paragraph 2 – point 1 – point c
(c) severe behavioural problems, ageing-linked behavioural problems; or personality impairments leading to seriously impaired judgment, behaviour or adaptability,
Amendment 783 #
2023/0053(COD)
Proposal for a directive
Annex III – point 14 – paragraph 2 – point 1 – paragraph 1
Annex III – point 14 – paragraph 2 – point 1 – paragraph 1
Driving licences shall not be issued to, or renewed for, applicants or drivers who are dependent on alcohol or unable to refrain from drinking and driving, unless appropriate restrictionthe driver remains under proper medical supervision and takes pare applied through the use of technologies enabling to offset the dependency (for example, through the mandatory use of an alcohol interlock)t in alcohol interlock rehabilitation programme that requires the use of alcohol interlock to drive a motor vehicle, provided that he or she proves to be suitable for this measure.
Amendment 1 #
2022/2147(INI)
Draft opinion
Recital A
Recital A
A. whereas the outermost regions are an integral part of the EU and their inhabitants suffer from natural constraints impacting their mobility, accessibility and connectivity and should have access to EU funding instruments and programmes supporting mobility, transport and tourism;
Amendment 12 #
2022/2147(INI)
Draft opinion
Recital C
Recital C
C. whereas tourism contributes to a significant share of the outermost regions’ economies and whereas the sector has suffered greatly from the COVID-19 crisis, rising energy and food prices, and has to respond to the twin transition;
Amendment 16 #
2022/2147(INI)
Motion for a resolution
Citation 6 a (new)
Citation 6 a (new)
— having regard to the final declaration of the 27th Conference of Presidents of the Outermost Regions, which took place at the European Parliament in Brussels on 15 and 16 November 2022,
Amendment 21 #
2022/2147(INI)
Draft opinion
Recital D
Recital D
D. whereas the outermost regions have great potential to develop key sectors such as ecotourism and other subsectors of tourism;
Amendment 23 #
2022/2147(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes the Commission’s proposal to revise the Trans-European Transport Network (TEN-T) Regulation to reflect, which identifies the outermost regions’ connectivity needs, and to make them eligible for support from the Connecting Europe Facilitycohesion and user accessibility as objectives and priorities of this proposal, so that they become eligible for support from the Connecting Europe Facility; to this end, calls on the Member States and the Commission to include the infrastructure of these regions in the core or extended network, where it is in the interest of their region, in order to gain access to the CEF, with the corresponding co-financing rates of 70 %, and to the European Transport Corridors, in order to offer support for, inter alia, alternative fuel supply infrastructure in ports and the extension and maintenance thereof, urban mobility, aviation and the road network;
Amendment 29 #
2022/2147(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Points out that, taking into account the dependence of the outermost regions on air connections, flights from those regions to the mainland of their respective Member States, as well as within and between the regions, should be exempt from the EU Emissions Trading System until 2030, andan impact assessment by the European Commission regarding the inclusion of ORs in this scheme is presented, this derogation being equally applicable to the maritime ETS; calls on the Commission to take into account the regions’' specific characteristics in the revision of all relevant legal acts by presenting assessments of the impact on the ORs, providing the necessary information on the economic, social and environmental consequences, in accordance with the Commission’s better legislation agenda; regrets that the Fit for 55 package and its legislative proposals have not been accompanied by an impact assessment for the ORs;
Amendment 33 #
2022/2147(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas the outermost regions (OR) have assets of enormous potential, as recognised by the European Commission in the communication under review: a young population, extensive maritime economic zones, a unique biodiversity, a great wealth of renewable energy sources and a location and climate suitable for the development of space sciences;
Amendment 34 #
2022/2147(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 bis. Given the existence of permanent constraints in the ORs related to remoteness, low connectivity and mobility, dependence on air and maritime transport, and to the terrain, the Commission is called on to create a POSEI in the field of transport as an instrument to compensate for these cumulative disadvantages and impairments;
Amendment 36 #
2022/2147(INI)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
Amendment 37 #
2022/2147(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Encourages the Commission to facilitate the uptake of EU tools dedicated to connectivity and mobility, and calls on the Member States to use these funding opportunities to ensure that all European regionto this end, considers it important to present specific calls for the ORs within the European programmes managed by the Commission, as well as to carry out info days regarding the opportunities available to the ORs, and calls on the Member States to use these funding opportunities, such as calls for projects to replace undersea cables, to ensure that the ORs enjoy a high level of connectivity by 2050;
Amendment 42 #
2022/2147(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 bis. Calls on the Commission to set up a technical support platform for the ORs to facilitate access to European funding in the area of transport and tourism for major projects and to organise workshops, road shows and info days on the opening of calls as opportunities for these regions;
Amendment 48 #
2022/2147(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Encourages the Commission to support investments in tourism, to ensure EU funding for its recovery and sustainable development and to provide the sector with information on funding opportunities; considers it crucial to create a funding line for tourism in the next multiannual financial framework and to provide funds for the ecosystem in the Union’s annual budgets, and to set up a European Agency for Tourism;
Amendment 49 #
2022/2147(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
D a. whereas many ORs are faced with strong migratory pressure, with extremely severe consequences for their population and significant impacts on their own resources;
Amendment 52 #
2022/2147(INI)
Motion for a resolution
Recital F
Recital F
F. whereas air and maritime transport are essential for connecting the ORs both to the European mainland and places outside the European Union; whereas these regions have no alternatives to these modes of transport;
Amendment 53 #
2022/2147(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 bis. Calls on the Commission and the Member States to support the tourism sector in the ORs in order to promote its recovery and digital and environmental transformation, with a particular focus on SMEs in the sector, using existing EU funds and setting up pilot projects for outermost destinations;
Amendment 55 #
2022/2147(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4 ter. Calls on the Commission to develop initiatives for nautical and coastal tourism, in particular the development and dissemination of a network of maritime routes;
Amendment 58 #
2022/2147(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls on the Member States to unlock the potential of the outermost regions through appropriate investments andwith the proper distribution of structural and investment funds, through investments and the submission of proposals for the respective European funding, which is the responsibility of the Member States and not of the regions, and appropriate reforms and by supporting the green and digital transitions.;
Amendment 66 #
2022/2147(INI)
Motion for a resolution
Recital G a (new)
Recital G a (new)
G a. whereas the ORs' maritime dimension provides the EU with the largest EEZ in the world;
Amendment 72 #
2022/2147(INI)
Motion for a resolution
Recital G b (new)
Recital G b (new)
G b. whereas around 80% of the EU's biodiversity is to be found in the ORs;
Amendment 74 #
2022/2147(INI)
Motion for a resolution
Recital G c (new)
Recital G c (new)
G c. whereas the economy of the ORs is intrinsically linked to the primary sector, particularly farming and fisheries, which, in addition to fostering food security and sufficiency, create jobs and help maintain the diversity of these regions' landscapes, ecology and territory;
Amendment 78 #
2022/2147(INI)
Motion for a resolution
Recital G d (new)
Recital G d (new)
G d. whereas, owing to the current economic climate, Europe's economies are dealing with labour and raw material shortages and a generalised increase in prices, a situation which is taking on a worrying dimension in the ORs;
Amendment 80 #
2022/2147(INI)
Motion for a resolution
Recital G e (new)
Recital G e (new)
G e. whereas the ORs strengthen the EU's global dimension by extending its borders to various continents, thus enhancing their importance in projecting the EU's values and principles in the regions in which they are embedded; whereas, furthermore, cooperation with neighbouring countries and with the Member States of which they form part is important for their regional integration and economic development;
Amendment 88 #
2022/2147(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Stresses how urgent it is to implementing many of the measures set out in this strategy which, in this time of crisis, are of particular importance, with a view to ensuring the sustainable (economic, social, territorial and environmental) recovery of these regions;
Amendment 102 #
2022/2147(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Advocates using this strategy as a guiding light for negotiations on the next multiannual financial framework (MFF) concerning the ORs, taking into account the impacts of the current climate of crisis;
Amendment 107 #
2022/2147(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Commission to expandreplicate the POSEI model toin other sectors;
Amendment 115 #
2022/2147(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Welcomes the Commission’s commitment to stepping up dialogue with the ORs and providing them with individualised support; cCalls on the Commission to adopt a tailor-made approach, definn action plan for this strategy, including an individual action plan for each OR in the context of a bottom-up-approach and in a multi- level governance framework, with a timetable and common and specific measures and targetproviding support and/or consultancy tools at the request of the authorities of the regions themselves;
Amendment 117 #
2022/2147(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Recommends that Member States with ORs sign up to this Strategy, thereby guaranteeing territorial, social and economic cohesion for these regions;
Amendment 118 #
2022/2147(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Reiterates the need for greater flexibility in the rules on State aid for companies in the ORs; draws attention in this regard to the ongoing revision of the de minimis regulation, which sets out very low thresholds fails to take account of factors such as the additional operating costs borne by businesses in the ORs;
Amendment 127 #
2022/2147(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Calls, in the context of the forthcoming Convention for reforming the European Union Treaties, for the imperative safeguarding of the current specific status of the ORs - Articles 355(1), 349 and 107(3)(a) of the TFEU - be safeguarded or, if appropriate, its extension;
Amendment 129 #
2022/2147(INI)
Motion for a resolution
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Stresses the need to produce up-to- date, harmonised data on the ORs so that the impact of European policies can be properly ascertained; advocates breaking EUROSTAT data down by OR;
Amendment 132 #
2022/2147(INI)
Motion for a resolution
Paragraph 7 c (new)
Paragraph 7 c (new)
7 c. Advocates the European institutions (the European Parliament and Commission) being represented in the ORs and not just in the Member States, to ensure their proximity to the population;
Amendment 136 #
2022/2147(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Deplores the unemployment, school-drop-out and poverty rates in the ORs, which are in an extremely fragile situation compared with other EU territories, aggravated by the current context of multiple and complex crises, a situation that requires greater European solidarity;
Amendment 139 #
2022/2147(INI)
Motion for a resolution
Paragraph 8 b (new)
Paragraph 8 b (new)
8 b. Highlights the difficulties encountered in attracting and retaining professionals in certain areas; calls, therefore, for specific measures to provide effective solutions to address this problem, including through an additional budgetary envelope for the ESF+;
Amendment 166 #
2022/2147(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Calls on the Commission to develop specific actions aimed at the ORson training, learning, development and skills- conversion in the ORs, particularly as part of the European Year of Skills in 2023;
Amendment 170 #
2022/2147(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Underlines the need to define strategies to retain young people in the ORs and to combat the brain drain; advocates, in this context, increasing support and assistance for higher education institutions in these regions, as well as for their vocational schools, so that they can better equip themselves and enhance the quality of the range of training they offer;
Amendment 174 #
2022/2147(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Emphasises the importance of having a well-coordinated, humanitarian, effective and safe EU Migration Policy, which takes into account the specific realities of the ORs, particularly those dealing with high migration flowsthe dramatic consequences of high, sustained migration flows; calls, in this regard, for the Asylum, Migration and Integration Fund (AMIF) to be territorialised so it can be accessed more easily; stresses, in particular, the complex, delicate situation of unaccompanied minors in a number of ORs that have been responsible for their care and do not have adequate resources to provide an effective response, as is the case in the Canary Islands, for example;
Amendment 180 #
2022/2147(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Advocates the launching of pilot projects for integration, inclusion, training and service provision in those areas of the ORs that are coming under high migration pressure;
Amendment 182 #
2022/2147(INI)
Motion for a resolution
Paragraph 16 c (new)
Paragraph 16 c (new)
16c. Calls for the implementation of Directive 2001/55/EC of 20 July 2001 and the new measures introduced by the CARE Regulation in order to ensure genuine solidarity in responding to migration flows from conflict-affected areas in particular;
Amendment 203 #
2022/2147(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Stresses the role that the ORs could play in combating illegal fishing and ocean pollution; calls on the Commission to set up a European centre in the Autonomous Region of Madeira to fight marine pollution by plastic;
Amendment 209 #
2022/2147(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Urges the Commission to take the ORs as the European Union benchmark in the fields of ocean governance, ocean knowledge, the blue economy and fishing;
Amendment 214 #
2022/2147(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Argues that the ORs should continue to design, implement and manage their own rural development measures, for which purpose a regionalised structure is therefore essential, so that regions can continue (particularly from 2028) to develop their own measures, with a regional management authority, as well as regional monitoring committees; calls for a direct communication channel to be established between the regional governments and the European Commission so that the European farm policy is implemented and enforced appropriately, efficiently and effectively;
Amendment 221 #
2022/2147(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Recalls the importance of live animal maritime transport for the ORs’ economies, with small and distant islands very dependent on agriculture; urges the Commission to take account of this in the legislative revision it is due to present on the matter;
Amendment 227 #
2022/2147(INI)
Motion for a resolution
Paragraph 24 a (new)
Paragraph 24 a (new)
24a. Points out that uncompetitive prices and a lack of competition in the ORs' transport sectors, particularly in freight transport, is placing constraints on their agricultural sector;
Amendment 233 #
2022/2147(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Supports the creation of a POSEI transport scheme, in addition to structural funds, in order to tackle the rising costs resulting from insularity and remoteness;
Amendment 234 #
2022/2147(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
25a. Points out that, due to ongoing constraints and structural factors, the additional strain on their regional budgets arising from the twin environmental and digital transition is beyond comparison with that placed on other European regions; calls on the Commission to carry out an impact analysis on application of the 'Fit for 55' package in the transport sector in the ORs and provide for financial instruments suitable for its implementation;
Amendment 237 #
2022/2147(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Recalls that stability in the transport sector and infrastructure in the ORs is fundamental for their key sectors such as tourism, agriculture and fisheries; calls on the Member States and the Commission, where it is in the interest of these regions, to include their infrastructure in the core or extended trans-European transport network, in order to gain access to the Connecting Europe Facility and to the European Transport Corridors and provide support for, inter alia, alternative fuel supply infrastructure, the extension of ports, urban mobility, aviation and the road network;
Amendment 241 #
2022/2147(INI)
Motion for a resolution
Paragraph 26 a (new)
Paragraph 26 a (new)
26a. Calls on the Commission to issue calls for proposals specifically relating to ORs within the EU programmes managed by it, such as the Connecting Europe Facility, as well as carrying out other actions in these regions, such as info days and road shows, to promote existing opportunities for the ORs.
Amendment 242 #
2022/2147(INI)
Motion for a resolution
Paragraph 26 b (new)
Paragraph 26 b (new)
26b. Emphasises that, given the ORs' dependence on air and maritime connections with the European continent and between themselves, such connections should be exempt from the EU Emissions Trading System pending an impact analysis by the European Commission relating to inclusion of the ORs therein, taking into consideration the economic, social, territorial and environmental consequences of such a measure;
Amendment 243 #
2022/2147(INI)
Motion for a resolution
Paragraph 26 c (new)
Paragraph 26 c (new)
26c. Calls on the Commission to examine the possibility of special treatment for the ORs with regard to state aid for airport, port and road infrastructure that has a purely local impact and does not create any distortion of intra-Community competition;
Amendment 246 #
2022/2147(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
27. Stresses the crucial role of tourism for the development of the ORs, which are highly exposed to externalities; urges the Commission to develop a truly European tourism policy and to launch further measures to promote the recovery of the sector, such as creating a dedicated funding line for tourism in the next multiannual financial framework and providing funds for the tourism ecosystem in the Union's annual budgets; calls, in this regard, for a European Tourism Agency to be set up;
Amendment 252 #
2022/2147(INI)
Motion for a resolution
Paragraph 27 a (new)
Paragraph 27 a (new)
27a. Calls on the European Commission and the Member States to support the tourism sector in the ORs in order to promote their recovery and digital and environmental transformation, with a particular focus on SMEs in the sector and the regions most dependent on tourism, using existing EU funds and setting up pilot projects for outermost destinations;
Amendment 257 #
2022/2147(INI)
Motion for a resolution
Paragraph 27 b (new)
Paragraph 27 b (new)
27b. Calls on the Commission to develop initiatives for nautical and coastal tourism, in particular the development and enlargement of a network of maritime routes;
Amendment 269 #
2022/2147(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Underlines the ORs’ vulnerability to climate change effects, in particular to extreme weather events; defends the position, therefore, that the EU Solidarity Fund should be revised to enable it to respond adequately to smaller-scale disasters also and to include the costs associated with prevention, regulatory compliance, evacuation and the disruption of local economies, in the event of extended seismic activity for example;
Amendment 275 #
2022/2147(INI)
Motion for a resolution
Paragraph 30 a (new)
Paragraph 30 a (new)
30a. Reiterates the need for the specific characteristics of the ORs to be taken into consideration by way of consistent and appropriate regulations, in order to strike a fair balance between the environmental imperative, accessibility needs and the high social and economic costs borne by their populations;
Amendment 277 #
2022/2147(INI)
Motion for a resolution
Paragraph 30 b (new)
Paragraph 30 b (new)
Amendment 278 #
2022/2147(INI)
Motion for a resolution
Paragraph 30 c (new)
Paragraph 30 c (new)
30 C. Warns of the increased risk of energy poverty in the ORs; advocates therefore the adoption of specific measures to prevent and tackle this situation; stresses, therefore, that the ORs face very specific constraints resulting from their isolated electricity production systems, with no possibility of connection with other regions; calls for the Modernisation Fund to be applied to the ORs in order to address the energy poverty endured by these extremely vulnerable regions;
Amendment 279 #
2022/2147(INI)
Motion for a resolution
Paragraph 30 d (new)
Paragraph 30 d (new)
30 D. Urges the Commission to make a special contribution to energy self- sufficiency in the outermost regions, developing their potential, including geothermal, solar, wind and marine energy, and to define a mechanism to support these regions in combating energy poverty;
Amendment 281 #
2022/2147(INI)
Motion for a resolution
Paragraph 31
Paragraph 31
31. Reiterates the natural potential of the ORs for the development of innovative pilot projects on renewable energies; calls, however, on the appropriate bodies not to regard these regions merely as 'test laboratories' but also as regions which should be targeted to benefit from the resulting policies;
Amendment 285 #
2022/2147(INI)
Motion for a resolution
Paragraph 31 a (new)
Paragraph 31 a (new)
31 A. Advocates the need to consider the specific situation of the ORs in the legislative initiative on 'nature restoration', as these regions account for a large part of the EU's biodiversity; calls on the Commission and the Member States to ensure that the national plans are drawn up in conjunction with the authorities of the ORs and that they are designed with an appropriate balance between the economic, social and environmental dimensions;
Amendment 289 #
2022/2147(INI)
Motion for a resolution
Paragraph 32
Paragraph 32
32. Calls on the Commission to guarantee its support to Member States in order to ensure the swift use of all opportunities to fund digital infrastructure and connectivity; underlines that some of the submarine cables connecting the ORs are in need of urgent replacement, and calls on Member States to use funding from the Connecting Europe Facility for these projects;
Amendment 293 #
2022/2147(INI)
Motion for a resolution
Subheading 8
Subheading 8
Amendment 296 #
2022/2147(INI)
Motion for a resolution
Paragraph 35
Paragraph 35
35. Points out the fragility of the ORs’ health systems, which are characterised in some cases by a lack of infrastructure and health professionals;
Amendment 298 #
2022/2147(INI)
Motion for a resolution
Paragraph 35 a (new)
Paragraph 35 a (new)
35 A. Calls for the situation of the ORs and the state of their health systems to be taken into consideration in particular in the improved and more effective health coordination that the EU seeks to pursue following the pandemic;
Amendment 299 #
2022/2147(INI)
Motion for a resolution
Paragraph 35 b (new)
Paragraph 35 b (new)
35 B. Argues that the vulnerabilities of the sector in these regions reinforce the need to focus on prevention and early detection and should be considered and duly supported in Europe's Beating Cancer Plan;
Amendment 312 #
2022/2147(INI)
Motion for a resolution
Paragraph 41 a (new)
Paragraph 41 a (new)
Amendment 313 #
2022/2147(INI)
Motion for a resolution
Paragraph 41 b (new)
Paragraph 41 b (new)
41 B. Reiterates the importance of the participation of higher education institutions and marine research centres, as well as the involvement of maritime schools in the ORs and their business fabric in European and international research networks, owing to their knowledge of the unique dynamics and characteristics of these regions, with a view to strengthening their innovation systems and creating more 'blue jobs';
Amendment 320 #
2022/2147(INI)
Motion for a resolution
Paragraph 42 a (new)
Paragraph 42 a (new)
42 A. Welcomes the fact that the European Commission recognises the ORs as a unique asset for the EU's external relations;
Amendment 321 #
2022/2147(INI)
Motion for a resolution
Paragraph 42 b (new)
Paragraph 42 b (new)
42 B. Stresses the importance of ensuring that this strategy will guide the negotiations on the next Multiannual Financial Framework for the outermost regions;
Amendment 322 #
2022/2147(INI)
Motion for a resolution
Paragraph 42 c (new)
Paragraph 42 c (new)
42 C. Advocates that the impacts of the current crisis in the ORs be taken into account in the revision of the MFF 2021- 2027;
Amendment 326 #
2022/2147(INI)
Motion for a resolution
Paragraph 43 a (new)
Paragraph 43 a (new)
43 A. Calls on the Commission and the Member States to ensure greater synergies and coordinated management of European funds, particularly the ERDF, Global Europe and the OCT-EU Association Decision, in order to achieve, especially for the ORs, greater and more effective territorial cooperation and better financing, especially for their businesses and citizens;
Amendment 333 #
2022/2147(INI)
Motion for a resolution
Paragraph 43 b (new)
Paragraph 43 b (new)
43 A. Requests the European Commission to provide support for continuing the work begun under the flagship FORWARD project, so that the efforts made and the results already achieved in the nine outermost regions are not lost;
Amendment 336 #
2022/2147(INI)
Motion for a resolution
Paragraph 43 c (new)
Paragraph 43 c (new)
43 C. Underlines the importance of student exchange programmes, within the framework of the European Neighbourhood Policy, in training young professionals from the participating countries; advocates setting up an exchange programme for students from the ORs with countries and regions neighbouring these regions, along the same lines;
Amendment 337 #
2022/2147(INI)
Motion for a resolution
Paragraph 43 d (new)
Paragraph 43 d (new)
43 D. Recalls that cooperation between the ORs and neighbouring countries or territories must be improved in the light of current realities, and that action must therefore be taken with regard to the regulatory, administrative, budgetary and political rules and regulations governing this cooperation;
Amendment 338 #
2022/2147(INI)
Motion for a resolution
Paragraph 43 e (new)
Paragraph 43 e (new)
43 E. Calls on the European Commission to strengthen and implement procedures, when negotiating free trade agreements, to take account of sensitive products from the ORs;
Amendment 339 #
2022/2147(INI)
Motion for a resolution
Paragraph 43 f (new)
Paragraph 43 f (new)
43 F. Calls on the European Commission to consider the impact of certain trade agreements concluded or to be concluded by the European Union on the economies of the ORs, by systematically carrying out impact assessments in advance;
Amendment 30 #
2022/2081(DEC)
6. Underlines that the funding of the TEN-T network revision shall well reflect and further focus on the extension of connection towards the Eastern Neighbourhood, as well as means of connecting the outermost regions to the European continent; in this regard insists to not further delay the acceptation of Bulgaria and Romania to the Schengen Area to ensure seamless transport connection to the East; urges that specific calls be issued for transport links serving the outermost regions and, in the digital sector, for the modernisation of submarine cables;
Amendment 47 #
2022/2081(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Underlines the importance of Special Report 27/2021 by the Court of Auditors entitled 'EU Support to tourism - Need for a fresh strategic orientation and a better funding approach' and calls on the Commission to implement the recommendations set out therein, including assistance for Member States in implementing procedures for the selection of ERDF-funded projects in the tourism sector, the aim being to promote Union priorities in this field and the use of a common output indicator;
Amendment 1 #
2022/2008(INI)
Draft opinion
Citation 4 a (new)
Citation 4 a (new)
— having regard to the European Parliament resolution of 25 March 2021 ‘on establishing an EU strategy for sustainable tourism’ (2020/2038(INI)),
Amendment 5 #
2022/2008(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
Aa. whereas the tourism sector represents 11.6 % of all jobs in 2019; whereas The World Travel & Tourism Council (WTTC) reported that 3.6 million jobs were lost in Europe in 20201a; The COVID-19 pandemic has had a dramatic, and unprecedented impact on the tourism sector sharply reducing tourism flows and thus the revenues of tourism-related businesses with an overall contribution of tourism to total GDP in Europe that halved from 9.5% in 2019 to 4.9% in 2020; _________________ 1a Relaunching transport and tourism in the EU after COVID-19 Part IV: Tourism sector
Amendment 12 #
2022/2008(INI)
Draft opinion
Recital B
Recital B
B. whereas the Commission’s policy report ‘Transition Pathway for Tourism’ highlights the need to further accelerate the green and digital transition of the tourism ecosystem, which is mostly composed of small and medium-sized enterprises (SMEs); ith more than 99% of the businesses in the EU tourism sector is composed of small and medium-sized enterprises (SMEs)1b; _________________ 1b European Commission, Annual Single Market Report 2021, SWD(2021) 351 final.
Amendment 16 #
2022/2008(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
Ba. whereas travel patterns have changed because of the health emergency, showing a tendency towards uncrowded and close-to-home destinations; whereas the new challenges caused by the geo- political situation;
Amendment 19 #
2022/2008(INI)
Draft opinion
Recital B b (new)
Recital B b (new)
Bb. whereas tourism is an important and multifaceted industry with significant multiplier effects on other industries, making it a priority in the EU Agenda, yet more visibility is required regarding the coverage of tourism in financial programs and EU policies;
Amendment 20 #
2022/2008(INI)
Draft opinion
Recital B c (new)
Recital B c (new)
Bc. whereas destinations in peripheral regions, rural areas and islands, including the EU outermost regions, have specific challenges relating to the travelling options available for visitors and thus they are also more vulnerable towards negative socio-economic impact of the green transition;
Amendment 21 #
2022/2008(INI)
Draft opinion
Recital B d (new)
Recital B d (new)
Amendment 22 #
2022/2008(INI)
Draft opinion
Recital B e (new)
Recital B e (new)
Be. whereas the Trans-European Transport Network (TEN-T) should ensure economic, social and territorial cohesion and accessibility across the EU and its regions, including rural, remote, mountainous, sparsely populated, peripheral, island and outermost regions, thus stimulating economic growth and job creation and reducing inequalities, fostering digitalisation and innovation, enhancing adaptability and resilience with direct impact on tourism industry;
Amendment 23 #
2022/2008(INI)
Draft opinion
Recital B f (new)
Recital B f (new)
Bf. whereas a balanced development of transport corridors across Europe, ensuring north-south and east-west connectivity in the whole of Europe, is necessary in order to further strengthen economic, territorial and social cohesion while boosting the recovery and resilience of tourism;
Amendment 24 #
2022/2008(INI)
Draft opinion
Recital B g (new)
Recital B g (new)
Bg. whereas the adoption by the Commission of the Fit for 55 Package, which intends to achieve climate neutrality by 2050 does not took in consideration the impacts of some specific legislation on the tourism ecosystem and its competitiveness;
Amendment 25 #
2022/2008(INI)
Draft opinion
Recital B h (new)
Recital B h (new)
Bh. whereas the Commission policy report ‘Transition Pathway for Tourism’ does not include a clear governance and an action plan to answer Tourism challenges and common solutions;
Amendment 33 #
2022/2008(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes the Transition Pathway for Tourism and calls on the Commission to establish an online stakeholders’ collaboration platform, managed by the Commission to further implement the co- creation process;
Amendment 36 #
2022/2008(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Regrets that the monitoring and co-implementation process of the Transition pathway for tourism does not involve the European Parliament, TRAN Committee and the Tourism Task Force, neither other EU institutions such as the Committees of Regions and the European Economic and Social Committee; calls on the Commission to establish a new governance between the EU Institutions;
Amendment 40 #
2022/2008(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Considers it regrettable that the EU multiannual financial framework and NextGenerationEU did not provide any specific funding for the tourism industry which have been significantly negatively impacted by the Covid-19 pandemics, current war in Ukraine and soaring fuel prices weighing on the demand; therefore calls for an overview of the financing opportunities from the Recovery and Resilience Facility (RRF) and the Multiannual financial framework (MFF) 2021-2027 to better inform and promote financial opportunities for tourism stakeholders in Member States;
Amendment 50 #
2022/2008(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Encourages the Commission to create specific calls and actions for tourism ecosystem under the current funding programmes of the MFF 2021- 2027;
Amendment 53 #
2022/2008(INI)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Welcomes the Guide on EU funding for tourism and calls on the Commission to map the difficulties and create appropriate tools, by analysing which programmes of the guide are suitable for implementing targets of the transition pathways, to increase the share of tourism and travel companies on total using of funds;
Amendment 55 #
2022/2008(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Commission to support SMEs and micro-businesses (including artisans) in the tourism sector, by fostering innovative initiatives, simplifying bureaucracy and encouraging education and training and provision of funding for upskilling and reskilling (mainly on new digital and green skills), to stimulate new tourism offerings in terms of destinations and experiences; calls on the Commission to establish an European Union Tourism Academy Platform;
Amendment 61 #
2022/2008(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission to set out a new strategy for the EU tourism ecosystem, with a clear action plan, to support investments that contribute to a more sustainable form of tourism and to maintain Europe's standing as a leading destination while maximising the industry's contribution to growth and employment and promoting cooperation between EU member states, particularly through the exchange of good practice;
Amendment 65 #
2022/2008(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Encourages Member States to apply selection procedures and easing the access to the tourism ecosystem for ERDF- funded tourism investments to support this new strategic orientation;
Amendment 66 #
2022/2008(INI)
Draft opinion
Paragraph 3 c (new)
Paragraph 3 c (new)
3c. Highlights the importance of sharing knowledge in digitalisation and tourism between different stakeholders to promote entrepreneurship, innovation and research; to develop creative and innovative solutions; and to collaborate with universities, tourism schools and knowledge centres to transfer and produce knowledge for the industry;
Amendment 67 #
2022/2008(INI)
Draft opinion
Paragraph 3 d (new)
Paragraph 3 d (new)
Amendment 68 #
2022/2008(INI)
Draft opinion
Paragraph 3 e (new)
Paragraph 3 e (new)
3e. Stresses the need for all Member States to have a well-developed, smart, safe and sustainable TEN-T network which facilitates mobility, connectivity and territorial accessibility across the EU, particularly in peripheral regions, island and outermost regions, in order to promote and boost European and international tourism; calls on the Commission to pay particular attention to missing cross-border links and their completion and to connectivity;
Amendment 69 #
2022/2008(INI)
Draft opinion
Paragraph 3 f (new)
Paragraph 3 f (new)
3f. Stresses that a paradigm shift is necessary in order to rebuild the tourism industry; the weak financial situation of tourism operators and liquidity problems, mainly among small and medium-sized enterprises (SMEs), may negatively affect investments in the digital and green transition;
Amendment 70 #
2022/2008(INI)
Draft opinion
Paragraph 3 g (new)
Paragraph 3 g (new)
3g. Requests the Commission to propose a roadmap towards achieving a major reduction in administrative burdens affecting SMEs in the tourism and transport sectors and reiterates its request to the Commission to draft a comprehensive strategy for the tourism sector.
Amendment 71 #
2022/2008(INI)
Draft opinion
Paragraph 3 h (new)
Paragraph 3 h (new)
Amendment 81 #
2022/2008(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission to include the tourism industry in the EU data strategy and to support the establishment of data spaces that will benefit the sector by creating a framework for improved data sharing; in this context, invites the Commission to harmonise data collection rules on tourism statistics and calls on the Commission to create a Tourism common data space;
Amendment 84 #
2022/2008(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Believes that short run solutions are very important and tourism governance needs to be improved by developing a bold and dedicated EU tourism strategy (The European Agenda for tourism 2030/2050), in partnership with different authorities at all governance levels and industry players, with clear aims, objectives, funding opportunities and implementation plan;
Amendment 87 #
2022/2008(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Highlights that investments in digital infrastructure, tourism data strategy, implementation of emerging technologies and development of employees' digital skills and competences are essential.
Amendment 96 #
2022/2008(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls on the Commission to facilitate multimodal journey planning and ticketing through digital services while better regulating the activity of online booking platforms and booking platform intermediaries; calls for the EU framework for short-term rentals to be strengthened, proportional and for new policies to be implemented with a view to enhancing transparency;
Amendment 102 #
2022/2008(INI)
Draft opinion
Paragraph 6
Paragraph 6
Amendment 104 #
2022/2008(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls on the Commission to set up a European Agency for Tourism, which among other tasks, shall provide intelligence to the EU and its Member States, enabling them to devise informed strategies based on collected and analysed tourism data, operating crisis management mechanisms, technical support to micro enterprises and SMEs to increase their ability to access and make use of EU funding and financial instruments, and to promote the EU destinations;
Amendment 1 #
2022/2003(INI)
Motion for a resolution
Citation 1 a (new)
Citation 1 a (new)
— having regard to Article 349 of the Treaty on the Functioning of the European Union (TFEU);
Amendment 13 #
2022/2003(INI)
Motion for a resolution
Recital E a (new)
Recital E a (new)
E a. Considering the maritime dimension that the Outermost Regions attribute to the EU, with vast exclusive economic zones (EEZs), which represent more than half of the EU's EEZ1a; _________________ 1ahttps://eur-lex.europa.eu/legal- content/PT/TXT/PDF/?uri=CELEX:5202 2DC0198&from=PT (pág.16)
Amendment 15 #
2022/2003(INI)
Motion for a resolution
Recital E b (new)
Recital E b (new)
E b. Whereas almost 80% of the EU's biodiversity currently resides in its outermost regions and overseas countries and territories2a; _________________ 2a https://www.europarl.europa.eu/doceo/doc ument/TA-9-2021-0277_PT.pdf
Amendment 16 #
2022/2003(INI)
Motion for a resolution
Recital E c (new)
Recital E c (new)
Amendment 33 #
2022/2003(INI)
Motion for a resolution
Recital J
Recital J
J. whereas, in all the cases of co- management mentioned above, the change in the role of fishers – from passive subjects who comply with the rules to protagonists in fisheries management – is fundamental to the success of the initiatives adopted, as they learn to understand the importancewill contribute to a better understanding of the rulesm, to defend them and monitor compliance with them, and to manage their fishing methods in an ecosystem-based approach, understanding the importance of their fisheries in the ecosystems;
Amendment 35 #
2022/2003(INI)
Motion for a resolution
Recital K
Recital K
K. whereas scientific work, that produces regular and up-to-date data, is needed to advise on the measures to be taken to ensure responsible use of common resources, as laid down in Articles 26 and 27 of the Common Fisheries Policy in Regulation (EU) No 1380/2013;
Amendment 60 #
2022/2003(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Emphasises the fact that co- management contributes to the elimination of IUU fishing practices, as industry and administrations are involved and it is easier to identify and understand malpractices and to combat them;
Amendment 62 #
2022/2003(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Defends the importance of the Outermost Regions both in the fight against illegal, unreported, and unregulated (IUU) fishing and in the fight against ocean pollution due to their dispersion and privileged location in the Atlantic and Indian Oceans, being necessary to provide them with greater capacity for enforcement and monitoring programs;
Amendment 79 #
2022/2003(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Points out that if a European regulatory framework for shared fisheries management is to be introduced, it should promote better management of fishing quotas between the Outermost Regions and their Member States, taking into account the specificities of each of these regions;
Amendment 80 #
2022/2003(INI)
10 b. Underlines, taking into account the importance of the fisheries sector in the Outermost Regions, the importance of urging the Member States to provide timely information on the evolution of quota consumption so that these regions can keep the sector informed and better manage their fleet;
Amendment 81 #
2022/2003(INI)
Motion for a resolution
Paragraph 10 c (new)
Paragraph 10 c (new)
10 c. Urges the European Commission to take into account the Member States with Outermost Regions in the definition of the annual admissible totals, in particular in species that are of crucial importance for each of these regions;
Amendment 98 #
2022/2003(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Calls on the Commission to promote, within the European Maritime, Fisheries and Aquaculture Fund (EMFAF), a commitment to co- management models for fisheries with adequate funding;
Amendment 108 #
2022/2003(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Notes that global fisheries management is mainly based on a top- down state-centred approach, focused on industrial or large-scale fisheries, economic efficiencylarge and shared fish stocks, socio economic factors, environmental sustainability, and is guided by scientific research in marine biology; considers that this approach would not always be valid for small- scale fisheries, particularly for those stocks not subject to TAC, that need the involvement of the fishing community in fisheries management tools, and that it has not been the best approach with regard to semi- industrial and industrial fisheries globally;
Amendment 121 #
2022/2003(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18 a. “Highlights the importance of the work of the Advisory Councils in the fisheries management decision-making process; Calls on the Commission and Member States to increase participation in ACs meetings and better communicate on the value of their advice; Considers that ACs role must be further developed to foster bottom-up approach.”
Amendment 58 #
2022/0358(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) This Regulation should apply to services consisting in the short-term letting of furnished accommodation, against remuneration, whether on a professional or non-professional basis. Short-term accommodation rental services can concern, for example, a room in a host’s primary residence with the host present, a host’s primary or secondary residence rented out for a limited number of days per year, or one or more properties bought by the host as an investment to be rented out on a short-term basis, typically for less than a year throughout the year, but always according to national laws. The provision of furnished accommodation for more permanent use, typically for one year or moremore than a year, should not be considered to be provided on short-term basis. Short-term accommodation rental services are not limited to units let for touristic or leisure purposes but should include short-term stays for other purposes, such as business or study.
Amendment 59 #
2022/0358(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) The rules laid down in this Regulation should apply to online platforms within the meaning of Article 3 point (i) of Regulation (EU) 2022/2065 of the European Parliament and the Council27, which allow guests to conclude distance contracts with hosts for the provision of short-term accommodation rental services. Therefore, webpages connecting hosts with guests without any further role in the conclusion of direct transactiItshould also apply to online short-term rental advertising platforms within the meaning of article 3, point (j), ofRegulation 2022 / 2065 of the European Parliament and the Council that display on their platform advertising ons should be excluded from the scope of thisRegulationrt- term rental services but do not conclude distance contracts. Online platforms intermediating the provision of short-term accommodation rental services without payment (for example, online platforms intermediating the exchange of dwellings) are not covered by these rules, given that only short-term accommodation rental services provided against remuneration are covered. _________________ 27 Regulation (EU) 2022/2065 of the European Parliament and of the Council of 19 October 2022 on a Single Market For Digital Services and amending Directive 2000/31/EC (Digital Services Act), (OJ L 277, 27.10.22, p. 1).
Amendment 63 #
2022/0358(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) In order to ensure that competent authorities obtain the information and data they need, without imposing disproportionate burdens on online platforms and hosts, it is necessary to lay out a common approach to online registration procedures within Member States that is limited to basic information allowing the identification of the unit and the host. To that end, Member States should ensure that, upon the submission of all relevant information and documents, hosts and units are given a registration number. Hosts should be able to identify and authenticate themselves using electronic identification means issued under a notified electronic identity scheme pursuant to Regulation (EU) No 910/2014 of the European Parliament and of the Council28to complete those registration procedures. _________________ 28 Regulation (EU) No 910/2014 of the European Parliament and of the Council of 23 July 2014 on electronic identification and trust services for electronic transactions in the internal market and repealing Directive 1999/93/EC (OJ L 257, 28.8.2014, p. 73).
Amendment 69 #
2022/0358(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Article 31 of the Regulation (EU) 2022/2065 lays down certain due diligence requirements for providers of online platforms allowing consumers to conclude distance contracts with traders. Those requirements apply to online short-term rental platforms with respect to short-term accommodation rental services offered by hosts that qualify as traders. However, the short-term accommodation rental sector is characterised by the fact that hosts are often private individuals offering short- term accommodation rental services on an occasional peer-to-peer basis, who do not necessarily meet the conditions to be categorised as ‘traders’ under Union law. Therefore, in line with the concept and objective of ‘compliance by design’ under Article 31 of Regulation (EU) 2022/2065, and in order to enable competent authorities to verify whether applicable registration obligations are complied with, it is appropriate to apply specific conditions for compliance by design in the context of short-term accommodation rental services, including those offered by hosts that do not qualify as traders pursuant to Union law. Online short-term rental platforms should ensure that services are not offered where no registration number has been provided, in cases where a host declares that such a registration number applies, where there is no exemption from the registration obligation. This should not amount to an obligation for online short- term rental platforms to generally monitor the services offered by hosts through their platform, nor to a general fact-finding obligation aimed at assessing the accuracy of the registration number prior to the publication of the offer of short-term accommodation rental services.
Amendment 73 #
2022/0358(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) Competent authorities that wish to receive from online short-term rental platforms information about hosts’ activities and have registration systems in place should be able to obtain activity data from online platforms on a regular basis. The type of data that may be obtained should be fully harmonised and include information on the number of nights for which a registered unit has been rented, the number of guests that stayed in the unitthe unit was rented for per night, the registration number and the URL of the listing of the unit, which is needed in order to facilitate the identification of the host and the unit offered for short-term accommodation rental services in cases where the registration number is missing or incorrect. Only online platforms that have effectively facilitated the conclusion of direct transactions between hosts and guests are covered by the obligation to provide the activity data, the registration number and the URL of the listing of the unit, as only those platforms are in a position to collect data, such as on the number of nights for which a unit is rented and the number of guests that stayed in the unit per night. Member States should not maintain or introduce measures that require platforms to report on short-term accommodation rental service providers and their activities diverging from those laid down in this Regulation, unless otherwise provided under Union law.
Amendment 75 #
2022/0358(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The Single Digital Entry Points should facilitate the ability of online short- term rental platforms to randomly check the validity of a registration number or the accuracy of self-declarations, in order to reduce errors and inconsistencies as regards data transmission and to ease their compliance burden. The Single Digital Entry Point should, while not requiring the actual storage of the registration number, allow the performance of random checks either automatically by means of Application Programming Interface allowing the verification of a registration number against the given entries in the registry of the individual registration procedures in a Member State connected to the Single Digital Entry Point or manually, for example, by entering a registration number in an online interface and receiving a confirmation on its validityexistence. Online short- term rental platforms should be free to perform additional checks through the Single Digital Entry Point. Member States should continue enforcing registration obligations using the tools already available to them.
Amendment 76 #
2022/0358(COD)
Proposal for a regulation
Recital 23 a (new)
Recital 23 a (new)
Amendment 77 #
2022/0358(COD)
Proposal for a regulation
Recital 25
Recital 25
(25) Alignment should be ensured between the various registries in a Member State as well as their interoperability with the Single Digital Entry Point in order to remove semantic and technical barriers to data sharing and to ensure more effective and efficient administrative procedures. The entities in charge of creating the Single Digital Entry Points at national level and the Commission should facilitate implementation at national level and cooperation between Member States. Before adopting implementing acts, laying down common technical specifications and procedures for interoperability, the Commission shall establish technical discussions with platforms and Member States.
Amendment 81 #
2022/0358(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) Member States should provide the necessary information available on national websites, in a clear manner, to allow public authorities, online short-term rental platforms, hosts and citizens to understand the laws, procedures and requirements relating to the provision of short-term accommodation rental services within their territory. Those include registration procedures as well as any requirements concerning access to, and the provision of, short-term accommodation rental services.
Amendment 84 #
2022/0358(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
1. This Regulation applies to providers of online short-term rental platforms and online short-term rental advertising platforms that offer services to hosts providing short-term accommodation rental services in the Union, irrespective of their place of establishment.
Amendment 88 #
2022/0358(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 3
Article 3 – paragraph 1 – point 3
(3) ‘active hosts’ means hosts who have at least one unit listed during a period of 1 month in the reporting period and having booked at least once during the period of reference on an online short-term rental platform;
Amendment 99 #
2022/0358(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 11
Article 3 – paragraph 1 – point 11
(11) ‘activity data’ means the number of nights for which a unit is rented and the number of guests that stayed in the unitthe unit was rented for per night;
Amendment 100 #
2022/0358(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 12 a (new)
Article 3 – paragraph 1 – point 12 a (new)
(12a) online short-term rental advertising platform: means a service within the meaning of article 3, point (j), of Regulation 2022 / 2065 that displays on their platform advertising on short-term rental services but does not conclude distance contracts;
Amendment 101 #
2022/0358(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point a
Article 4 – paragraph 2 – point a
(a) registration procedures, which are proportionate, non-discriminatory and justified, operate on the basis of declarations made by hosts;
Amendment 102 #
2022/0358(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point b
Article 4 – paragraph 2 – point b
(b) registration procedures allow for the online, automatic and immediate issue of a registration number for a specific unit upon the submission by the host of the information referred to in Article 5(1) and, where appropriate, any supporting documentation required pursuant to Article 5(2);
Amendment 104 #
2022/0358(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point g
Article 4 – paragraph 2 – point g
(g) hosts are required, when offering their short-term accommodation rental services via an online short-term rental platform or an online short-term rental advertising platform, to declare whether the unit offered is located in an area where a registration procedure has been established or applies and, if so, to provide the registration number.
Amendment 121 #
2022/0358(COD)
Proposal for a regulation
Article 5 – paragraph 2
Article 5 – paragraph 2
2. Member States may require that the information submitted pursuant to paragraph 1 is accompanied by appropriate online supporting documentation.
Amendment 123 #
2022/0358(COD)
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
6. Hosts shall be responsible for the accuracy of the information that they provide to competent authorities pursuant to this Article, and of the information that they provide to online short-term rental platforms pursuant to Article 7 of this Regulation and to online short-term rental advertising platforms pursuant to article 7 (a) and (b) of present Regulation.
Amendment 125 #
2022/0358(COD)
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
1. Competent authorities may, at any time after issuing a registration number, verify the declaration and any supporting documentation submitted by a host pursuant to Article 5(1) and 5(2), including the existence of exemptions from the registration obligation.
Amendment 129 #
2022/0358(COD)
Proposal for a regulation
Article 6 – paragraph 3
Article 6 – paragraph 3
3. Where a host fails to rectify the requested information pursuant to paragraph 2, the competent authority shall have the power to suspend the validity of the affected registration numbers and to issue an order requesting online short-term rental platforms and online short-term advertising platforms to remove or disable access to any listing relating to the unit or units in question without undue delay.
Amendment 131 #
2022/0358(COD)
Proposal for a regulation
Article 6 – paragraph 4
Article 6 – paragraph 4
4. Where a competent authority, after verification pursuant to paragraph 1, finds that there are manifest and serious doubts as regards the authenticity and validity of the information or documentation submitted pursuant to Article 5(1) and 5(2), it shall have the power to suspend the validity of the affected registration numbers and to issue an order requesting online short-term rental platforms and online short-term rental advertising platform to remove or disable access to any listing relating to the unit or units in question without undue delay.
Amendment 135 #
2022/0358(COD)
Proposal for a regulation
Article 6 – paragraph 6 – point b
Article 6 – paragraph 6 – point b
(b) clear information enabling the provider of the online short-term rental platform and the provider of the online short-term rental advertising platform to identify and locate the listing or listings concerned, such as one or more exact uniform resource locators (URL) and the identity of the competent authority;
Amendment 136 #
2022/0358(COD)
Proposal for a regulation
Article 6 – paragraph 6 – point c
Article 6 – paragraph 6 – point c
(c) the identity of the host andregistration number of the unit offered for short-term accommodation rental services.
Amendment 152 #
2022/0358(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point c
Article 7 – paragraph 1 – point c
(c) make reasonable efforts to randomly check the declaration of the hosts concerning the existence or not of a registration procedure, taking into account the list made available pursuant to Article 13(1), point (a), and, where such a procedure exists, the validity of the registration number provided by the host, including through the use of the functionalities offered by the Single Digital Entry Points referred to in Article 10(2), point (b), after allowing the offering of the short-term accommodation rental services by the host.
Amendment 155 #
2022/0358(COD)
Proposal for a regulation
Article 7 – paragraph 2
Article 7 – paragraph 2
2. Online short-term rental platforms shall inform without delay the competent authorities and the hosts of the results of the random checks referred to in paragraph 1, point (c), concerning incorrectllegal declarations of hosts or invalid registration numbers.
Amendment 157 #
2022/0358(COD)
Proposal for a regulation
Article 7 – paragraph 3 – subparagraph 1 (new)
Article 7 – paragraph 3 – subparagraph 1 (new)
Amendment 161 #
2022/0358(COD)
Proposal for a regulation
Article 10 – paragraph 2 – point b
Article 10 – paragraph 2 – point b
(b) facilitate random checks by online short-term rental platforms pursuant to Article 7(1), point (c) of the validityexistence of registration numbers provided by hosts;
Amendment 163 #
2022/0358(COD)
Proposal for a regulation
Article 10 – paragraph 5 – subparagraph 1 (new)
Article 10 – paragraph 5 – subparagraph 1 (new)
6. The Commission shall organise regular technical discussions with online short- term rental platforms and Member States to ensure a proper functioning of the Single Digital Entry Point and facilitate the exchange of best practices, including an Application Programming Interface.
Amendment 164 #
2022/0358(COD)
Proposal for a regulation
Article 11 – paragraph 3 – point b
Article 11 – paragraph 3 – point b
(b) assist the Commission in promoting the use of interoperability solutions and automated checks for the functioning of the Single Digital Entry Points and the exchange of data;
Amendment 177 #
2022/0358(COD)
Proposal for a regulation
Article 19 – paragraph 2
Article 19 – paragraph 2
It shall apply from [OP please insert date = 12 months after the date of entry into force of this Regulation]. However, article 7 and 9 shall apply from [ OP please insert date = 24 months after the date of entry into force of this Regulation].
Amendment 11 #
2022/0031(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) As a result, it cannot be excluded that Member States continue to require Union citizens exercising their right to free movement to present proof of COVID-19 vaccination, test or recovery beyond 30 June 2022, the date when Regulation (EU) 2021/953 is set to expire. It is thus important to avoid that, in the event that certain restrictions to free movement based on public health are still in place after 30 June 2022, Union citizens and their family members are deprived of the possibility to make use of their EU Digital COVID Certificates, which are an effective, secure and privacy-preserving way of proving one’s COVID-19 status. At the same time, given that any restrictions to the free movement of persons within the Union put in place to limit the spread of SARS-CoV- 2, including the requirement to present EU Digital COVID Certificates, should be lifted as soon as the epidemiological situation allows, the extension of the application of Regulation (EU) 2021/953 should be limited to 12 months. In addition, the extension of that Regulation should not be understood as requiring Member States, in particular those that lift domestic public health measures, to maintain or impose free movement restrictions, or to justify the temporary reintroduction of controls at internal borders. The power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union delegated to the Commission pursuant to Regulation (EU) 2021/953 should be equally extended. It is necessary to ensure that the EU Digital COVID Certificate system can adapt to scientific progress in containing the COVID-19 pandemic.
Amendment 13 #
2022/0031(COD)
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8a) The EU Digital COVID Certificate (EUDCC) system has proven to be the only functioning COVID-19 certificate system operational at the international level on a large scale. As a result, EUDCC has gained increasing global significance and contributed to addressing the pandemic at the international level, by facilitating safe international travel and economic recovery. By 25 February 2022, 35 non-EU countries and territories are connected to the EUDCC system, with more expected to join in the future. Nevertheless, Regulation (EU) 2021/953 only obliges Member States to accept the EU Digital COVID Certificates issued for vaccines that have been granted a marketing authorisation by the European Medicines Agency. It does not, therefore, include most of the vaccines that are currently administered around the world, including those that have completed the WHO emergency use listing procedure. This undermines the role of the EUDCC system as one of the key digital solutions to restore international mobility and the de-facto global standard. Many of the vaccines that have completed the WHO Emergency Use Listing procedure have not applied, and are unlikely to do so in the future, for marketing authorisation to EMA or a competent Member State authority simply because the developers do not intend to put those vaccines on the EU market. In many cases, the same vaccines administered around the EU and listed by Regulation (EU) 2021/953 are available under a different trade name in other countries, and therefore fall out of the scope of this Regulation. This also applies to some of the vaccines that the EU is helping deliver under the COVAX scheme.
Amendment 19 #
2022/0031(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a a (new)
Article 1 – paragraph 1 – point 3 – point a a (new)
Regulation (EU) 2021/953
Article 5 – paragraph 5 – subparagraph 1
Article 5 – paragraph 5 – subparagraph 1
(aa) In Article 5 paragraph 5, the first subparagraph is replaced by the following: " 5. Where Member States accept proof of vaccination in order to waive restrictions to free movement put in place, in accordance with Union law, to limit the spread of SARS-CoV-2, they shall also accept, under the same conditions, vaccination certificates issued by other Member States in accordance with this Regulation for a COVID-19 vaccines that hasve been granted a marketing authorisation pursuant to Regulation (EC) No 726/2004. (https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32021R0953&from=EN), or vaccines that have completed the WHO emergency use listing procedure. " Or. en
Amendment 24 #
2022/0031(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Regulation (EU) 2021/953
Article 11 – paragraph 1
Article 11 – paragraph 1
(5a) Article 11, paragraph 1 is replaced by the following: "1. Without prejudice to Member States’ competence to impose restrictions on grounds of public health, where Member States accept vaccination certificates, test certificates indicating a negative result or certificates of recovery, they shall refrain from imposing additional restrictions to free movement, such as additional travel-related testing for SARS CoV-2 infection or travel-related quarantine or self-isolation, unless they are necessary and proportionate for the purpose of safeguarding public health in response to the COVID-19 pandemic, also taking into account available scientific evidence, includingtaking into consideration epidemiological data published by the ECDC on the basis of Recommendation (EU) 2020/1475. (https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32021R0953&from=EN)" Or. en
Amendment 27 #
2022/0031(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Regulation (EU) 2021/953
Article 11 – paragraph 3
Article 11 – paragraph 3
Amendment 4 #
2021/2189(INI)
Motion for a resolution
Citation 1
Citation 1
— having regard to Articles 3, 4, 38, 43 and 4349 of the Treaty on the Functioning of the European Union,
Amendment 5 #
2021/2189(INI)
Motion for a resolution
Citation 1 a (new)
Citation 1 a (new)
— having regard to Article 349 of the Treaty on the Functioning of the European Union, which recognises the special characteristics of the outermost regions,
Amendment 45 #
2021/2189(INI)
Motion for a resolution
Recital G a (new)
Recital G a (new)
Ga. whereas, despite the sector’s potential, the development of aquaculture in the outermost regions still lags seriously behind;
Amendment 55 #
2021/2189(INI)
Motion for a resolution
Recital K a (new)
Recital K a (new)
Ka. whereas the outermost regions are particularly exposed to unstable climates and severe weather events, which may jeopardise the sector’s potential in those regions;
Amendment 83 #
2021/2189(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the Commission communication on the strategic guidelines for a more sustainable and competitive EU aquaculture for the period 2021 to 2030; considers these guidelines comprehensive, sound and fit for the purpose of promoting sustainable and competitive EU aquaculture with a long-term focus on the sustainability of the aquaculture sector and on its contribution to the European Green Deal; regrets, however, that they are too much focused on environmental aspects and that they need more ambition to boost sustainable production and the development of a genuinely thriving and competitive EU aquaculture sector; considers that it is important to establish quantitative objectives for the growth of this sector in the framework of the guidelines, just as the Biodiversity strategy, the Farm to fork strategy and other Green Deal strategies set environmental targets;
Amendment 106 #
2021/2189(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Supports the establishment of the new EU aquaculture assistance mechanism as an innovative tool to aid the Commission, Member States, regional authorities, industry and other stakeholders to develop further guidance and consolidate best practices on different relevant areas; considers that all relevant stakeholders should be involved in the creation of this mechanism, in particular all members of the Aquaculture Advisory Council, in accordance with Article 11 TEU that recognises participatory democracy as a fundamental democratic principle; calls for the creation of meaningful dialogue with civil society;
Amendment 123 #
2021/2189(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Urges the Commission to support the establishment of vocational training courses for the aquaculture sector by providing technical and financial resources, in order to attract young people and allow fishermen to retrain, which will help to create jobs in coastal and island regions that are traditionally more dependent on fishing activities;
Amendment 146 #
2021/2189(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Considers that the aquaculture sector should commitntinue to actively applying evidence-based interventions to improve fish welfare, including maintaining water quality within welfare-relevant limits, as a way of reducing the prevalence and spread of diseases, which diminishes the need for antibiotics and lowers pollution levelcontributes to achieving a good environmental status; highlights that the aquaculture sector should continue to improve farming methods in line with the most up-to-date scientific knowledge available in order to achieve better environmental results, resilience against climate change and the optimisation of resource use;
Amendment 172 #
2021/2189(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Urges the Commission to create lines of direct support for the construction of structures that are more resistant to weather conditions and waves, with reduced visual and environmental impact;
Amendment 177 #
2021/2189(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Stresses the importance of sustainable feed ingredients for aquaculture in the Union; considers that aquaculture can only fill the fish gap if all species farmed provide a net gain in fish protein, meaning that aquaculturethat does not remove more wild fish from the oceans for feed requirements than it produces should be promoted; stresses the need to uspromote ecologically sustainable marine proteins and oils, by-products and trimmings, other proteins and innovative solutions, such as insect meal and microalgae, and the partial replacement of marine proteins and oils with non-marine alternatives; calls on the Commission and the Member States to promote responsible and sustainable practices and increase the percentage of independently certified fishmeal and fish oil within feeds, with certification done by a credible and independent environmental and social certification scheme, such as the one by the Marine Stewardship Council, that uses low trophic index assessment criteria and the FAO code of conduct;
Amendment 197 #
2021/2189(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Urges the Commission to improve and collect information on the potential of the aquaculture sector in the outermost regions, through viability studies and feedback, and to provide specific support for start-ups that want to work in this sector in those regions;
Amendment 204 #
2021/2189(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Calls on the Commission to work further on levelling the playing field through, notably, the restriction or even the prohibition of imports of products which don't have the same environmental and social sustainability and fish welfare standards than the ones produced in the EU, the revision of international trade agreements, including updating rules for the better implementation of aquatic food labelling; considers that, in specific cases such as caviar labelling, the legal framework on information for consumers should be revised; calls on the Commission to analyse the inclusion of sustainable aquaculture sectors in the EU Carbon Border Adjustment Mechanism in order to create incentives for European industries and EU trade partners to decarbonise their industries and therefore support both EU and global climate policies towards greenhouse-gas neutrality, and at the same time, without being discriminatory or constituting a disguised restriction on international trade;
Amendment 240 #
2021/2189(INI)
Motion for a resolution
Paragraph 35
Paragraph 35
35. Highlights the need to level the playing field for EU organic farmers across the Union, as well as with imported organic products, by providing the same rules, support and harmonising treatments for diseases used in organic aquaculture and organic livestock farming;
Amendment 242 #
2021/2189(INI)
Motion for a resolution
Paragraph 35 a (new)
Paragraph 35 a (new)
35 a. Recalls that the EP report "Towards a sustainable and competitive European aquaculture sector: current status and future challenges" proposes 92 actions to unlock the potential of EU aquaculture through: simplifying administrative procedures; ensuring equity in interaction with other sectors; enhancing the competitiveness of EU aquaculture within and outside our borders; improving consumer information; ensuring animal welfare, but also availability of veterinary products; pursuing better promotional campaigns and communication; supporting research and innovation; encouraging training and employment; increasing the sustainability of the EU's aquaculture sector; ensuring adequate financing through the EMFF and other structural funds; achieving a harmonious symbiosis with fisheries; urges the Commission to closely work with Member States to implement those actions.
Amendment 4 #
2021/2188(INI)
Draft opinion
Citation 1 a (new)
Citation 1 a (new)
— Having regard the Article 349 of the article 349 of the Treaty on the Functioning of the European Union;
Amendment 16 #
2021/2188(INI)
Motion for a resolution
Citation 16 a (new)
Citation 16 a (new)
Amendment 17 #
2021/2188(INI)
Draft opinion
Recital A
Recital A
A. whereas the EU’s blue economy is a broad and fast-moving industrysector that has taken significant steps over the past decade to modernise and diversify itself, while providing 4.5 million direct jobs in sectors based in the marine environment and on land; whereas it will further provide new prospects and new jobs creation in the view of the greening and digitalision of the sector, namely in areas such as ocean renewable energy, the blue bio-economy, bio-technology and desalination;
Amendment 17 #
2021/2188(INI)
Motion for a resolution
Citation 16 b (new)
Citation 16 b (new)
— having regard to its resolution of 14 September 2021 on a new approach to the Atlantic maritime strategy,
Amendment 18 #
2021/2188(INI)
Motion for a resolution
Citation 16 c (new)
Citation 16 c (new)
— having regard to its resolution of 25 March 2021 on the impact on fisheries of marine litter,
Amendment 32 #
2021/2188(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
B a. whereas coastal communities need to diversify their incomes in order to sustain economic and social shocks; whereas angling tourism can be a sector to diversify the income sources, while minimising the impact on fish stocks and providing social and health benefits;
Amendment 41 #
2021/2188(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Supports the principle of sustainable development within the blue economy as a driver of economic growth in the EU, in particular in the BalticSea, Atlantic and Mediterranean areas, as a way to foster a number of sectors such as maritime transport, shipbuilding, biotechnology, sustainable tourism, offshore wind, fishing and aquaculture, and wave and tidal energy;angling tourism, offshore wind, commercial and recreational fishing and aquaculture, and wave and tidal energy; stresses particularly that the offshore renewable energy has the potential to become a core component of Europe’s energy system by 2050 and calls to create incentives and fundings for investments in port infrastructure in order to facilitate servicing of the offshore industry.
Amendment 46 #
2021/2188(INI)
Motion for a resolution
Recital G
Recital G
G. whereas the loss of marine biodiversity is having a major environmental, social and economic impact on the EU fisheries sector and, on coastal and island communities and on the outermost regions and must therefore be reversed and biodiversity restored;
Amendment 55 #
2021/2188(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls on the Commission to promote the establishment of maritime transport partnerships with the private sector in order to improve innovation and strengthen competitivenesThe green and digital transition in blue economy sectors require appropriate financial support at the EU and Member States level in order to enable large-scale investments in research, technology and infrastructure. With this view, calls on the Commission to promote the the creation of the European Partnership for Maritime Transport with the private sector in order to improve innovation and strengthen competitiveness. To make shipping even more competitive, port services should be further liberalised allowing for high standards in quality and the safety of the services;
Amendment 64 #
2021/2188(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Stresses that the most optimal market-based measure for the reduction of greenhouse gases from maritime transport is via the International Maritime Organisation (IMO), to achieve a carbon offsetting scheme in international shipping and to ensure a realistic path of emissions reduction.
Amendment 65 #
2021/2188(INI)
Motion for a resolution
Recital I
Recital I
I. whereas the COVID-19 pandemic has had a significant economic impact on those employed in the fisheries and aquaculture sector owing to the combined effects of waning demand and, supply chain disruption and lack of conditions on many vessels to enable health safety;
Amendment 66 #
2021/2188(INI)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
2 b. Welcomes the 2020 communication on a sustainable and smart mobility strategy aiming to bring the first zero emission vessels to market by 2030. Welcomes that hybridisation and electrification of vessels is becoming more viable and that the EU has already financed via H2020 substantial research in this field. Calls on the Commission to further accelerate the adoption of electric vessels for short routes;
Amendment 68 #
2021/2188(INI)
Draft opinion
Paragraph 2 c (new)
Paragraph 2 c (new)
Amendment 76 #
2021/2188(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Commission and the Member States to complete priority projects within the Trans-European Transport Network (TEN-T), in particular to improve the connection of TEN-T ports with railway lines, roads and, where possible, inland waterways and further projects involving the Atlantic, the Mediterranean and cross-border areas, while promoting the full development of the maritime pillar of the TEN-T motorways of the sea and the connection of islands to the mainland, and Outermost Regions to the mainland. Calls on the Commission to ensure for the motorways of the sea further support and simplification and adequate funding in order to achieve a European Maritime Transport Space without barriers;
Amendment 80 #
2021/2188(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Stresses that our maritime sector is a key link to the global trading system and its potential to boosting European competitiveness. Therefore, calls on the Commission to reallocate more EU funding to improve accessibility to TEN-T core ports for the largest ships with capacity to replace several smaller ones, improving transport efficiency, reducing costs and cutting emissions. This includes investment in continuous dredging, channel deepening and other capacity- building measures in selected core ports.
Amendment 82 #
2021/2188(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Notes the increasing use of data and artificial intelligence in the maritime transport and calls on the Commission to prepare the relevant regulations as well as to carry out analyses of the socio- economic impact of automation and digitalisation of the sector.
Amendment 83 #
2021/2188(INI)
Draft opinion
Paragraph 3 c (new)
Paragraph 3 c (new)
3 c. Calls on the Commission to collect consistent data enabling the intelligent management of coastal tourism, avoiding the pressure on ecosystems and local communities, as well as the competition with the so-called traditional activities such artisanal and coastal fishing;
Amendment 93 #
2021/2188(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls on the Commission to include sustainable maritime and coastal and angling tourism in all related action plans and programmes and to encourage the diversification of this kind of tourism, while helping to boost tourism activities, provide additional income streams and increase employment all year round.
Amendment 100 #
2021/2188(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Notes that reliable, high-quality and harmonised ocean data are an important factor the for a sustainable transformation of the blue economy. Welcomes the initiative of sharing marine data and ocean observations via EMODnet, It welcomes further the work of the Copernicus marine environment service providing satellite data and forecasting services in the EU sea basins and in the world.
Amendment 106 #
2021/2188(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Stresses the importance of the Blue Economy in the Outermost Regions, namely in the Tourism sector;
Amendment 107 #
2021/2188(INI)
Draft opinion
Paragraph 5 c (new)
Paragraph 5 c (new)
5 c. Calls on the Commission to create a "POSEI Transport" to support the operation of some commercial routes to the Outermost Regions;
Amendment 108 #
2021/2188(INI)
Draft opinion
Paragraph 5 d (new)
Paragraph 5 d (new)
5 d. Requests the Commission to collect better data on the contribution of recreational angling tourism, so to encourage more investments in developing the activity in coastal, remote and overseas communities;
Amendment 109 #
2021/2188(INI)
Draft opinion
Paragraph 5 e (new)
Paragraph 5 e (new)
5 e. Stresses the importance of marine protected areas as an instrument for protecting the oceans, constituting an opportunity for the development of the so- called scientific tourism;
Amendment 126 #
2021/2188(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Stresses the importance of establishing bilateral partnership arrangements with third countries that enshrine labour standards guaranteeing a safe working environment and decent pay for all those working in the fisheries and aquaculture sectors, as well as other sectors of the blue economy: stresses that bilateral partnership arrangements should always seek to respect the highest environmental and social sustainability criteria;
Amendment 165 #
2021/2188(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Urges the Commission and the Member States to take the necessary measures to improve the collection recreational fishing data, bearing in mind the environmental impact and socio- economic value of this activity, in order to ensure fair and balanced management of the fisheries sector, encouraging greater investment in the development of the activity in coastal communities;
Amendment 194 #
2021/2188(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Notes the very aged state of the EU artisanal and small-scale fleets, particularly in the ORs, the vessels of which, being of a very high average age, are unsafe both for the people working on them and for the catches themselves, reiterating the need for EMFAF support for the purchase of new boats, without this resulting in an increase in catches, respecting maximum sustainable yields, and thus increasing their environmental performance;
Amendment 195 #
2021/2188(INI)
Motion for a resolution
Paragraph 15 b (new)
Paragraph 15 b (new)
15b. Stresses the need to add value to fisheries products at first sale, especially those from small-scale artisanal fishing, in order to increase the income and wages of fishers;
Amendment 217 #
2021/2188(INI)
Motion for a resolution
Subheading 3 a (new)
Subheading 3 a (new)
Calls on the Commission and the Council to create a support instrument similar to POSEI for fisheries, in order to mitigate the effects of the insularity of the ORs;
Amendment 218 #
2021/2188(INI)
Motion for a resolution
Subheading 3 b (new)
Subheading 3 b (new)
Highlights the potential for sustainable use of the EU’s maritime dimension in the Atlantic, which requires more balanced investment in its islands, ORs and coastal ports, as well as the expansion of many of their berths and an increase in their storage capacity and cargo-handling equipment, which are very important for fisheries and aquaculture products;
Amendment 224 #
2021/2188(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. In view of the fragile position of the ORs, calls on the Commission to provide financial support for the creation of infrastructure capable of collecting and treating waste transported by sea currents, particularly plastics;
Amendment 298 #
2021/2188(INI)
Motion for a resolution
Paragraph 32 a (new)
Paragraph 32 a (new)
32a. Urges the Commission to support innovation and research in the Outermost Regions aimed at developing innovative and sustainable materials and techniques in fisheries and aquaculture;
Amendment 299 #
2021/2188(INI)
Motion for a resolution
Paragraph 32 b (new)
Paragraph 32 b (new)
32b. Calls on the Commission to set up pilot projects in the ORs, giving these regions a leading role in Ocean Governance and in the development of environmentally, socially and economically sustainable practices;
Amendment 300 #
2021/2188(INI)
Motion for a resolution
Paragraph 32 c (new)
Paragraph 32 c (new)
32c. Calls on the Commission to set up, in a European OR, a Centre for Combating Marine Plastic Pollution, with expertise in innovation, development and cooperation with fisheries and aquaculture stakeholders and associations for the adoption of sustainability strategies and policies, which can be replicated in other regions;
Amendment 34 #
2021/2169(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
A a. whereas Article 39 of the TFEU requires that the CFP, in all its areas, and notably the conservation of marine biological resources, must among others, ensure a fair standard of living for the fishing community and assure availability of supplies (food security); whereas Article 11 TFEU also stipulates that “environmental protection requirements must be integrated into the definition and implementation of the Union's policies and activities, in particular with a view to promoting sustainable development”;
Amendment 35 #
2021/2169(INI)
Motion for a resolution
Recital A b (new)
Recital A b (new)
A b. whereas achieving conservation of exploited stocks and the environmental objectives of the CFP at large would not be sufficient to conclude that the CFP has succeeded;
Amendment 36 #
2021/2169(INI)
Motion for a resolution
Recital A c (new)
Recital A c (new)
A c. whereas the CFP must also contribute to the supply of sustainable food to the Union market and to reducing the Union market's dependence on food imports;
Amendment 37 #
2021/2169(INI)
Motion for a resolution
Recital A d (new)
Recital A d (new)
A d. whereas food security is one of the Sustainable Development Goals; whereas fish protein has an extraordinary strategic value, essential for food security; whereas capture fisheries are among the lowest impact systems for the production of animal protein;
Amendment 38 #
2021/2169(INI)
Motion for a resolution
Recital A e (new)
Recital A e (new)
A e. whereas the need to produce more food from the oceans is identified by the European Commission as a strategic objective; whereas a report by the High Level Scientific Group in 2017, appointed by the then Commissioner Karmenu Vella, recommends to “mainstream a ‘food from the ocean’ paradigm of responsible culture and capture into broad EU and global systems-level policy agendas”;
Amendment 39 #
2021/2169(INI)
Motion for a resolution
Recital A f (new)
Recital A f (new)
A f. whereas the role of aquatic food producers and related industries is vital for the society and for the communities they support1a; _________________ 1a See EP Resolution on "Fishers for the future: attracting a new generation of workers to the fishing industry and generating employment in coastal communities” (P9_TA(2021)0386)
Amendment 40 #
2021/2169(INI)
A g. whereas the objectives of ensuring food supply from EU fisheries and of assuring a fair standard of living need to be more present in decision making;
Amendment 41 #
2021/2169(INI)
Motion for a resolution
Recital A h (new)
Recital A h (new)
A h. whereas public perception of the fishing sector is often still described through negative stereotypes about fishing activity on marine life, despite the sector’s efforts, successes and continued willingness to improve fisheries sustainability; whereas this eventually produces important impacts on coastal communities, notably by negatively influencing seafood consumption pattern and job attractiveness in an EU fishing sector also facing a huge challenge in generational renewal;
Amendment 42 #
2021/2169(INI)
Motion for a resolution
Recital A i (new)
Recital A i (new)
Amendment 59 #
2021/2169(INI)
Motion for a resolution
Recital A j (new)
Recital A j (new)
A j. whereas the introduction of an MSY-based objective in the 2013 CFP reform led to a significant challenge for the fixing of fishing possibilities;
Amendment 60 #
2021/2169(INI)
Motion for a resolution
Recital A k (new)
Recital A k (new)
A k. whereas the progressive implementation of the MSY objective “for all stocks by 2020 at the latest” led to numerous difficulties and needed for practical adaptation by all actors, including at first for the provision of appropriate scientific advice;
Amendment 61 #
2021/2169(INI)
Motion for a resolution
Recital A m (new)
Recital A m (new)
A m. whereas, when adopting successive regional multiannual plans as from in 2016, the European Parliament and the Council decided to require the use of MSY-based fishing mortality levels for the main target stocks only; Whereas these plans also provide for some additional and necessary flexibility in these mortality reference levels, notably to take into account of the interactions between stocks and fisheries (choke species effects); whereas, in the multiannual plan for the Western Mediterranean, the legislator decided furthermore to postpone to 2025 the deadline for application of MSY-based fishing mortality levels;
Amendment 71 #
2021/2169(INI)
Motion for a resolution
Recital A n (new)
Recital A n (new)
A n. whereas the 2013 CFP review led to a major paradigm shift in decades of fisheries management, by requiring all catches, particularly those of species out of quotas or of undersized fish, to be kept on board vessels and landed; whereas however this tool designed to contribute to the implementation of the objective of the progressive elimination of discards of unwanted catches in fisheries, seems to have become an objective in itself;
Amendment 72 #
2021/2169(INI)
A o. whereas the landing obligation makes many mixed fisheries unprofitable, notably because fishers have to sort-out and store low-value or non-marketable fish on-board, increasing labour, reducing resting time and storage space on-board; whereas the landing obligation risks furthermore resulting to under- utilisation of rightful fishing opportunities for some stocks, since vessels have to stop any fishing activity once their quota for one stock (choke species) has been exhausted;
Amendment 73 #
2021/2169(INI)
Motion for a resolution
Recital A p (new)
Recital A p (new)
A p. whereas the level of unwanted catches is very variable in different fisheries; whereas the implementation of the various flexibilities foreseen in Article 15 of the CFP Basic Regulation has led to numerous, complex, ever changing and incontrollable sets of derogations to the landing obligation;
Amendment 74 #
2021/2169(INI)
Motion for a resolution
Recital A q (new)
Recital A q (new)
A q. whereas, despite technological and legislative progress, the current policy has failed to eliminate discards; whereas under the current EU quota distribution context and externalities such as climate change discarding will, inevitably, continue to occur;
Amendment 75 #
2021/2169(INI)
Motion for a resolution
Recital A r (new)
Recital A r (new)
A r. whereas the most successful policies towards reduction and elimination of discarding around the world have been implemented through gradual approaches, where the policy has evolved by learning from experience;
Amendment 89 #
2021/2169(INI)
Motion for a resolution
Recital A t (new)
Recital A t (new)
A t. whereas the CFP tools that can help to improve the attractiveness of the fishing and aquaculture as a profession are insufficient; whereas the EU budget, particularly the European Maritime Fisheries and Aquaculture Fund (EMFAF), does not provide adequate financial support for the improvement of safety and working conditions or energy efficiency; whereas the restrictions on fishing capacity, as well as the scarce margins that some Member States dispose within their national ceilings, do not allow for the improvement of safety, working and living conditions on board fishing vessels; whereas new carbon-free propulsion systems require more space on-board compared to traditional engines and fuel tanks;
Amendment 95 #
2021/2169(INI)
Motion for a resolution
Recital A u (new)
Recital A u (new)
A u. whereas the CFP Basic Regulation provides that multiannual plans (MAPs) must be adopted as a priority; whereas this approach has undoubtedly contributed to better management of the resources and to a relative certainty for the sectors;
Amendment 96 #
2021/2169(INI)
Motion for a resolution
Recital A v (new)
Recital A v (new)
A v. whereas certain stocks straddle over sea-areas covered under the scope of different regional MAPs, hence the need for consistent measures across their whole distribution range;
Amendment 98 #
2021/2169(INI)
Motion for a resolution
Recital A x (new)
Recital A x (new)
A x. whereas fisheries is an extremely technical domain necessitating highly specialised staff; whereas, yet, the tendency is in reduction in personnel despite the need for more EU action in numerous domains;
Amendment 99 #
2021/2169(INI)
Motion for a resolution
Recital A y (new)
Recital A y (new)
A y. whereas regionalisation offers a unique opportunity to avoid micro- management from Brussels and to adapt the decision making process to regional and local specificities, traditional structures (such as “cofradias”) and particular activities (such as fishing on foot and shellfish gathering);
Amendment 100 #
2021/2169(INI)
Motion for a resolution
Recital A z (new)
Recital A z (new)
A z. whereas early and effective consultation and involvement of the sectors concerned is fundamental for good, workable, fair, well-accepted and successful legislation, and its implementation and compliance to; whereas, in this context, the role of Advisory Councils (ACs) is vital and their advice is of crucial importance in the decision making process;
Amendment 101 #
2021/2169(INI)
Motion for a resolution
Recital A aa (new)
Recital A aa (new)
A aa. whereas ACs have the potential to evolve to pivotal bodies in results-based management or co-management;
Amendment 107 #
2021/2169(INI)
Motion for a resolution
Recital A ab (new)
Recital A ab (new)
A ab. whereas science, fishermen’s experience and full impact assessments guarantee an objective basis for decision- making; whereas decisions based on the above are more robust and more easily accepted by the sectors;
Amendment 110 #
2021/2169(INI)
Motion for a resolution
Recital A ae (new)
Recital A ae (new)
A ae. whereas fisheries and aquaculture are relatively small economic sectors, however they are strategic ones for their socio-economic and food security role, as demonstrated during the Covid pandemic and the recent international geopolitical developments;
Amendment 124 #
2021/2169(INI)
Motion for a resolution
Recital A af (new)
Recital A af (new)
A af. whereas combatting IUU helps ensuring a level playing field for fair competition between the EU and certain foreign fleets with low social and environmental standards that sell their products in the EU market and thus negatively affect the competitiveness of EU producers; whereas, however, an anti- IUU legislation alone cannot ensure a level-playing field;
Amendment 125 #
2021/2169(INI)
Motion for a resolution
Recital A ag (new)
Recital A ag (new)
A ag. whereas more the EU adopts stringent measures for EU operators, more it becomes dependent on imported seafood;
Amendment 126 #
2021/2169(INI)
Motion for a resolution
Recital A ah (new)
Recital A ah (new)
A ah. whereas, furthermore, this inevitably increases pressure on resources in third countries having poor management and governance systems, which, in turn, provokes negative effects to the environment and to social sustainability at global level;
Amendment 127 #
2021/2169(INI)
Motion for a resolution
Recital A ai (new)
Recital A ai (new)
A ai. whereas defending and promoting the EU sustainability model is perfectly compatible, and should go hand in hand, with the defence of the EU sectors’ interests;
Amendment 130 #
2021/2169(INI)
Motion for a resolution
Recital A aj (new)
Recital A aj (new)
Amendment 131 #
2021/2169(INI)
Motion for a resolution
Recital A ak (new)
Recital A ak (new)
A ak. whereas artisanal fishing in the ORs is a major economic driver, a source of food sovereignty and a traditional activity which is part of the culture of these territories, which creates jobs at sea and in the processing sector and contributes to the dynamism of the tourist industry, real economic engine of these regions;
Amendment 132 #
2021/2169(INI)
Motion for a resolution
Recital A al (new)
Recital A al (new)
A al. whereas, in order to ensure the survival of the fisheries sector in the ORs and in compliance with the principles of differential treatment for small islands and territories mentioned in Sustainable Development Goal 14, it should be possible to support, on the basis of Article 349 TFEU, the renewal of the ORs’ artisanal fishing vessels which land all their catches in ports in the ORs and contribute to local sustainable development;
Amendment 133 #
2021/2169(INI)
Motion for a resolution
Recital A am (new)
Recital A am (new)
A am. whereas the indicators to establish whether the fishing capacity is in balance with the available fishing opportunities are not adapted to the characteristics of the ORs’ local fleets;
Amendment 135 #
2021/2169(INI)
Motion for a resolution
Recital A an (new)
Recital A an (new)
A an. whereas climate change is a major challenge for the conservation of aquatic resources and for the future livelihoods of operators who depend on fisheries;
Amendment 136 #
2021/2169(INI)
Motion for a resolution
Recital A ao (new)
Recital A ao (new)
A ao. whereas the Union must deliver on the Paris Agreement goals against climate change, while creating jobs and sustainable growth and in a manner that does not threaten food production and food security;
Amendment 137 #
2021/2169(INI)
Motion for a resolution
Recital A ap (new)
Recital A ap (new)
A ap. whereas fishers are victims of climate change;
Amendment 165 #
2021/2169(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Considers that more progress and stepping up the ambition is needed in order to meet the CFP’s socio-economic and food security sustainability objectives in full;
Amendment 185 #
2021/2169(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Stresses the strategic role of fishers and aquaculture producers in the food value chain and in food security;
Amendment 190 #
2021/2169(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. While several challenges remain for the CFP to be fully implemented, new unprecedented challenges have arisen that could not predicted in 2012, when the CFP was being designed; emphasises that the cumulative effects of this situation have led the sectors in the brink of collapse (Commission Communication on “Towards more sustainable fishing in the EU: state of play and orientations for 2023: “about 40% of the small-scale fleet, 66% of the large-scale fleet and 87% of the distant-water fleet would not be profitable if energy prices remain at the current level for the rest of 2022"); therefore, strongly believes that the CFP must be urgently reformed and adapted accordingly;
Amendment 198 #
2021/2169(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Recalls that over the years of the application of the CFP, the fishing industry has made significant efforts to reduce fishing pressure to the point that, in 2020, the overall fishing mortality ratio (F/FMSY) fell below 1 in the North-East Atlantic;
Amendment 199 #
2021/2169(INI)
Motion for a resolution
Paragraph 8 b (new)
Paragraph 8 b (new)
8 b. Considers that it is crucial to continue and accelerate the work of rebuilding and keeping fish stocks above MSY levels, while ensuring that maximum sustainable levels of seafood are produced, in order to ensure food security and positive social and economic returns to fishers and coastal communities;
Amendment 220 #
2021/2169(INI)
Motion for a resolution
Paragraph 12 – indent 1 a (new)
Paragraph 12 – indent 1 a (new)
- the importance of existing exemptions to the landing obligation should be acknowledged and the Commission should consider this when reviewing every year all existing exemptions;
Amendment 224 #
2021/2169(INI)
Motion for a resolution
Paragraph 12 – indent 2 a (new)
Paragraph 12 – indent 2 a (new)
- the recognition of growth in stock sizes should be taken into consideration when setting TACs; failure to do so may lead to the development of choke species; additionally, applying a deduction of volumes corresponding to the estimated annual discarding quantity of species under exemptions when setting TACs will only further increase the risk of choke species occurring;
Amendment 230 #
2021/2169(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12 a. Reiterates that the purpose of the landing obligation is the elimination of unwanted catches; stresses, in this regard, that, thanks to the greater selectivity achieved in recent years, there has been a considerable reduction in unwanted by- catches; highlights that this is the result of the efforts made by fishermen in collaboration with the scientific community with applied knowledge of fishing technique and gear, therefore stresses that efforts must be focused on financing fishing gears that contribute to selectivity;
Amendment 247 #
2021/2169(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Calls on the Commission and the Council to set multiannual TACs only for the main target stocks;
Amendment 280 #
2021/2169(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Calls on the Commission to propose adapting the structural policy in order to facilitate the decarbonisation of the fishing industry, to solve the issue of aging fishing vessels and to improve safety and working conditions, notably by fully utilising the scarce available gross tonnage within national capacity ceilings and excluding the ‘decarbonisation’ and ‘social and safety’ related tonnage from the calculation of the fishing capacity;
Amendment 343 #
2021/2169(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
25 a. Proposes enlarging the participation in the ACs to coastal regions directly concerned;
Amendment 351 #
2021/2169(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Considers that co-management with the ACs, producers organisations and cofradias must be developed to foster a bottom-up approach, given their essential role in achieveing the objectives of the CFP;
Amendment 360 #
2021/2169(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Calls on the Commission to base all its political and legislative initiatives (including implementing acts that set restrictions on fisheries) on scientific, technical and economic advice (including fishers’ experiencmpirical knowledge) and on prior impact assessments;
Amendment 379 #
2021/2169(INI)
Motion for a resolution
Paragraph 34 a (new)
Paragraph 34 a (new)
34 a. Stresses the need for greater integration of EU strategies into the CFP in order to avoid introducing conflicting or non-synergistic measures;
Amendment 381 #
2021/2169(INI)
Motion for a resolution
Paragraph 34 c (new)
Paragraph 34 c (new)
34 c. Draws attention to the objectives of the Integrated Maritime Policy and the consequent need to establish a better balance between the various economic activities pertaining to the Blue economy, particularly with regard to maritime spatial management plans;
Amendment 392 #
2021/2169(INI)
Motion for a resolution
Paragraph 35
Paragraph 35
35. Calls on the Commission to promote the CFP as a policy model for ocean governance and to defend the EU fishing sector’s and aquaculture interests in Regional Fisheries Management Organisations and, Sustainable Fisheries Partnership Agreements, and Trade Agreements, and more generally in international forums;
Amendment 420 #
2021/2169(INI)
Motion for a resolution
Paragraph 43
Paragraph 43
43. Stresses that climate change mitigation and adaptation are key in the CFP to address the climate change challengechallenges insufficiently tackled by the current CFP;
Amendment 421 #
2021/2169(INI)
Motion for a resolution
Paragraph 43 a (new)
Paragraph 43 a (new)
43 a. Stresses that the efforts made by the fishing industry to improve the stocks’ sustainability and to commit to keeping them in good condition once a good status is reached will be meaningless if climate change is not addressed;
Amendment 422 #
2021/2169(INI)
Motion for a resolution
Paragraph 43 b (new)
Paragraph 43 b (new)
43 b. Strongly emphasises the need for scientific research to focus more on the interactions between environmental changes due to climate change and fish stocks, in order to avoid blaming the depletion of stocks solely on the fishing industry;
Amendment 431 #
2021/2169(INI)
Motion for a resolution
Paragraph 44 a (new)
Paragraph 44 a (new)
44 a. Stresses that, for fisheries, resilience to climate change is achieved through diversified fishing zones and targeted species;
Amendment 432 #
2021/2169(INI)
Motion for a resolution
Paragraph 44 b (new)
Paragraph 44 b (new)
44 b. Aknowledges that the decarbonisation of the fleet is essential to adapt the CFP to the climate change challenges and to the EU´s carbon neutrality objectives; stresses that this requires: accelerating research and development; removing current barriers, in particular as regards the measurement of fishing capacity; adapting the State Aid policy and the EMFAF; providing adequate and sufficient funding, so that the sector is able to acheive the decarbonisation of the EU fleet within the extremely tight timeframe required by the Green Deal and the Fit for 55 packages;
Amendment 435 #
2021/2169(INI)
Motion for a resolution
Paragraph 45 a (new)
Paragraph 45 a (new)
Amendment 436 #
2021/2169(INI)
Motion for a resolution
Paragraph 46
Paragraph 46
46. Calls on the Commission to design tools and funding opportunitiessufficient funding for the sectors affected by climate change;
Amendment 445 #
Amendment 446 #
2021/2169(INI)
Motion for a resolution
Paragraph 46 a (new)
Paragraph 46 a (new)
46 a. Recalls the importance of aquaculture to guarantee long-term food security and contribute to meeting the growing world demand for aquatic food, as well its contribution to create growth and employment for Union citizens, to better preserving ecosystems and biodiversity and be part of a more circular management of resources;
Amendment 447 #
2021/2169(INI)
Motion for a resolution
Paragraph 46 b (new)
Paragraph 46 b (new)
46 b. Stresses that farmed seafood, as a source of protein for food has a lower- carbon footprint and required the least use of natural resources that other terrestrial livestock, and has an important role to play in helping to build a sustainable food system;
Amendment 448 #
2021/2169(INI)
Motion for a resolution
Paragraph 46 c (new)
Paragraph 46 c (new)
46 c. Recognizes the role of the strategic guidelines and the Multiannual National Strategic Plans for the development of a sustainable and resilient aquaculture;
Amendment 449 #
2021/2169(INI)
Motion for a resolution
Paragraph 46 d (new)
Paragraph 46 d (new)
46 d. Regrets that since 2014 the European aquaculture is stagnant and limited progress has been made in reducing the administrative burden and integrating aquaculture into maritime, coastal, and inland spatial planning;
Amendment 450 #
2021/2169(INI)
Motion for a resolution
Paragraph 46 e (new)
Paragraph 46 e (new)
46 e. Underlines that the European aquaculture is far from reaching its full capacity and that the EU import dependence rate is very high since almost 75% of the total seafood that is consumed in the EU is imported from third countries;
Amendment 451 #
2021/2169(INI)
Motion for a resolution
Paragraph 46 f (new)
Paragraph 46 f (new)
46 f. Calls on the Commission and Member States to promote, instead of the growth of low-trophic aquaculture, the growth of low environmental-impact aquaculture, which includes not only mollusc and algae but also freshwater and marine finfish farming. Stresses in particularly the importance of finfish production in the supply of the EU market, due to the scale of the imported tonnages involved (94% in 2021);
Amendment 452 #
2021/2169(INI)
Motion for a resolution
Paragraph 46 g (new)
Paragraph 46 g (new)
46 g. Recalls that big non-EU producer countries continue to heavily promote the growth of their finfish farming sector, with the EU being their main export market;
Amendment 453 #
2021/2169(INI)
Motion for a resolution
Paragraph 46 h (new)
Paragraph 46 h (new)
46 h. Calls on the Commission and Member States to actively support the implementation of the revised strategic guidelines and the multiannual national plans and promote its long term sustainability with focus not only to the environmental sustainability but also the economic and social sustainability of the EU aquaculture;
Amendment 454 #
2021/2169(INI)
Motion for a resolution
Paragraph 46 i (new)
Paragraph 46 i (new)
Amendment 455 #
2021/2169(INI)
Motion for a resolution
Paragraph 46 k (new)
Paragraph 46 k (new)
46 k. Regrets that since 2014 the European aquaculture is stagnant and limited progress has been made in reducing the administrative burden and integrating aquaculture into maritime, coastal, and inland spatial planning.
Amendment 17 #
2021/2100(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas the remoteness of the outermost regions from the European mainland, reinforced by their insularity or even double insularity (in the case of archipelagos), low population density and fragile economies, impacts on the healthcare provided by these regions;
Amendment 30 #
2021/2100(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas the COVID-19 pandemic has highlighted the need to pay closer attention to the healthcare provided in various regions of the European Union, and has exposed the weaknesses of many health services, particularly those in the outermost regions, remote regions and regions with low population density;
Amendment 101 #
2021/2100(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Notes that transport costs are one of the reasons for the rising price of medicines and clinical equipment for hospitals and health centres in the outermost regions, remote regions and regions with low population density, which also have to cope with long delivery times, meaning that regional health services need to have more capacity to store large amounts of stock and avoid shortages; considers, therefore, that Europe should develop a response to these issues;
Amendment 10 #
2021/2075(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Recognises the key role of urban mobility, in particular public transport, in local economy and in environmentally sustainable post-COVID-19 recovery. It also emphasises the need to decrease significant external costs of transport in urban areas linked to the current model of mobility.
Amendment 26 #
2021/2075(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Stresses the need for local authorities to adapt and reengineer public transport and infrastructure in order to ensure safe, healthymart, user-friendly, affordable and environmentally sustainable commuting options and to complement public transport with. Increasing the share of clean vehicles in the public transport fleets is key for reducing carbon emissions as well as improving air quality in cities. Public transport needs to be further complement by safe, competitive and affordable on-demand and shared transport services and smart parking;
Amendment 81 #
2021/2075(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Emphasizes that Cohesion Policy can provide decisive support to urban areas that aim to develop inclusive and fair smart-city initiatives. It can help them fulfil the stringent conditions necessary to seize the potential of both AI and the smart-city model (for instance, by improving administrative capacity and digital skills); Cohesion Policy should also encourage a shift from experimentation to scaling-up smart-city initiatives with funding and related support;
Amendment 87 #
2021/2075(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Calls on the Commission to provide Member States with all the necessary guiding materials, differentiating between cities/regions based on their level of digitalisation and to facilitate access to funds for making alternative and sustainable mobility more attractive both for public authorities and the citizens;
Amendment 106 #
2021/2075(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a Calls on the Commission and the Member States to pay special attention to Europe's outermost regions, which are severely affected by their natural isolation and fragile ecosystems. It is therefore essential to step up state support for the creation of alternative fuel supply infrastructure and the development of a comprehensive, universally accessible, interoperable and clean public transport network;
Amendment 107 #
2021/2075(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Stresses the need to properly coordinate the different EU initiatives and the different visions and strategies of smart cities within the Urban Agenda; believes that in order to increase the coherence and visibility of the objectives of these strategies, the European Parliament could collaborate closely with the Committee of the Regions;
Amendment 111 #
2021/2075(INI)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Calls on the Member States to mobilise Digital Innovation Hubs, as these have a key role to play in supporting urban authorities in rolling out effective smart-city strategies, in particular, the AI should address the specific needs of public authorities in designing the new mobility and transportation models;
Amendment 114 #
2021/2075(INI)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Believes that all future measures must be science-based, technologically neutral and they should follow comprehensive impact assessments that take into account the economic, environmental and social consequences;
Amendment 41 #
2021/2056(INI)
Motion for a resolution
Citation 8 a (new)
Citation 8 a (new)
Amendment 42 #
2021/2056(INI)
Motion for a resolution
Citation 8 b (new)
Citation 8 b (new)
— having regard to the European Parliament's Resolution of 14 September 2021 towards a stronger partnership with the EU outermost regions,
Amendment 43 #
2021/2056(INI)
Motion for a resolution
Citation 8 c (new)
Citation 8 c (new)
— having regard to Article 349 of the Treaty on the Functioning of the European Union (TFEU),
Amendment 48 #
2021/2056(INI)
Motion for a resolution
Recital A
Recital A
A. whereas EU regulation N.º 508/2014 defines small-scale coastal fishing as being carried out by fishing vessels of an overall length of less than 12 metres and not using towed fishing gear, in 2018 the EU Member States’ small-scale fisheries sector consisted in a fleet of 44702 vessels, accounting for 76% of the EU’s active fishing ships and 50% of its crew but only 8% of gross tonnage and 5% of landings, employing 67 760 fishers;
Amendment 185 #
2021/2056(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Takes the view that the future of small-scale, coastal and artisanal fishing depends on immediate, meaningful and effective measures to increase fishing incomes, empower the fleetsector, to enhance the profession’s attractiveness and provide training and targeted support for young people and to improve operating conditions; calls on the Commission, therefore, working in close cooperation with the Member States, to establish and implement support mechanisms for small- scale, artisanal and coastal fisheries that make it possible to tackle the specific problems in this part of the sector;
Amendment 197 #
2021/2056(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Affirms the need to strengthen the sector’s value chain and promote marketing strategies, fostering mechanisms that improve the first-sale price including through product differentiation, so as to benefit fishers;
Amendment 206 #
2021/2056(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Calls, with a view to distributing added value more fairly and properly along the sector’s value chain, for consideration to be given to forms of intervention along the lines of guarantee prices or maximum profit rates in order to achieve the above aim and improve fishers’ incomes;
Amendment 209 #
2021/2056(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Takes the view that measures are neededCalls for European measures, with adequate EU support to defend or create markets of origin, thereby advocating short sales channels for traditional products and promoting and defending the particularintrinsic qualityies of fish from small-scale fishing as, among others, the freshness, seasonality, cultural heritage, and sustainability; insists in the creation of a promotional campaign for local fishing products, also investing in the promotion of less consumed species;
Amendment 217 #
2021/2056(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Calls for small-scale fishing support programmes to be introduced with a view to driving down production costimproving business management and organizational capabilities, driving down production costs, improving first sale prices and ensuring economic sustainability;
Amendment 234 #
2021/2056(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Reiterates the need to support the promotion of product diversification in the canning industry, namely through the use of undervalued or less consumed species;
Amendment 237 #
2021/2056(INI)
Motion for a resolution
Paragraph 6 b (new)
Paragraph 6 b (new)
6b. Calls for the implementation of a training program for the HoReCa sector, aimed at knowledge of seafood products and good practices to protect resources, in particular raising awareness of the “non- sale” and “non-consumption” of species during the closed season;
Amendment 238 #
2021/2056(INI)
Motion for a resolution
Paragraph 6 c (new)
Paragraph 6 c (new)
6c. Emphasizes the importance of implementing innovative projects in the retail sector, highlighting the work in cooperation with fishermen’s guilds and associations of small-scale fisheries, giving as examples the projects “Fresco y del Mar” in Galicia, Spain, and “Fresh and Alert,” in Sicily, Italy, through which a close relationship with the final consumer is maintained;
Amendment 247 #
2021/2056(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Takes the view that the European Maritime, Fisheries and Aquaculture Fund (EMFAF) should make it possible to provide specific support for small-scale fishing in the form of fuel subsidito switch to more fuel-efficient engines, like electric or hybrid engines;
Amendment 258 #
2021/2056(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Urges the Commission to allow, under the aegis of EMFAF, support to be provided once again formall-scale fisheries sector-specific support to be provided for the installation of storage, freezing, and refrigeration infrastructure, maintaining the cold chain from boat to final consumer, as a decisive element enabling full advantage to be taken of fisheries resources – without destroying or depleting stocks – and ensuring a regular supply to the publicdelivery of fresh and high-quality products to the public, HoReCa sector and the food processing industry;
Amendment 297 #
2021/2056(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Reiterates that the renewal of the fleet and/or new vessels cannot be confused with expanding it or increasing fishing capacity;
Amendment 300 #
2021/2056(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Takes the view that ignoring the need for fleet renewal, particularly of obsolete and inefficient vessels, especially evident in the Outermost Regions, would jeopardise the future of small-scale fishing;
Amendment 309 #
2021/2056(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Considers, therefore, that EMFAF must provide funding opportunities for the renewal, and/or purchase of new vessels upgrading or even resizing of the small- scale coastal and artisanal fleet;
Amendment 320 #
2021/2056(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Stresses the importance of the small-scale fisheries sector in the socio- economic situation, employment and promotion of economic and social cohesion in the outermost regions (ORs), areas that are characterised by economies with permanent structural constraints and few opportunities for economic diversification; calls, therefore, to step up EU support for the small-scale fisheries sector in those regions; calls for the reestablishment of a separate POSEI fisheries programme;
Amendment 324 #
2021/2056(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
Amendment 328 #
2021/2056(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Highlights the potential of tourist fishing in these regions, as a way of attracting young people to the profession and diversifying fishermen's income, without increasing their fishing effort and raising public awareness about the traditions of the sector, for sea literacy; stresses the need to guarantee the reduction of the bureaucracy in the activity and to provide EU support for the adaptation of vessels;
Amendment 365 #
2021/2056(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Believes that if we wish to see generational renewal there must be attractive conditions for young people, which means increasing fisheries incomes and ensuring training under conditions that pay due account to the diverse fishing practices, fishing gear and needs of each Member State, as well as guaranteeing adequate working conditions and safety on board;
Amendment 374 #
2021/2056(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Calls for the financial and technical resources for fisheries research in each Member State to be increased with a view to developing activities targeted at promoting small-scale fisheries and conserving fishery resources, stepping up and improving data collection and the assessment of the state of resources.
Amendment 381 #
2021/2056(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Takes the view, however, that the necessary setting of environmental objectives must go hand in hand with defining social and economic objectives, which are; considers it crucial for any fisheries policy to take the interdependence of these objectives into account;
Amendment 387 #
2021/2056(INI)
Motion for a resolution
Paragraph 26 a (new)
Paragraph 26 a (new)
26a. Believes that the visibility of small- scale fisheries critically depends on secure access to resources, fishing areas and value added markets;
Amendment 390 #
2021/2056(INI)
Motion for a resolution
Paragraph 26 b (new)
Paragraph 26 b (new)
26b. Takes the view that it is necessary to establish fishing areas reserved for small-scale fishery activities under co- management regimes, with associations of small-scale fishers empowered to share responsibility and decision-making power in the drafting and implementation of co- management plans with national authorities in co-management committees;
Amendment 392 #
2021/2056(INI)
Motion for a resolution
Paragraph 26 c (new)
Paragraph 26 c (new)
26c. Proposes that associations of small-scale fishers be supported to establish and run Fish Producer Organizations or other organizational structures with a view to better managing their fishing activities and balancing the supply and demand for their fishery products, and transforming small-scale fishers from price takers into price makers;
Amendment 394 #
2021/2056(INI)
Motion for a resolution
Paragraph 26 d (new)
Paragraph 26 d (new)
26d. Urges Member States to invest in “Community Supported” fisheries to establish closer links between small-scale fish producers and consumers, through direct sales, fish box and similar schemes;
Amendment 47 #
2021/2016(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Points out that the impact of Brexit on the fisheries sector extends beyond the geographical area of the United Kingdom and has major implications on the Union fleet operating in other parts of the world under this third country’s jurisdiction, such as the Falkland Islands;
Amendment 50 #
2021/2016(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Reiterates the urgent need to ascertain every possible negative effect, not only in the North Sea but throughout the Atlantic, particularly on the fisheries communities in the outermost regions, where economies are vulnerable, ecosystems fragile and dependence on the primary sectors is heavy;
Amendment 62 #
2021/2016(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Points out that many coastal regions in the EU depend heavily on the fisheries sector and therefore need some stability and predictability with regard to the agreement and its impact; calls, therefore, for as much transparency as possible for the Member States with regard to the negotiation process with the UK and for information not to be kept at technical level within the Commission;
Amendment 70 #
2021/2016(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Recalls that the agreement provides for the parties to the agreement to consult civil society; stresses the importance of including regional entities that represent the sector and regional public authorities in advisory groups, ensuring that the coastal communities of regions directly or indirectly affected are legally protected under the agreement, including from the effects of any unilateral decisions taken by the UK;
Amendment 17 #
2021/2015(INI)
Motion for a resolution
Recital A
Recital A
A. whereas European countries have a variety of different fleets of inland vessels, which makes inland waterway transport very convenient and useful for transporting different types and large quantities of cargo to different destinations on either large or small riverwaterways;
Amendment 26 #
2021/2015(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas the further development of the inland waterway sector is a cornerstone to building a smart, sustainable and competitive European transport network;
Amendment 27 #
2021/2015(INI)
Motion for a resolution
Recital A b (new)
Recital A b (new)
Ab. whereas the inland waterways, as one of the most environmentally-friendly modes of transport with a largely untapped further potential of transporting large amounts of goods across the European Union, can play a fundamental role in meeting the EU’s climate objectives;
Amendment 28 #
2021/2015(INI)
Motion for a resolution
Recital A c (new)
Recital A c (new)
Ac. whereas a current modal share of 6% is far too little and a sharp increase in the modal share of inland waterway transport is needed to reduce road congestion, enhance safety, reduce emissions and lead to a more sustainable transport system as a whole;
Amendment 31 #
2021/2015(INI)
Motion for a resolution
Recital A d (new)
Recital A d (new)
Ad. whereas contrary to many congested roads, European inland waterways dispose of free capacity, offering a significant modal shift potential; whereas the current navigability of the European waterways is patchy and the modal shift is hindered by missing links and poor reliability of free- flowing inland waterways;
Amendment 34 #
2021/2015(INI)
Motion for a resolution
Recital B
Recital B
B. whereas ports play an important role as multimodal connecting points offering other modes of transport that can take over freight loads temporarily, and whereas it is therefore important that sea and inland ports have good connections with the hinterland;
Amendment 40 #
2021/2015(INI)
Motion for a resolution
Recital C
Recital C
C. whereas river cruises, ferries, day trip vessels, water taxis and water shuttles play an important role for tourism in Europe and should become a cleaner option for tourism and public transport in regions and cities with accessible and navigable rivers, lakes and canals, which would also make urban mobility more sustainable and effective;
Amendment 55 #
2021/2015(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Calls on the Commission to take the initiative on green, efficient and digital leadership and to build on existing programmes such as NAIADES, which should inspire all stakeholders within the waterway transport sector, as well as other transport sectors, and in particular rail, to work together towards a sustainable future, while supporting the competitiveness of the sector as a whole;
Amendment 57 #
2021/2015(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Calls on the Commission to present proposals for a governance and regulatory framework in line with the next NAIADES action programme, providing European harmonisation and standardisation for quality navigability, vessels and qualification of crews; this framework should facilitate the coordination of investments, action programmes and the various bodies involved in inland waterway transport development, including the Member States’ administrations, EU agencies, TEN-T coordinators, River Commissions, and standardization committees;
Amendment 66 #
2021/2015(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Stresses that more investment in updating river and canalexpanding and updating the physical and digital waterway infrastructure (for example, locks, bridges and interoperable deployment of digital technologies across borders) is key to enabling quality navigability and strengthening the reliability of this mode of transport, while respecting the applicable environmental law;
Amendment 72 #
2021/2015(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Urges, in this regard, the Member States to fully respect their obligation to complete the TEN-T core inland waterway network by 2030, and the Commission and the TEN-T Coordinators to strengthen their oversight in this regard, eliminating the missing links and allowing for quality physical and digital infrastructure; points particularly to the need for increased investments in adequate multimodal infrastructure in ports, such as seamless rail connections and terminals, in order to facilitate competitive multimodal transport in Europe;
Amendment 79 #
2021/2015(INI)
Motion for a resolution
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Calls upon the Commission and Member States to better take into account that it is often families with children on board who are operating in the inland waterway sector and to invest in adequate and regular facilities along the waterway routes in order to allow for decent en route living conditions;
Amendment 80 #
2021/2015(INI)
Motion for a resolution
Paragraph 2 c (new)
Paragraph 2 c (new)
2c. Underlines the significant potential of rehabilitating connecting waterways and canals, in particular in regions that have suffered from decades of insufficient investments in inland waterways infrastructure;
Amendment 86 #
2021/2015(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Notes that there is not a ‘one size fits all’ solution for tacklingStresses the need to better address the problem of low and high water levels as a result of climate change, in particular via more effective and resilient infrastructure; deplores, however, that the problems of the inland waterway sector, caused by thefloods and low water levels, have not been taken duly into account;
Amendment 88 #
2021/2015(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Points, in this regard, to the relevance of integrating the use of space data and services such as provided by Galileo and Copernicus;
Amendment 98 #
2021/2015(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Highlights the importance of further encouraging and supporting initiatives aimed at the use ofquickly stepping up the availability and roll-out of alternative fuels, alternative fuels' infrastructure and propulsion methods for shipping with a network approach and in accordance with the principle of technological neutrality; points out that inland waterway transport can be suitable for the deployment of hydrogen, LNG, sustainable fuels, biofuels, hybrid and electric vessels, when the EU directs adequate research funding this way as well as incentivises and improves the scalability of required investments; welcomes the use of all readily deployable options to reduce inland navigation emissions, including bridging fuels and transitional systems, such as improved catalysts and filters for existing ships; points out, in this regard, the value of liquefied natural gas (LNG) as a transitional solution to reduce greenhouse gas and air pollutant emissions in inland waterway transport, as LNG emits less CO2, NOx and particulate matter than conventional inland waterways fuels; notes that the existing, technically mature vessels and distribution infrastructure now based on LNG could be used for biogas and will therefore be essential in scaling up Bio-LNG as a marine fuel;
Amendment 107 #
2021/2015(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Underlines the particular role that inland waterways should play in the EU Hydrogen Strategy, both for the clean fuelling of inland waterway transport and for the crucial importance of inland waterways and its ports for the clean and efficient distribution of hydrogen along the EU’s transport networks and industry clusters;
Amendment 108 #
2021/2015(INI)
Motion for a resolution
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Points out that there currently is a lack of market ready zero-emissions solutions; therefore calls on the Commission to develop a realistic roadmap to further reduce the pollutants and GHG emissions in order to reach a decarbonised inland waterway sector, while safeguarding competitiveness, reliability and safety;
Amendment 111 #
2021/2015(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Highlights that low-emission and zero-emission alternatives should become more financially attractive than conventional propulsions and that this trendwidely available and more affordable and that the uptake of these fuels should be accelerated, for example by a realistic, progressively increasing blending percentage based on an impact assessment as well as by regulatory stability and financial support, including through the granting of tax incentives by Member States;
Amendment 120 #
2021/2015(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Highlights the importance of ports, and their specialised shipyards where the building, conversion and retrofitting of ships take place, in the energy transition; calls therefore on the Commission and Member States to direct adequate funding and investments towards ensuring sufficient capacity and adequate infrastructure in ports to facilitate the fleet renewal and energy transition of the shipping sector;
Amendment 125 #
2021/2015(INI)
Motion for a resolution
Paragraph 6 b (new)
Paragraph 6 b (new)
6b. Calls on the Commission to propose a governance framework for monitoring Rivers Basins pollution, facilitating coordination of European and national measures, investments, and action programmes;
Amendment 129 #
2021/2015(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Notes that far-reaching digitalisation and data collection contributes to a cleaner environment and improved safety on board and result in more efficient routing, less congestion in ports and better communication and information exchange between ships, ports and infrastructure; stresses the need to further harmonise River Information Services (RIS), which wouldcalls for a strategy to develop and deploy digital and automated technologies in the inland waterway sector, outlining both interoperable standards, across modes and borders as well as the required research actions and funding, including via dedicated calls within Horizon Europe; stresses the need to update technical standards in the field of inland navigation (CESNI) and further harmonise River Information Services (RIS), which would simplify procedures in the field of regulating inland navigation, solve the problems arising from different interpretations of technical standards and the lack of comparable data, and allow for the speedy development and deployment of innovative solutions, and underlines the need to prepare for interoperable data exchange with other modes of transport;
Amendment 136 #
2021/2015(INI)
7a. Stresses the need for swift implementation of the electronic freight transport information (eFTI) regulation, allowing transport operators to share information with enforcement authorities in a swift, easy and digital manner;
Amendment 144 #
2021/2015(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Stresses the importance of connecting existing digital transport policy frameworks and of making sure that multimodal transport data are available through a single point of access in order to achieve efficiency gains in waterborne freight transport; calls on the Commission in this regard to come up with an EU action plan for multimodal transport infrastructure and data sharing, with the goal of achieving an interoperable, synchromodal, connected and automated transport system by 2035 at the latest;
Amendment 146 #
2021/2015(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Points to the need for incentives for the development of intermodal digital port platforms; calls in this regard for a Project of European Added Value, financed by the RRF, for the navigability and multimodal connection of TEN-T inland waterway corridors;
Amendment 149 #
2021/2015(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Highlights that increased automation brings the reality of synchromodal transport in Europe closer; insists therefore on the need for a European Roadmap for Smart and Autonomous Inland Waterway Transport Systems that supports researchfuture-oriented legislation, research, pilot projects and field labs, the development and successful implementation of smart ships and ports, based on Intelligent Transport Systems, and digital interoperability;
Amendment 152 #
2021/2015(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Points to the benefits of EU Space services and data differentiators provided by Galileo and Copernicus to enable green, safe and secure navigation of autonomous vessels;
Amendment 153 #
2021/2015(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Highlights that safe and secure autonomous navigation requires standardized sharing of information beyond the position of the antenna of the vessels, such as the attitude of vessels, the contour of the hull as well as on modifications of the waterways, in order to manage autonomous operations, to avoid potential collisions between vessels that share the same fairway, and to provide skippers with the latest information about the fairway; points to space solutions as enablers for inland waterway transport and the useful contribution of EU Space assets Galileo, EGNOS and Copernicus in this regard;
Amendment 158 #
2021/2015(INI)
Motion for a resolution
Subheading 4
Subheading 4
Ports: from transshipment point for fossil fuels to clean energy and circular hub
Amendment 173 #
2021/2015(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Highlights that the deployment of alternative fuels infrastructure should take into account the potential demand and market characteristics of a port; stresses, therefore, that a European rollout strategy of alternative fuels for multimodal and industrial use through the TEN-T revision and Directive 2014/94/EU on the deployment of alternative fuels infrastructure (AFID) should follow a network approach that leads to an efficiently planned infrastructure, based on the potential market demand characteristics of a port and, where necessary, along water routes and the principle of technology neutrality;
Amendment 175 #
2021/2015(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Calls on the Commission and Member States to strengthen the synergies between the inland waterways infrastructure and the Trans-European Energy Networks, which will facilitate the energy transition of inland shipping and support the development of ports as energy hubs; highlights, in this regard, the need for better integrating inland waterways infrastructure into the European energy grid to facilitate the use of on-shore power supply; also stresses the potential of inland waterways for the transport of alternative fuels;
Amendment 179 #
2021/2015(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Points to the promising role of ports in the circular economy; calls upon the Commission to develop measures supporting circular economy activities in ports, including collection and transport of used materials, waste and recycled products, in order to unlock their potential to become circular hubs;
Amendment 188 #
2021/2015(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Stresses the need to modernise inland navigation education and training, focusing on the development of green and digital skills as well as on overcoming language barriers, thereby creating attractive jobs, particularly for young people, with high and harmonised social and safety standards and qualification levels; calls, furthermore, for the proper implementation of Directive (EU) 2017/2397 on the recognition of professional qualifications in inland navigation by Member States by 17 January 2022;
Amendment 200 #
2021/2015(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses the importance of existing EU funding instruments for greening and digitalising our European inland waterway transport sector, such as the Connecting Europe Facility (CEF), Horizon Europe and, the Structural and Cohesion Funds and the Recovery and Resilience Facility (RFF), and the need to mobilise them to finance investments in alternative fuels and adequate ship, the development and roll-out of alternative propulsion systems for vessels and infrastructure;
Amendment 209 #
2021/2015(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Stresses that the inland waterway sector consists mostly of SMEs, family businesses and smaller ports, which makes it difficult for them to make expensive investments in order to comply with the goals of the Green Deal; considers, therefore, that the scalability of required investments should be improved and the administrative burden and cost for access to funding should be significantly reduced;
Amendment 212 #
2021/2015(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Calls on the Commission to set up a dedicated European inland waterway fund, including a one-stop-shop system that is easily accessible for help and assistance and has the possibility to combine projects into a single application, thus increasing the chances for funding; stresses that the fund should be financed through thecomplement the existing reserve funds created under Regulation (EU) 546/20149 , where possible complemented with national funds and contributions, awith significant additional financial contributions from European and national financing instruments in order to leverage further investments from the industry and to address the current investment gap in financing the sustainable transition; this fund should also provide for the possibility of blending with the CEF and the Structural and Cohesion Funds; as well as financing instruments from the European Investment Bank; _________________ 9 OJ L 163, 29.5.2014, p. 15.
Amendment 219 #
2021/2015(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Calls upon the Commission to reinforce its internal resources dedicated to inland waterway transport, including human recourses, bringing them in line with the ambitions of the Green Deal, the modal shift and the Sustainable and Smart Mobility Strategy for this sector;
Amendment 223 #
2021/2015(INI)
Motion for a resolution
Subheading 7
Subheading 7
Passenger transport and, urban mobility and waterborne city logistics
Amendment 226 #
2021/2015(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Welcomes the recent Commission evaluation of the 2013 Urban Mobility Package10 ; highlights in this regard that the expected results of the Urban Mobility Plan (UMP), namely a reduction in CO2 and air pollutant emissions, less congestion and fewer road casualties in urban areas, have not consistently materialised across the EU; calls on the Commission, therefore, to encourage Member States and cities to include, where possible, waterborne city logistics and local freight distribution as well as waterborne public transport, as a safe and effective mode of transport, in their sustainable urban mobility planning (SUMP) and to enhance their urban mobility data collection; stresses, furthermore, the need to include waterborne public transport means in digital mobility platforms, such as Mobility as a Service; _________________ 10Commission staff working document of 24 February 2021 entitled 'Evaluation of the 2013 Urban Mobility Package' (SWD(2021)0047) - https://eur- lex.europa.eu/legal- content/en/TXT/?uri=CELEX:52021SC00 47
Amendment 6 #
2021/2014(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
A a. whereas more than 11.800 children and youngsters aged 0-17 years old have been killed in road traffic collisions over the last ten years in the European Union;
Amendment 17 #
2021/2014(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
C a. whereas the safety behaviour of road users (such as speed, use of protective equipment like seatbelts and crash helmets, driving without alcohol and other drugs, driving, riding and walking without distraction) and its enforcement is a key in the prevention and mitigation of fatal road accidents;
Amendment 28 #
2021/2014(INI)
Motion for a resolution
Recital G
Recital G
G. whereas the implementation of the national road safety plans and the new EU road safety policy framework requires stability in funding support and sufficient financial resources both from the Member States and the EU budget;
Amendment 33 #
2021/2014(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Calls on the Commission to explore in close cooperation with the European Investment Bank ways to facilitate public authorities' access to appropriate financial support for improving of road safety issues such as safer and cleaner transport facilities and safer fleets;
Amendment 43 #
2021/2014(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Calls on all Member States to earmark an adequate part of their national budget to support the creation of National Road Safety Fund as a mechanism for receiving the sums from the fines of the Road Traffic Code, which, coupled with EU funds, should make it possible to implement their national road safety programmes and the new 2021-2030 EU Road Safety Policy Framework;
Amendment 48 #
2021/2014(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Member States and the Commission to prioritise investments with the greatest benefit in terms of road safety, including investments in maintaining existing infrastructure and in the construction of new infrastructure; calls on Member States to acknowledge the importance of shifting transport modes to walking, cycling, and public transport as an important tool to reduce danger on the roads; welcomes, in this regard, the launch of the Safer Transport Platform initiative and calls on all interested parties to consider its use which explicitly calls for improved facilities for sustainable transport;
Amendment 54 #
2021/2014(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
Amendment 60 #
2021/2014(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Highlights that a proactive assessment of the EU road network will be a useful tool to assess the in-built safety of roads and to target investment; welcomes, in this regard, the risk mapping and safety rating of motorways and primary roads introduced in the recently revised EU infrastructure safety rules4 and calls on the Member States to designate as many primary roads in their territory as possible to increase the road safety potential of the new directive; calls on the Commission and the Member States to agree as soon as possible on a methodology to carry out systematic network-wide road assessments including elements important for safety of active roads users, as mandated in the revision of the above- mentioned act; cCalls on the Commission and the Member States to speed up the work on the specifications at EU level for the performance of road signs and markings in order to prepare the way for a higher level of automation in vehicles and on quality requirements for walking and cycling infrastructure in order to address the insufficient level of safety of active road users; _________________ 4Directive (EU) 2019/1936 of the European Parliament and of the Council of 23 October 2019 amending Directive 2008/96/EC on road infrastructure safety management, OJ L 305, 26.11.2019, p. 1.
Amendment 64 #
2021/2014(INI)
5 a. Encourages the Commission and the Member States to establish an expert group for the elaboration of a framework for road classification that better matches speed limit to road design and layout in line with the Safe System approach;
Amendment 70 #
2021/2014(INI)
Motion for a resolution
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Notes that new forms of infrastructure, such as advanced stop lines, bike boxes, cycle streets or cycle highways offer new possibilities for safe active mobility; highlights however that the lack of harmonisation of rules of the road concerning these can create confusion and make it difficult for visitors to abide by local rules;
Amendment 73 #
2021/2014(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls on the Commission, in the forthcoming revision of Directive (EU) 2015/413 on cross-border exchanges, and with a view to preventing dangerous driving behaviour and maintaining the quality of infrastructure, to revise the directive's scope to include toll enforcement;
Amendment 74 #
2021/2014(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Calls on the Member States in cooperation with the Commission to define specific safety objectives for Trans- European Networks roads in the next revision of the Trans-European Networks;
Amendment 84 #
2021/2014(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Calls upon the Member States to provide tax incentives and to encourage insurers to enable the purchase and use of safe cars;
Amendment 99 #
2021/2014(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9 a. Invites industry in cooperation with civil society to develop intelligent transport systems, ensuring that the new automated services are compatible, secure and interoperable at European level;
Amendment 118 #
2021/2014(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Notes that according to a Commission study, alcohol is estimated to be involved in around 25 % of all road fatalities, while drugs are involved in 15 % of road fatalities5 ; notes that the EU recommendation on permitted blood alcohol content dates from 2001; calls the Commission to include a zero-tolerance drink-driving limit framework in its recommendations, and to introduce an EU recommendation for zero tolerance regarding illicit psychoactive drugs and standards on roadside drug-driving enforcement; calls on the Commission to also include in the revised recommendations guidance on the fitting of alcohol interlock devices, with a special focus on repeat offenders, high- level first- time offenders and all professional drivers; _________________ 5Commission study of 18 February 2014 on the prevention of drink-driving by the use of alcohol interlock devices.
Amendment 130 #
2021/2014(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13 a. Encourages Member States to establish a National Observatory for Road Safety to collect, process and maintain a national road safety database;
Amendment 132 #
2021/2014(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Recalls that the Driving Licence Directive established a harmonised EU licence model and introduced minimum requirements for obtaining licences; notes that the directive will need to be kept up- to-date regarding new technological developments in vehicle and infrastructure technology and vehicle automation; calls on the Commission to consider introducing a graduated licencing system that encourages novice drivers to gain more experience while limiting certain high-risk activities such as driving at night and with passengers; calls on the Commission to develop minimum standards for driver training and traffic safety education with gradual alignment in the form, content and outcomes of driving courses across the EU, and to consider the inclusion in the upcoming revision of the Driving Licence Directive of the Goals for Driver Education (GDE) matrix which has three categories: knowledge and skill, risk increasing aspects and self-assessment; notes with concern that cases of irregular issuing of driving licences have been reported in several Member States and calls on the Commission to monitor this issue;
Amendment 142 #
2021/2014(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14 a. Calls on the Commission to introduce training in the cognitive skill of hazard perception for drivers and riders, expand formal training to cover driving and riding style as well as skills and encourage more accompanied driving to help gain experience. Further, calls upon the Commission to introduce further harmonisation of minimum standards for driving and riding trainers including periodic training, hazard perception training, stricter minimum education and communication skills;
Amendment 143 #
2021/2014(INI)
Motion for a resolution
Paragraph 14 b (new)
Paragraph 14 b (new)
14 b. Deplores that, more than 11.800 children and youngsters aged 0-17 years old have been killed in road traffic collisions over the last ten years in the European Union. In 2019, 889 children and youngsters died. 39% were car passengers, 25% pedestrians, 16% drivers of powered two-wheelers (PTW), and 10%were cyclists during the years 2016- 2018. Notes that mortality increases steeply at 13. Notes that in addition to vehicle safety measures, infrastructure engineering and enforcement, traffic safety and mobility education has an important role to play in making Europe’s roads safer;
Amendment 145 #
2021/2014(INI)
Motion for a resolution
Paragraph 14 c (new)
Paragraph 14 c (new)
14 c. Underlines that, road safety education helps in laying the groundwork for the realisation of Vision Zero and the Safe System approach, as it prepares young people to navigate the streets safely when they are young adults, the high-risk age group between 18 and 30years old. Calls upon the EC to develop key performance indicators (KPIs) on the provision of traffic safety and mobility education in EU Member States, and to develop EU tools to design, implement and evaluate traffic safety and mobility education. Encourages all EU Member States to ensure the provision of high quality road safety education that starts at school and which is part of a continuum of lifelong learning;
Amendment 167 #
2021/2014(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Stresses that poor enforcement of road traffic rules undermines efforts to achieve Vision Zero; encourages the Member States to set annual targets for enforcement and compliance in their road safety plans and to ensure their adequate funding; underlines that only well- explained and well-publicised consistent enforcement activities can have a long- lasting effect on driving behaviour; notes that efficiency is further enhanced if the handling of fines for detected violations is largely automated;
Amendment 185 #
2021/2014(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19 a. Stresses that the correct and complete collection of data by the Member States in cooperation with international road safety organizations and their thorough analysis based on international experience will help accelerate improvements in road safety as well as the modernization of the provisions of the Road Traffic Codes in the Member States;
Amendment 187 #
2021/2014(INI)
Motion for a resolution
Paragraph 19 b (new)
Paragraph 19 b (new)
19 b. Encourages Member States to continue developing measures to ensure post-collision care, early rehabilitation and social reintegration of road traffic accident victims, in cooperation with the relevant public policy stakeholders, in particular with those representing road traffic victims;
Amendment 195 #
2021/2014(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20 a. Calls on the Member States to implement effective horizontal policies based on real data which can solve the issue of coordination and the achievement of specific objectives across distinct policy areas, where different public bodies or authorities are usually involved;
Amendment 204 #
2021/2014(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21 a. Calls on the Commission to cooperate with Member States and other key stakeholders on developing a Europe- wide road safety culture;
Amendment 211 #
2021/2014(INI)
Motion for a resolution
Paragraph 22 a (new)
Paragraph 22 a (new)
22a. Calls on the Commission, working with the Member States, to take practical action in the Member States with higher road fatality rates and to prepare an action plan for them, sharing best practices;
Amendment 46 #
2021/2012(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Underlines that most outermost regions and islands are still highly dependent on fossil fuel imports in spite of having opportunities for renewables; calls on the Commission and the Member States to pay special attention to the development of offshore renewable energy in these territories, focusing in particular on their transport needs and tourism industries, tourism industries and fossil fuel dependence; calls, therefore, for the initiative 'Clean Energy for EU Islands' to be stepped up to promote best practices, and for more public and private financial support and technical assistance;
Amendment 50 #
2021/2012(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Recalls that the need for further offshore renewable energy development applies to all of Europe’s sea-basins and that areas with widely untapped offshore renewable potential, such as the Mediterranean Sea, require special attention, including through innovative technologies such as floating offshore wind, wave and tidal energy, while front runners, such as the North Sea, must continue to develop and to defend their leading global position for the benefit of Europe as a whole; the tremendous natural potential for offshore wind energy and good natural potential for wave and tidal energy in the Atlantic and its outermost regions, some of which are pioneers in island decarbonisation, should be reflected in the Atlantic Action Plan, revised in 2020, and help strengthen cross-border synergies;
Amendment 265 #
2021/0420(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Given the evolution of the Union infrastructure needs and the decarbonisation goals, the Conclusions of the 2020 July European Council, according to which Union expenditure should be consistent with Paris Agreement objectives and the "do no significant harm" principle, within the meaning of Article 17 of the Taxonomy Regulation17 , projects of common interest should be assessed in order to ensure that TEN-T policy is coherent with transport, environmental and climate policy objectives of the Union. Member States and other project promoters should carry out environmental assessments of plans and projects which should include the “do no significant harm” assessment based on the latest available guidance and best practice. In cases that the implementation of a project of common interest entails a significant harm to an environmental or climate objective, reasonable alternatives should be considered, in particular when the project contributes to ensuring accessibility and connectivity for the outermost, island, peripherical, and mountainous regions. __________________ 17 Regulation (EU) 2020/852 of the European Parliament and of the Council of 18 June 2020 on the establishment of a framework to facilitate sustainable investment, and amending Regulation (EU) 2019/2088 (Text with EEA relevance) (OJ L 198, 22.6.2020, p. 13).
Amendment 290 #
2021/0420(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) The core network with a deadline of 2030 and the extended core network with a deadline of 2040 should constitute the foundation of the sustainable multimodal transport network, representing the strategically most important nodes and links of the trans-European transport network, according to traffic needs. They should stimulate the development of the entire comprehensive network and enable Union action to concentrate on those components of the trans-European transport network with the highest European added value, in particular cross- border sections, including maritime cross- border nodes, missing links, multimodal connecting points and major bottlenecks.
Amendment 308 #
2021/0420(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) The land-side infrastructure network, established through the core network, extended core network and comprehensive network, should integrate with the maritime dimension of the trans- European transport network. To this end, a truly sustainable, smart, seamless and resilient European Maritime Space should be created. It should encompass all maritime infrastructure components of the trans-European transport network, while paying a special attention to islands.
Amendment 413 #
2021/0420(COD)
Proposal for a regulation
Recital 46 a (new)
Recital 46 a (new)
(46a) Maritime ports play a crucial role in the import, export, storage, distribution, production, and security of energy supply, which should be considered when assessing their role in the network.
Amendment 469 #
2021/0420(COD)
Proposal for a regulation
Recital 62
Recital 62
(62) Taking stock of the experience with regard to the crisis management during the Covid-19 pandemic25 and in order to avoid traffic disruptions and contingencies in future, Member States should take into account the security and resilience of the transport infrastructure to climate change, natural hazards, human-made disasters and other disruptions affecting the functioning of the Union transport system, when planning infrastructure. To that aim, other criteria beyond traffic volumes should be considered, and the European Transport Corridors should also include important diversionary lines which can be used in case of congestion or other problems on the principal routes. In addition, due to their multimodal nature, one mode can substitute the other in case of emergencies. __________________ 25 Communication on the implementation of the Green Lanes under the Guidelines for border management measures to protect health and ensure the availability of goods and essential services; C(2020)1897 final (OJ C 96 I, 24.3.2020, p. 1) and Communication of 28 October 2020 from the Commission to the European Parliament, the European Council and the Council on “upgrading the transport Green Lanes to keep the economy going during the COVID-19 pandemic resurgence”; COM(2020)685 final.
Amendment 498 #
2021/0420(COD)
Proposal for a regulation
Recital 71
Recital 71
(71) Taking into account the Union Action Plan on Military Mobility of March 201827 the Commission should assess the need to adapt the trans-European transport network to reflect the military use of the infrastructure. Based on the gap analysis between the trans-European transport network and the military requirements28 additional roads and railways, railways and maritime infrastructure should be included in the trans-European network to enhance the synergies between civilian and military transport networks. __________________ 27 Joint Communication to the European Parliament and the Council on the Action Plan on Military Mobility (JOIN(2018)05 final). 28 Joint Staff Working Document on the updated Gap Analysis between the military requirements and the trans-European transport network requirements, 17 July 2020, (SWD(2020) 144 final).
Amendment 538 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point b
Article 3 – paragraph 1 – point b
(b) 'neighbouring country' means a country falling within the scope of the European Neighbourhood Policy, the Enlargement Policy, and the European Economic Area, the European Free Trade Association or the EU-UK Trade and Cooperation Agreement, in the geographical, cultural and historical area of outermost regions;
Amendment 544 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point d
Article 3 – paragraph 1 – point d
(d) 'cross-border section' means the section which ensures the continuity of a project of common interest on both sides of the territorial or maritime border, between the closest urban nodes to the border of two Member States or between a Member State and a neighbouring country;
Amendment 561 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point g
Article 3 – paragraph 1 – point g
(g) 'isolated network' means the rail network of a Member State, or a part thereof, with a track gauge different from that of the European standard nominal track gauge (1435 mm), for which certain major infrastructure investments cannot be justified in economic cost-benefit terms by virtue of the specificities of that network arising from its geographic detachment or peripheral location, and which doesn't interfere with the interoperability and implementation of the corridor;
Amendment 606 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point z
Article 3 – paragraph 1 – point z
(z) ‘maritime port’ means an area of land and water made up of such infrastructure and equipment so as to permit, principally, the reception of waterborne vessels, their loading and unloading, the storage of goods, the receipt and delivery of those goods and the embarkation and disembarkation of passengers, crew and other persons and any other infrastructure necessary for transport operators within the port area, and which serves as a gateway for trade, industrial clusters and energy hubs;
Amendment 613 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a a
Article 3 – paragraph 1 – point a a
(aa) ‘short-sea shipping’ means the movement of cargo and passengers by sea between ports situated in geographical waters of Member States or between a port situated in waters of Member States and a port situated in waters of a neighbouring third country having a coastline on the enclosed seas bordering waters of the Union, or in direct proximity to the EU's outermost regions;
Amendment 635 #
2021/0420(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point a – point ii
Article 4 – paragraph 2 – point a – point ii
(ii) enabling greater use of more sustainable modes of transport, including by further developing a long-distance rail passenger network at high speed and a fully interoperable rail freight network, a reliable inland waterway and short-sea shipping for passengers and freight network across the Union;
Amendment 651 #
2021/0420(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point b – point i
Article 4 – paragraph 2 – point b – point i
(i) accessibility and connectivity of all regions of the Union, including outermost regions and other remote, insular, peripheral and mountainous regions as well as sparsely populated areas, paying a special attention to fostering connectivity within these regions;
Amendment 670 #
2021/0420(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point c – point vii a (new)
Article 4 – paragraph 2 – point c – point vii a (new)
(viia) The adaptation of regulatory standards to territorial realities;
Amendment 724 #
2021/0420(COD)
Proposal for a regulation
Article 8 – paragraph 2 – point a
Article 8 – paragraph 2 – point a
(a) contribute to the objectives falling within at least two of the four categories set out in Article 4 or in case of an outermost region if fall under Article 4(b);
Amendment 750 #
2021/0420(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point f
Article 9 – paragraph 1 – point f
(f) facilitate inland waterway transport with third countries, including third countries in direct proximity to the EU's outermost regions;
Amendment 813 #
2021/0420(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point c
Article 13 – paragraph 1 – point c
(c) the development of a seamless inland waterways, aviation and maritime infrastructure system and connections for passengers and freight;
Amendment 846 #
2021/0420(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point b
Article 15 – paragraph 2 – point b
(b) provides for a nominal track gauge for new railway lines of 1435 mm, except where the new line is an extension on a network the track gauge of which is different and detached from the main rail lines in the Union or does not interfere with the interoperability and implementation of the corridor;
Amendment 871 #
2021/0420(COD)
Proposal for a regulation
Article 15 – paragraph 3 – point a
Article 15 – paragraph 3 – point a
(a) isolated networks are exempted from the requirements under paragraph 2, points (a), (c), (d) and to (e);
Amendment 874 #
2021/0420(COD)
Proposal for a regulation
Article 15 – paragraph 3 – point b
Article 15 – paragraph 3 – point b
(b) at the request of a Member State, or a regional authority, in duly justified cases, other exemptions may be granted by the Commission by means of implementing acts in respect of the requirements referred to in paragraph 2. Any request for exemption shall be based on a socio- economic cost-benefit analysis and an assessment of the impact on interoperability. An exemption shall comply with the requirements of Directive (EU) 2016/797 of the European Parliament and of the Council58 , be coordinated and agreed with the neighbouring Member State(s) where applicable. __________________ 58 Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).
Amendment 916 #
2021/0420(COD)
Proposal for a regulation
Article 16 – paragraph 5 – point b
Article 16 – paragraph 5 – point b
(b) at the request of a Member State or a regional authority, in duly justified cases, other exemptions may be granted by the Commission by means of implementing acts in respect of the requirements referred to in paragraphs 2 to 4. Any exemption shall be based on a socio-economic cost- benefit analysis and an assessment of the impact on interoperability. An exemption shall comply with the requirements of Directive (EU) 2016/797, be coordinated and agreed with the neighbouring Member State(s) where applicable.
Amendment 976 #
2021/0420(COD)
Proposal for a regulation
Article 17 – paragraph 6
Article 17 – paragraph 6
6. At the request of a Member State or a regional authority, in duly justified cases, exemptions may be granted by the Commission by means of implementing acts in respect of requirements referred to in paragraphs 1 to 5. Any request for exemption shall be based on a socio- economic cost-benefit analysis and an assessment of the impact on interoperability. An exemption shall comply with the requirements of Directive (EU) 2016/797 of the European Parliament and of the Council59 , be coordinated and agreed with the neighbouring Member State(s) where applicable. __________________ 59 Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).
Amendment 1060 #
2021/0420(COD)
Proposal for a regulation
Article 20 – paragraph 3 – introductory part
Article 20 – paragraph 3 – introductory part
3. AIn inland port shallorder to be part of the comprehensive network where itan inland port shall meets the following conditions:
Amendment 1061 #
2021/0420(COD)
Proposal for a regulation
Article 20 – paragraph 3 – point a
Article 20 – paragraph 3 – point a
(a) it has an annual freight transhipment volume exceeding 500,000 tonnes. The total annual freight transhipment volume shall be based on the latest available three-year average, based on the statistics published by Eurostat, or it has an annual volume of passenger traffic volume exceeding 500.000 persons. The reference amount for this total volume is the latest available three-year average;
Amendment 1112 #
2021/0420(COD)
Proposal for a regulation
Article 24 – paragraph 1
Article 24 – paragraph 1
1. The European Maritime Space connects and integrates the maritime components described in paragraph 2 with the landside network through the creation or upgrading of short-sea shipping routes between two or more maritime ports on the Union territory or between one or more port(s) on the Union territory and a port on the territory of a neighbouring third country having a coastline on the enclosed seas bordering waters of the Union or in the geographical area of outermost regions, and through the development of maritime ports on the Union territory and their hinterland connections to provide an efficient, viable and sustainable integration with other modes of transport.
Amendment 1129 #
2021/0420(COD)
Proposal for a regulation
Article 24 – paragraph 4 – point d
Article 24 – paragraph 4 – point d
(d) it is located in an outermost region or a peripheral area, outside a radius of 200 km from the nearest other port in the comprehensivre network.
Amendment 1145 #
2021/0420(COD)
Proposal for a regulation
Article 24 – paragraph 4 a (new)
Article 24 – paragraph 4 a (new)
4a. Each Outermost Region shall have at least one maritime port in the core network, if requested by the Member State after consulting the European Commission;
Amendment 1181 #
2021/0420(COD)
Proposal for a regulation
Article 27 – paragraph 1 – point g a (new)
Article 27 – paragraph 1 – point g a (new)
(ga) promoting ferry transport as a sustainable mode of passenger transport, including in urban nodes, where applicable;
Amendment 1242 #
2021/0420(COD)
Proposal for a regulation
Article 32 – paragraph 2 a (new)
Article 32 – paragraph 2 a (new)
2a. Each Outermost Region shall have at least one airport in the core network, if requested by the Member State after consulting the European Commission;
Amendment 1264 #
2021/0420(COD)
Proposal for a regulation
Article 33 – paragraph 1 – point g
Article 33 – paragraph 1 – point g
Amendment 1402 #
2021/0420(COD)
Proposal for a regulation
Article 44 – paragraph 1 – point k a (new)
Article 44 – paragraph 1 – point k a (new)
(ka) Encourage research and development of green and innovative alternatives in territories exempt from TEN-T technical measures, such as islands and outermost regions;
Amendment 1618 #
2021/0420(COD)
Proposal for a regulation
Article 62 – paragraph 3 – subparagraph 2
Article 62 – paragraph 3 – subparagraph 2
Amendment 1699 #
2021/0420(COD)
Proposal for a regulation
Annex 1 – part 17/23
Annex 1 – part 17/23
Add the following to the core network: Porto - Vila Real - Bragança - Zamora (passenger and cargo rail/ ≥ 200 km/h)
Amendment 1700 #
2021/0420(COD)
Proposal for a regulation
Annex 1 – part 17/23
Annex 1 – part 17/23
Add the following to the core network: - Lagos - Vila Real de Santo António (passenger rail/ ≥ 200 km/h
Amendment 1769 #
2021/0420(COD)
Proposal for a regulation
Annex 2 - table - section PT
Annex 2 - table - section PT
Node Name: Caniçal (Madeira) Maritime Port: Core
Amendment 1770 #
2021/0420(COD)
Proposal for a regulation
Annex 2 - table - section PT
Annex 2 - table - section PT
Node Name: Madeira Maritime Port: Core
Amendment 234 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for low- and zero- emission vehicles’:
Amendment 270 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 57
Article 2 – paragraph 1 – point 57
(57) ‘ship at berth’ means a ship at bwhich is securely moored or anchored along a quay in a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757e jurisdiction of a Member State while it is loading, unloading or hotelling, including the time spent when not engaged in cargo operations;
Amendment 352 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point b – point ii a (new)
Article 3 – paragraph 2 – point b – point ii a (new)
(iia) The 60 km distance shall be considered for sections of both TEN-T core and comprehensive networks with a traffic of minimum [ ] vehicles/week. Member States shall ensure for the other sections a distance in accordance with the sections traffic.
Amendment 363 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
3a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 395 #
2021/0223(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
3. This Regulation establishes a reporting mechanism to stimulate cooperation and ensures a robust tracking of progress. The mechanism shall comprise a structured, transparent, iterative and multi-level governance process between the Commission and Member States for the purpose of the finalisation of the national policy frameworks, taking into account existing local and regional strategies for the deployment of alternative fuels infrastructure, and their subsequent implementation and corresponding Commission action.
Amendment 398 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – introductory part
Article 2 – paragraph 1 – point 3 – introductory part
(3) ‘alternative fuels’ means fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute, on a permanent basis or for a transitional phase, to its decarbonisation and enhance the environmental performance of the transport sector, including:
Amendment 403 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for low- and zero- emission vehicles’:
Amendment 408 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 2
Article 2 – paragraph 1 – point 3 – point a – indent 2
– hydrogen and hydrogen derived fuels,
Amendment 419 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
Article 2 – paragraph 1 – point 3 – point b – indent 1
– biomass fuels and biofuels as defined in Article 2, points (27) and (33) of Directive (EU) 2018/2001such as bio-hydrogen, bio-ammonia, bio- methanol, bio-methane, bio-LNG, bio- CNG, bio-LPG or RCF,
Amendment 422 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 2
Article 2 – paragraph 1 – point 3 – point b – indent 2
– synthetic and paraffinic fuels, including ammoniae-hydrogen, e-ammonia, e- methanol, e-methane, e-LNG, rDME or RFNBO, produced from renewable energy,
Amendment 439 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2a. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 476 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 57
Article 2 – paragraph 1 – point 57
(57) ‘ship at berth’ means ship at b ship which is securely moored along a quay in a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757e jurisdiction of a Member State while it is loading, unloading or hoteling, including the time spent when not engaged in cargo operations;
Amendment 493 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 4
Article 5 – paragraph 4
4. Prices charged by operators of publicly accessible recharging points shall be reasonable and affordable, easily and clearly comparable, transparent and non- discriminatory. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, the level of prices may only be differentiated in a proportionate manner, according to an objective justification.
Amendment 500 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2
Article 3 – paragraph 1 – indent 2
– in their territory, publicly accessible recharging stations dedicated to light-duty vehicles are deployed in a territorially balanced manner that provide sufficient power output for those vehicles.
Amendment 507 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2 a (new)
Article 3 – paragraph 1 – indent 2 a (new)
- the grid connection and the grid capacity are provided.
Amendment 516 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
6. Prices charged by mobility service providers to end users shall be reasonable and affordable, transparent and non- discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the recharging session, and specific to their intended recharging session, through freely available, widely supported electronic means, clearly distinguishing the price components charged by the operator of recharging point, applicable e-roaming costs and other fees or charges applied by the mobility service provider. The fees shall be reasonable and affordable, transparent and non- discriminatory. No extra charges for cross- border e-roaming shall be applied.
Amendment 527 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – introductory part
Article 3 – paragraph 2 – introductory part
2. Member States shall ensure a minimum coverage of publicly accessible recharging points dedicated to light-duty vehicles on the road network in their territory, where there is demand and taking into consideration the traffic density and the costs. To that end, Member States shall ensure that:
Amendment 533 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – introductory part
Article 3 – paragraph 2 – point a – introductory part
(a) along the TEN-T core network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 6100 km in-between them:
Amendment 544 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point b – introductory part
Article 3 – paragraph 2 – point b – introductory part
(b) along the TEN-T comprehensive network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed, where there is demand and taking into consideration the traffic density and the costs, in each direction of travel with a maximum distance of 60 km in-between them:
Amendment 547 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point b – introductory part
Article 3 – paragraph 2 – point b – introductory part
(b) along the TEN-T comprehensive network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 6100 km in-between them:
Amendment 560 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 3 a (new)
Article 6 – paragraph 3 a (new)
3a. Paragraph 1 shall not apply to outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 561 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 a (new)
Article 3 – paragraph 2 a (new)
2 a. The minimum distance requirement laid down in paragraph 2 - points (a) and (b) shall not apply to sections with a traffic density of less than [ ] vehicles per week. For such sections, Member States shall ensure an adequate distance in accordance with the sections traffic demands.
Amendment 569 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
3 a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 573 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3 b (new)
Article 3 – paragraph 3 b (new)
3 b. Member States shall ensure that targets in densely populated areas and regions with high uptake in registered light-duty electricity vehicles are increased accordingly in order to provide the necessary infrastructure and support the market development.
Amendment 579 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – introductory part
Article 4 – paragraph 1 – point a – introductory part
(a) along the TEN-T core network, publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 6100 km in-between them:
Amendment 586 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – point i
Article 4 – paragraph 1 – point a – point i
(i) by 31 December 202530, each recharging pool shall offer a power output of at least 1400 kW and include at least one recharging station with an individual power output of at least 350 kW;
Amendment 590 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – point ii
Article 4 – paragraph 1 – point a – point ii
(ii) by 31 December 20305, each recharging pool shall offer a power output of at least 3500 kW and include at least two recharging stations with an individual power output of at least 350 kW;
Amendment 592 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 e (new)
Article 8 – paragraph 1 e (new)
1e. The provisions of this Article shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 592 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b – introductory part
Article 4 – paragraph 1 – point b – introductory part
(b) along the TEN-T comprehensive network, publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed, where there is demand and taking into consideration the traffic density and the costs, in each direction of travel with a maximum distance of 100 km in-between them:
Amendment 617 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point c a (new)
Article 9 – paragraph 2 – point c a (new)
(ca) several short port calls to load and unload at different berths in the same port;
Amendment 618 #
2021/0223(COD)
(d) by 31 December 202530, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 600 kW are deployed, provided by recharging stations with an individual power output of at least 150 kW;
Amendment 621 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. Where the maritime port of the TEN-T core network and the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources, or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 624 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 3 a (new)
Article 9 – paragraph 3 a (new)
3a. Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
Amendment 626 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e a (new)
Article 4 – paragraph 1 – point e a (new)
(e a) Member States shall ensure that the grid connection and the grid capacity necessary is provided.
Amendment 634 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2 a. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 635 #
2021/0223(COD)
Proposal for a regulation
Article 10 – paragraph 1 – point b a (new)
Article 10 – paragraph 1 – point b a (new)
(ba) Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
Amendment 656 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2a. Where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 662 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. By 1 January 2024, each Member State shall, jointly with regional, national and local authorities, prepare and send to the Commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.
Amendment 665 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a
Article 13 – paragraph 1 – subparagraph 1 – point a
(a) an assessment of the current state and future development of the market as regards alternative fuels in the transport sector, and of the development of alternative fuels infrastructure, considering intermodal access of alternative fuels infrastructure and, where relevant, cross- border continuity and mobility and accessibility between outermost regions and between them and the mainland;
Amendment 697 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
(pa) a comprehensive investment plan laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include the infrastructures outside the TEN-T network;
Amendment 704 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
(pb) a deployment plan for grid connections and capacity.
Amendment 709 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. Member States shall ensure that the national policy frameworks take into account the needs of the different regions and transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.
Amendment 717 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
6. Prices charged by mobility service providers to end users shall be reasonable, and affordable, transparent and non- discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the recharging session, and specific to their intended recharging session, through freely available, widely supported electronic means, clearly distinguishing the price components charged by the operator of recharging point, applicable e-roaming costs and other fees or charges applied by the mobility service provider. The fees shall be reasonable and affordable, transparent and non- discriminatory. No extra charges for cross- border e-roaming shall be applied.
Amendment 721 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 6
Article 13 – paragraph 6
6. Each Member State shall make available to the public its draft national policy framework, including a comprehensive financing plan, and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.
Amendment 723 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 7 – point b a (new)
Article 13 – paragraph 7 – point b a (new)
(ba) if policies and measures are geographically distributed across the regions within the Member State.
Amendment 750 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 1
Article 6 – paragraph 1 – subparagraph 1
To that end Member States shall ensure that by 31 December 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the TEN-T core and the TEN-T comprehensive network. The latter is justify where there is demand and taking into consideration the traffic density and the costs. Liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them.
Amendment 754 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 – point j a (new)
Article 15 – paragraph 4 – point j a (new)
(ja) the alternative fuel infrastructure in outermost regions and islands.
Amendment 758 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 2
Article 6 – paragraph 1 – subparagraph 2
They shall ensure that by 31 December 20305, at least one publicly accessible hydrogen refuelling station is deployed in each urban node. An analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied.
Amendment 766 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 3 a (new)
Article 6 – paragraph 3 a (new)
3 a. Paragraph 1 shall not apply to outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 804 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 b (new)
Article 8 – paragraph 1 b (new)
Further targets, including for the TEN-T comprehensive network, shall be set by Member States, in accordance with reasonable national and EU-wide market share and transit traffic share indicators, allowing for unhindered use of the LNG, CNG and LPG fleets.
Amendment 805 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 c (new)
Article 8 – paragraph 1 c (new)
All newly-built infrastructure for LNG, CNG and LPG should be compatible with renewable fuels and allowing for progressive blending with and the gradual replacement of alternative fossil fuels.
Amendment 807 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 e (new)
Article 8 – paragraph 1 e (new)
The provisions of this Article shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 819 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
1. Member States shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. To that end, Member States shall take the necessary measures to ensure that by 1 January 20305:
Amendment 821 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point a
Article 9 – paragraph 1 – point a
(a) TEN-T core and TEN-T comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing container ships above 5000 gross tonnes, in the previous three years, is above 50 have sufficient shore-side power output to meet at least 90% of that demand; TEN-T comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing container ships above 5000 gross tonnes, in the previous three years, is above 50 have sufficient shore-side power output to meet at least 60% of that demand.
Amendment 831 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point b
Article 9 – paragraph 1 – point b
(b) TEN-T core and TEN-T comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes, in the previous three years, is above 40 have sufficient shore-side power output to satisfy at least 90% of that demand; TEN- T comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes, in the previous three years, is above 40 have sufficient shore-side power output to satisfy at least 60% of that demand.
Amendment 839 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) TEN-T core andmaritime ports whose average annual number of port calls over the last three years by passenger ships other than ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes, in the previous three years, is above 25 have sufficient shore-side power output to meet at least 90% of that demand. TEN-T comprehensive maritime ports whose average annual number of port calls over the last three years by passenger ships other than ro-ro passenger ships and high- speed passenger craft above 5000 gross tonnes, in the previous three years, is above 25 have sufficient shore-side power output to meet at least 960% of that demand.
Amendment 847 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point c a (new)
Article 9 – paragraph 1 – point c a (new)
(c a) the ports shall decide the implementation of points (a), (b) and (c) requirements in accordance with number of calls by terminal.
Amendment 866 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point b
Article 9 – paragraph 2 – point b
(b) port calls by ships that use low and zero- emission technologies, as specified in Annex III of the proposal for a Regulation COM(2021)562;
Amendment 871 #
2021/0223(COD)
(c a) several short port calls to load and unload at different berths in the same port;
Amendment 873 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. Where the maritime port of the TEN-T core network and the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources. , or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 887 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 3 a (new)
Article 9 – paragraph 3 a (new)
3 a. Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
Amendment 894 #
2021/0223(COD)
Proposal for a regulation
Article 10 – paragraph 1 – point b
Article 10 – paragraph 1 – point b
(b) at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all TEN-T comprehensive inland waterway ports by 1 January 2030, where there is demand and taking into consideration the traffic density and the costs.
Amendment 897 #
2021/0223(COD)
Proposal for a regulation
Article 10 – paragraph 1 – point b a (new)
Article 10 – paragraph 1 – point b a (new)
(b a) sufficient grid capacity and connection, power reserve and frequency conversion to the ports are available.
Amendment 927 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. Member States shall ensure that airport managing bodies and suppliers of groundhandling services of all TEN-T core and comprehensive network airports ensure the provision of electricity supply, through any technology available to them, to stationary aircraft by:
Amendment 933 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 1 (new)
Article 12 – paragraph 1 – subparagraph 1 (new)
Short-term parking positions such as de- icing positions, parking positions in military areas and parking positions for general air traffic (below 5,7 to MTOW) shall not be covered by this paragraph.
Amendment 935 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 1 a (new)
Article 12 – paragraph 1 a (new)
1 a. Member States may exempt airports of the TEN-T comprehensive network, with less than 15 000 commercial flight movements per year, in the last three years, from the obligation to provide electricity to stationary aircraft at all outfield posts.
Amendment 938 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2 a. Where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 948 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. By 1 January 2024, each Member State shall, jointly with regional, national and local authorities prepare and send to the Commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.
Amendment 953 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a
Article 13 – paragraph 1 – subparagraph 1 – point a
(a) an assessment of the current state and future development of the market as regards alternative fuels in the transport sector, and of the development of alternative fuels infrastructure, considering intermodal access of alternative fuels infrastructure and, where relevant, cross- border continuity and mobility and accessibility between outermost regions and between them and the mainland;
Amendment 981 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
(k a) measures to ensure that the density of publicly accessible alternative fuels infrastructure available at national level takes into account the population density and the number of registrations of vehicles, powered by alternative fuels in the local area based on NUTS 3 level in accordance with the latest NUTS classification;
Amendment 1009 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
(p a) a comprehensive investment plan laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include the infrastructures outside the TEN-T network;
Amendment 1019 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 a (new)
Article 13 – paragraph 1 a (new)
1 a. Without prejudice to paragraph 1 and before the deadline set therein, Member States are invited to submit preliminary national policy frameworks in order to ensure a smooth and quick development and deployment of the infrastructure. When a Member State decides to hand in a preliminary national policy framework, the Commission shall assess the preliminary national policy framework and issue recommendations no later than six months after the submission of the preliminary national policy frameworks.
Amendment 1021 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. Member States shall ensure that the national policy frameworks take into account the needs of the different regions and transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.
Amendment 1028 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 3
Article 13 – paragraph 3
3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of all the stakeholders concerned.
Amendment 1031 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 3 a (new)
Article 13 – paragraph 3 a (new)
3 a. Members States, in their policy frameworks, shall take into account regional disparities and pay special attention to less developed regions (at NUTS-2 level), especially those with Regional GDP (PPS per inhabitant in % of the EU 27) under 50.
Amendment 1040 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 7 – point b a (new)
Article 13 – paragraph 7 – point b a (new)
(b a) if policies and measures are geographically distributed across the regions within the Member State.
Amendment 1050 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 3
Article 14 – paragraph 3
Amendment 1053 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 4
Article 14 – paragraph 4
4. On the basis of input from transmission system operators and distribution system operators, the regulatory authority of a Member States shall assess, at the latest by 1 30 June 2024 and periodically every three years thereafter, the potential contribution of bidirectional charging to the penetration of renewable electricity into the electricity system. That assessment shall be made publicly available. On the basis of the results of the assessment, Member States shall take, if necessary, the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points, in both public and private areas and include them in their progress report referred to in paragraph 1.
Amendment 1055 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 3 – introductory part
Article 15 – paragraph 3 – introductory part
3. The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) one yearsix months after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:
Amendment 1076 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 – point j a (new)
Article 15 – paragraph 4 – point j a (new)
(j a) the alternative fuel infrastructure in outermost regions and islands.
Amendment 1079 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 a (new)
Article 15 – paragraph 4 a (new)
4 a. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every third year until 2050, the results of an evaluation on the functioning of this Regulation, with emphasis on this Regulation’s effects on the functioning of the single market, the competitiveness of affected sectors and the magnitude of carbon leakage.
Amendment 1081 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 c (new)
Article 15 – paragraph 4 c (new)
4 c. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities in the Member States shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.
Amendment 1140 #
2021/0223(COD)
Proposal for a regulation
Article 21 a (new)
Article 21 a (new)
Amendment 1149 #
2021/0223(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b – indent 8
Annex I – paragraph 1 – point 1 – point b – indent 8
– Shore side electricity supply at maritime ports of the TEN-T core and TEN-T comprehensive network, including exact location (port), grid capacity, and capacity of each installation within the port;
Amendment 57 #
2021/0211(COD)
Proposal for a directive
Recital 15
Recital 15
(15) In 2013, the Commission adopted a strategy for progressively integrating maritime emissions into the Union's policy for reducing greenhouse gas emissions. As a first step in this approach, the Union established a system to monitor, report and verify emissions from maritime transport in Regulation (EU) 2015/757 of the European Parliament and of the Council47 , to be followed by the laying down of reduction targets for the maritime sector and the application of a market based measure. In line with the commitment of the co- legislators expressed in Directive (EU) 2018/410 of the European Parliament and of the Council48 , action by the International Maritime Organization (IMO) or the Union should start from 2023, including preparatory work on adoption and implementation of a measure ensuring that the sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement and due consideration being given by all stakeholders. These actions should avoid creating carbon and business leakage, and should take due consideration of the competitiveness of the European maritime industry, including the competitive position of EU ports. __________________ 47Regulation (EU) 2015/757 of the European Parliament and of the Council of 29 April 2015 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending Directive 2009/16/EC (OJ L 123, 19.5.2015, p. 55). 48Directive (EU) 2018/410 of the European Parliament and of the Council of 14 March 2018 amending Directive 2003/87/EC to enhance cost-effective emission reductions and low-carbon investments, and Decision (EU) 2015/1814 (OJ L 76, 19.3.2018, p. 3).
Amendment 61 #
2021/0211(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Pursuant to Directive (EU) 2018/410, the Commission should report to the European Parliament and to the Council on the progress achieved in the IMO towards an ambitious emission reduction objective, and on accompanying measures to ensure that the maritime transport sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement. Efforts to limit global maritime emissions through the IMO are under way and should be encouraged. However, while the recent progress achieved through the IMO is welcome, these measures will not be sufficient to achieve the objectives of the Paris Agreement. Given the international character of shipping, a global market- based measure would be the most suitable and effective option. The Commission in collaboration with Member States should therefore further step up diplomatic efforts to make progress on the development of such a global market- based measure at the International Maritime Organization (IMO) level. Overall, EU initiatives addressing emissions from shipping should be compatible with IMO efforts in order to avoid carbon leakage and leakage of business to ports outside Europe.
Amendment 63 #
2021/0211(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16 a) Evasive port calls at neighbouring non-EU ports could seriously jeopardise the effectiveness of the maritime ETS, as it would not reduce total shipping emissions. It could even increase overall emissions, in particular when evasion leads to longer voyages to and from third countries with lower environmental standards
Amendment 65 #
2021/0211(COD)
Proposal for a directive
Recital 23 a (new)
Recital 23 a (new)
(23a) Special consideration should be given to promoting accessibility for the outermost regions of the Union. Therefore, a derogation from this Directive should be provided for emissions from maritime voyages to and from the outermost regions due to their dependency on maritime transport for territorial continuity, for import of raw materials, essential goods and other products, as well as for some exports.
Amendment 66 #
2021/0211(COD)
Proposal for a directive
Recital 17
Recital 17
(17) In the European Green Deal, the Commission stated its intention to take additional measures to address greenhouse gas emissions from the maritime transport sector through a basket of measures to enable the Union to reach its emissions reduction targets. In this context, Directive 2003/87/EC should be amended to include the maritime transport sector in the EU ETS in order to ensure this sector contributes to the increased climate objectives of the Union as well as to the objectives of the Paris Agreement, which requires developed countries to take the lead by undertaking economy-wide emission reduction targets, while developing countries are encouraged to move over time towards economy-wide emission reduction or limitation targets.49 Considering that emissions from international aviation outside Europe should be capped from January 2021 by global market-based action while there is no action in place that caps or prices maritime transport emissions, it is appropriate that the EU ETS covers a share of the emissions from voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country, with the third country being able to decide on appropriate action in respect of the other share of emissions. The extension of the EU ETS to the maritime transport sector should thus include half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and half of the emissions at berth in a port under the jurisdiction of a Member State. This approach has been noted as a practical way to solve the issue of Common but Differentiated Responsibilities and Capabilities, which has been a longstanding challenge in the UNFCCC context. The coverage of a sharelf of the emissions from both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of the EU ETS, notably by increasing the environmental impact of the measure compared to a geographical scope limited to voyages within the EU, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. Toand a half of the emissions for the intra-EU voyages ensures the equal footing for EU maritime sector, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. The extension of the ETS to maritime sector should affect Member States in a fair and equal manner, taking into account their specific circumstances, such as those relating to climate and weather conditions. Furthermore, the definition of port call applied in the EU ETS Directive and in Regulation(EU) 2015/757 should consider the risk of carbon and business leakage arising from the implementation of a regional ETS. Accordingly, the definition of port call must account for, and help prevent, vessels evading the EU ETS through evasive port calls on ports in countries neighbouring the EU. To that end, a port call must include a significant transfer of cargo from one vessel to another for the purposes of transhipment, or significant bunkering. То ensure a smooth inclusion of the sector in the EU ETS, the surrendering of allowances by shipping companies should be gradually increased with respect to verified emissions reported for the period 20236 to 20258. To protect the environmental integrity of the system, to the extent that fewer allowances are surrendered in respect of verified emissions for maritime transport during those years, once the difference between verified emissions and allowances surrendered has been established each year, a corresponding a number of allowances should be cancelled. As from 20269, shipping companies should surrender the number of allowances corresponding to all of their verified emissions reported in the preceding year. __________________ 49 Paris Agreement, Article 4(4).
Amendment 71 #
2021/0211(COD)
Proposal for a directive
Recital 17 a (new)
Recital 17 a (new)
(17 a) The EU ETS should contribute to effectively decarbonising maritime transport activities as much as possible. The transition from fossil fuels to renewable and low-carbon fuels will play a considerable role in that process. However, considering the high level of competition between shipping companies and the important price differential between conventional fuels and renewable and low-carbon fuels, this transition should be supported through economic incentives that reflect the environmental benefit of alternative fuels and make them more competitive for shipping companies thereby avoiding carbon leakage. For this purpose, free allowances should be allocated to shipping companies, in proportion to the amount of alternative fuels used and reported. The amount of allowances allocated for free should be adjusted with multipliers in order to take into account that some types of alternative fuels deliver higher environmental benefits and are more costly to purchase for shipping companies. The Commission should regularly review the level of the multipliers based on fuels market price information.
Amendment 72 #
2021/0211(COD)
Proposal for a directive
Recital 17 a (new)
Recital 17 a (new)
(17 a) To avoid the negative impacts in terms of emission reduction and competitiveness of a regional measures, Directive 2003/87/EC should find solutions to limit the risk of carbon leakage linked to rerouting and evasion calls, as well as recognise and mitigate the possible negative impacts of such a regional system on the competitiveness and connectivity of ports in Europe, as well as the possible negative impact on the modal split.
Amendment 74 #
2021/0211(COD)
Proposal for a directive
Recital 17 b (new)
Recital 17 b (new)
(17 b) Where necessary, the Commission should review Regulation 2015/757, to ensure that the information on the use of all types of alternative fuels, is available for the purpose of determining the amount of free allowances under the EU ETS.
Amendment 77 #
2021/0211(COD)
Proposal for a directive
Recital 17 c (new)
Recital 17 c (new)
(17 c) A Maritime Transition Fund (‘the Maritime Fund’) should be established to provide funds to the Member States to support their policies supporting maritime transport sector decarbonisation. This should be achieved notably through development of innovative technologies for decarbonising the sector, production of sustainable alternative fuels as defined in Regulation on the use of renewable and low-carbon fuels in maritime transport XXX/XXX, including systems for collection of raw materials for alternative fuels, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new engines and technologies, and ports infrastructure. The Commission should submit legislative proposals for the creation of a Maritime Fund. The Maritime Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of maritime allowances. The Maritime Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article322 TFEU, in particular Regulation(EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council.
Amendment 81 #
2021/0211(COD)
Proposal for a directive
Recital 19
Recital 19
(19) The Commission should review the functioning ofBefore the entry into force of the provisions of amended Directive 2003/87/EC in relation to maritime transport activities in the light of experience of its application, including in relation to possible evasive practices, and should then propose measures to ensure its effectiveness. , the Commission should conduct an impact assessment, in close cooperation with the relevant stakeholders, based on real data, determining possible impacts of these provisions on carbon leakage, delocation of calls and port business to ports outside the EU, connectivity of ports in Europe and where relevant on the modal shift. Such a dedicated impact assessment is a precondition for the EU ETS to work as intended, in particular in the light of possible evasive practices. If the impact assessment determines a risk of a negative impact on the maritime sector and EU ports, the Commission should propose preventive measures to address it, including recommendations for specific provisions based on ports in EU sea- basins or in neighbouring EU countries, in order to ensure level playing field and effectiveness of the EUETS. Alignment with a market-based measure developed in the IMO should be closely examined as a means of addressing potential negative impacts of a regional EU ETS scope. In addition, the Commission should conduct a synergistic impact assessment investigating the effect of all Fit for 55 proposals, including analysis on EU competitiveness, potential risk of mobility reduction and cost effectiveness of GHG emissions reductions.
Amendment 89 #
2021/0211(COD)
Proposal for a directive
Recital 23 a (new)
Recital 23 a (new)
(23 a) Special consideration should be given to promoting accessibility for the outermost regions of the Union. Therefore, a derogation from this Directive should be provided for emissions from maritime voyages to and from the outermost regions due to their dependency on maritime transport for territorial continuity, for import of raw materials, essential goods and other products, as well as for some exports.
Amendment 91 #
2021/0211(COD)
Proposal for a directive
Recital 25 a (new)
Recital 25 a (new)
(25 a) To ensure that there is a level playing field for ships that navigate in ice conditions and other ships, a specific method should be applied to take into account additional emissions related to navigation in ice conditions and additional emissions of ice-classed ships when sailing in open water, while ensuring that emissions trading through the ETS continues to drive down emissions in the maritime sector. To that end, relevant provisions on the transfer, surrender and cancellation of allowances under Directive 2003/87/EC should be modified accordingly.
Amendment 94 #
2021/0211(COD)
Proposal for a directive
Recital 28
Recital 28
(28) Achieving the increased climate ambition will require substantial public resources in the EU as well as national budgets to be dedicated to the climate transition. To complement and reinforce the substantial climate-related spending in the EU budget, all auction revenues that are not attributed to the Union budget should be used for climate-related purposes. This includes the use for financial support to address social aspects in lower- and middle-income households by reducing distortive taxes. Further, to address distributional and social effects of the transition in low-income Member States, an additional amount of 2,5 % of the Union-wide quantity of allowances from [year of entry into force of the Directive] to 2030 as well as equivalent of 1.5% of the total quantity of allowances from the amount above 400 million allowances set aside in Market Stability Reserve for the purpose of Modernisation Fund should be used to fund the energy transition of the Member States with a gross domestic product (GDP) per capita below 65 % of the Union average in 2016- 2018, through the Modernisation Fund referred to in Article 10d of Directive 2003/87/EC. For the EU ETS to contribute to lowering global GHG emissions and enabling decarbonisation, a substantial share of the EU ETS revenues generated by the maritime and aviation sector or the equivalent amounts should be used to enable the decarbonisation of those sectors, EU ports and aerodromes.
Amendment 99 #
2021/0211(COD)
Proposal for a directive
Recital 33
Recital 33
(33) The scope of the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC should be extended to support installation of non-break through technologies in industrial processes that have an enormous GHG-saving potential but are not market-ready as well as innovation in low-carbon technologies and processes that concern the consumption of fuels in the sectors of buildings and road transport. In addition, the Innovation Fund should serve to support investments to decarbonise the maritime transport sector through research into breakthrough solutions, support for the deployment of innovative technologies, including investments in sustainable alternative fuels, such as hydrogen and ammonia that are produced from renewables, first industrial application, refuelling and recharging infrastructure in ports, including connection to electricity grid and other energy infrastructures, as well as zero- emission propulsion technologies like wind technologies. Considering that revenues generated from penalties raised in Regulation xxxx/xxxx [FuelEU Maritime]52 are allocated to the Innovation Fund as external assigned revenue in accordance with Article 21(5) of the Financial Regulation, the Commission should ensure that due consideration is given to support for innovative projects aimed at accelerating the development and deployment of renewable and low carbon fuels in the maritime sector, as specified in Article 21(1) of Regulation xxxx/xxxx [FuelEU Maritime]. To ensure sufficient funding is available for innovation within this extended scope, the Innovation Fund should be supplemented with 50 million allowances, stemming partly from the allowances that could otherwise be auctioned, and partly from the allowances that could otherwise be allocated for free, in accordance with the current proportion of funding provided from each source to the Innovation Fund. To foster innovation in breakthrough technologies as soon as possible, the Commission should ensure that the financing made available through the Innovation Fund is ‘frontloaded’ during the first years of implementation of the present Directive. __________________ 52[add ref to the FuelEU Maritime Regulation].
Amendment 107 #
2021/0211(COD)
Proposal for a directive
Recital 38
Recital 38
(38) The scope of the Modernisation Fund should be aligned with the most recent climate objectives of the Union by requiring that investments are consistent with the objectives of the European Green Deal and Regulation (EU) 2021/1119, and eliminatcontinuing the support to any investments related to fossil fueltransitional fuels and technologies. In addition, the percentage of the Modernisation Fund that needs to be devoted to priority investments should be increased to 80 %; energy efficiency should be targeted as a priority area at the demand side; and support of households to address energy poverty, including in rural and remote areas, should be included within the scope of the priority investments.
Amendment 109 #
2021/0211(COD)
Proposal for a directive
Recital 40
Recital 40
(40) Renewable liquid and gaseous fuels of non-biological origin and recycled carbon fuels can be important to reduce greenhouse gas emissions in sectors that are hard to decarbonise. Where recycled carbon fuels and renewable liquid and gaseous fuels of non-biological origin are produced from captured carbon dioxide under an activity covered by this Directive, the emissions should be accounted under that activity, where the CO2 is emitted into the atmosphere. To ensure that renewable fuels of non-biological origin and recycled carbon fuels contribute to greenhouse gas emission reductions and to avoid double counting for fuels that do so, it is appropriate to explicitly extend the empowerment in Article 14(1) to the adoption by the Commission of implementing acts laying down the necessary adjustments for how and where to account for the eventual release of carbon dioxide and how to avoid double counting to ensure appropriate incentives are in place for capturing the CO2, taking also into account the treatment of these fuels under Directive (EU) 2018/2001.
Amendment 110 #
2021/0211(COD)
Proposal for a directive
Recital 42
Recital 42
(42) The further exclusion of installations using exclusively biomass from the EU ETS haswill lead to situations where installations combusting a high share of biomass have obtained windfall profits by receiving free allowances greatly exceeding actual emissions. Therefore, aa lack of certainty over updating the benchmark values for free allocation and disincentive a full transition to a zero-carbon energy source. A 100% threshold value for zero- rated biomass combustion should be maintroduced above whichained for installations arto be excluded from the EU ETS. The threshold value of 95 % is in line with the uncertainty parameter set out in Article 2(16) of Commission Delegated Regulation (EU) 2019/33156 . __________________ 56 Commission Delegated Regulation (EU) 2019/331 of 19 December 2018 determining transitional Union-wide rules for harmonised free allocation of emission allowances pursuant to Article 10a of Directive 2003/87/EC of the European Parliament and of the Council (OJ L 59, 27.2.2019, p. 8).
Amendment 136 #
2021/0211(COD)
Proposal for a directive
Recital 46
Recital 46
(46) The regulated entities in the two new sectors and the point of regulation should be defined in line with the system of excise duty established by Council Directive (EU) 2020/26258 , with the necessary adaptations, as that Directive already sets a robust control system for all quantities of fuels released for consumption for the purposes of paying excise duties. End- users of fuels in those sectors should not be subject to obligations under Directive 2003/87/EC. __________________ 58Council Directive (EU) 2020/262 of 19 December 2019 laying down the general arrangements for excise duty (OJ L 58 27.2.2020, p. 4).
Amendment 167 #
2021/0211(COD)
Proposal for a directive
Recital 51
Recital 51
(51) The distribution rules on auction shares are highly relevant for any auction revenues that would accrue to the Member States, especially in view of the need to strengthen the ability of the Member States to address the social impacts of a carbon price signal in the buildings and road transport sectors. Notwithstanding the fact that the two sectors have very different characteristics, it is appropriate to set a commonIt is appropriate to take into account the characteristics of the sector in order to elaborate a distribution rule similar to the one applicable to stationary installations. The main part of allowances should be distributed among all Member States on the basis of the average distribution of the emissions in the sectors covered during the period from 2016 to 2018.
Amendment 190 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 2 a (new)
Article 3g – paragraph 2 a (new)
2 a. By way of derogation from Articles 3g and 3ga, Member States shall take no action against shipping companies in respect of emissions from ships performing voyages to and from ports located in an outermost region, between two different ports located in different outermost regions and between a port located in an outermost region and a port located in the same Member State or other EU Member State. Following a report to the European Parliament and the Council on possible impact of extending the scope of the EU ETS to maritime transport to and from outermost regions, the Commission shall assess whether it is justified to end this derogation, and, where appropriate, it shall submit an amendment for that purpose.
Amendment 195 #
2021/0211(COD)
Proposal for a directive
Recital 15
Recital 15
(15) In 2013, the Commission adopted a strategy for progressively integrating maritime emissions into the Union's policy for reducing greenhouse gas emissions. As a first step in this approach, the Union established a system to monitor, report and verify emissions from maritime transport in Regulation (EU) 2015/757 of the European Parliament and of the Council47 , to be followed by the laying down of reduction targets for the maritime sector and the application of a market based measure. In line with the commitment of the co- legislators expressed in Directive (EU) 2018/410 of the European Parliament and of the Council48 , action by the International Maritime Organization (IMO) or the Union should start from 2023, including preparatory work on adoption and implementation of a measure ensuring that the sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement and due consideration being given by all stakeholders. These actions should avoid creating carbon and business leakage, and should take due consideration of the competitiveness of the European maritime industry, including the competitive position of EU ports. _________________ 47Regulation (EU) 2015/757 of the European Parliament and of the Council of 29 April 2015 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending Directive 2009/16/EC (OJ L 123, 19.5.2015, p. 55). 48Directive (EU) 2018/410 of the European Parliament and of the Council of 14 March 2018 amending Directive 2003/87/EC to enhance cost-effective emission reductions and low-carbon investments, and Decision (EU) 2015/1814 (OJ L 76, 19.3.2018, p. 3).
Amendment 199 #
2021/0211(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Pursuant to Directive (EU) 2018/410, the Commission should report to the European Parliament and to the Council on the progress achieved in the IMO towards an ambitious emission reduction objective, and on accompanying measures to ensure that the maritime transport sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement. Efforts to limit global maritime emissions through the IMO are under way and should be encouraged. However, while the recent progress achieved through the IMO is welcome, these measures will not be sufficient to achieve the objectives of the Paris Agreement. Given the international character of shipping, a global market- based measure would be the most suitable and effective option. The Commission in collaboration with Member States should therefore further step up diplomatic efforts to make progress on the development of such a global market- based measure at the International Maritime Organization (IMO) level. Overall, EU initiatives addressing emissions from shipping should be compatible with IMO efforts in order to avoid carbon leakage and leakage of business to ports outside Europe.
Amendment 201 #
2021/0211(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16a) Evasive port calls at neighbouring non-EU ports could seriously jeopardise the effectiveness of the maritime EU ETS, as it would not reduce total shipping emissions. It could even increase overall emissions, in particular when evasion leads to longer voyages to and from third countries with lower environmental standards.
Amendment 205 #
2021/0211(COD)
Proposal for a directive
Recital 17
Recital 17
(17) In the European Green Deal, the Commission stated its intention to take additional measures to address greenhouse gas emissions from the maritime transport sector through a basket of measures to enable the Union to reach its emissions reduction targets. In this context, Directive 2003/87/EC should be amended to include the maritime transport sector in the EU ETS in order to ensure this sector contributes to the increased climate objectives of the Union as well as to the objectives of the Paris Agreement, which requires developed countries to take the lead by undertaking economy-wide emission reduction targets, while developing countries are encouraged to move over time towards economy-wide emission reduction or limitation targets.49 Considering that emissions from international aviation outside Europe should be capped from January 2021 by global market-based action while there is no action in place that caps or prices maritime transport emissions, it is appropriate that the EU ETS covers a share of the emissions from voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country, with the third country being able to decide on appropriate action in respect of the other share of emissions. The extension of the EU ETS to the maritime transport sector should thus include half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and half of the emissions at berth in a port under the jurisdiction of a Member State. This approach has been noted as a practical way to solve the issue of Common but Differentiated Responsibilities and Capabilities, which has been a longstanding challenge in the UNFCCC context. The coverage of a sharehalf of the emissions from both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of the EU ETS, notably by increasing the environmental impact of the measure compaand half of the emissions for the intra-EU voyages ensures the equal footing for EU maritime sector, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. The extension of the EU ETS to the maritime sector should affect Member States in a fair and equal manner, taking into account their specific circumstances, such as those relating to climate and weather conditions. Furthermored, to a geographical scope limited to voyages within the EU, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. Tohe definition of port call applied in Directive 2003/87/EC and in Regulation(EU) 2015/757 should consider the risk of carbon and business leakage arising from the implementation of a regional EU ETS. Accordingly, the definition of port call should account for, and help prevent, vessels evading the EU ETS through evasive port calls on ports in countries neighbouring the EU. To that end, a port call should include a significant transfer of cargo from one vessel to another for the purposes of transhipment, or significant bunkering. То ensure a smooth inclusion of the sector in the EU ETS, the surrendering of allowances by shipping companies should be gradually increased with respect to verified emissions reported for the period 20236 to 20258. To protect the environmental integrity of the system, to the extent that fewer allowances are surrendered in respect of verified emissions for maritime transport during those years, once the difference between verified emissions and allowances surrendered has been established each year, a corresponding a number of allowances should be cancelled. As from 20269, shipping companies should surrender the number of allowances corresponding to all of their verified emissions reported in the preceding year. _________________ 49 Paris Agreement, Article 4(4).
Amendment 213 #
2021/0211(COD)
Proposal for a directive
Recital 17 a (new)
Recital 17 a (new)
(17a) To avoid the negative impacts in terms of emission reduction and competitiveness of a regional measures, Directive 2003/87/EC should find solutions to limit the risk of carbon leakage linked to rerouting and evasion calls, as well as recognise and mitigate the possible negative impacts of such a regional system on the competitiveness and connectivity of ports in Europe, as well as the possible negative impact on the modal split.
Amendment 219 #
2021/0211(COD)
Proposal for a directive
Recital 18
Recital 18
(18) The provisions of Directive 2003/87/EC as regards maritime transport activities should be kept under review in light of future international developments and efforts undertaken to achieve the objectives of the Paris Agreement, including the second global stocktake in 2028, and subsequent global stocktakes every five years thereafter, intended to inform successive nationally determined contributions. In particular, the Commission should report any time before the second global stocktake in 2028 - and therefore no later than by 30 September 2028 - to the European Parliament and to the Council on progress in the IMO negotiations concerning a global market- based measure. In its report, the Commission should analyse the International Maritime Organization instruments and, assess, as relevant, how to implement those instruments in Union law through a revision of Directive 2003/87/EC. In its report, the Commission should include proposals as appropriate. The Commission should maximise efforts with the view to establishing a global market-based measure in partnership with the International Maritime Organization (IMO) in order to extend the scope of the EU ETS for maritime transport to one hundred percent (100 %) for the emissions from both ships performing voyages between ports under the jurisdictions of a Member States and ships performing voyages between ports under the jurisdiction of a Member States and third countries.
Amendment 221 #
2021/0211(COD)
Proposal for a directive
Recital 60 a (new)
Recital 60 a (new)
(60 a) A holistic and science-based approach is key to achieving the 2030 GHG emission reduction target and the 2050 climate neutrality objective. All measures should be drafted based on a comprehensive impact assessments analysing this Directive together with the other legislative acts in line with the European Climate Law and their consequences for different sectors of the European economy. Consequently, by 31 December two years after the entry into force of this Directive, the Commission should conduct such a synergistic impact assessment on the socio-economic and environmental aspects of the measures, indicating, inter alia, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.
Amendment 223 #
2021/0211(COD)
Proposal for a directive
Recital 19
Recital 19
(19) The Commission should review the functioning ofBefore the entry into force of the provisions of amended Directive 2003/87/EC in relation to maritime transport activities in the light of experience of its application, including in relation to possible evasive practices, and should then propose measures to ensure its effectiveness. , the Commission should conduct an impact assessment, in close cooperation with the relevant stakeholders, based on real data, determining possible impacts of these provisions on carbon leakage, delocation of calls and port business to ports outside the EU, connectivity of ports in Europe and where relevant on the modal shift. Such a dedicated impact assessment is a precondition for the EU ETS to work as intended, in particular in the light of possible evasive practices. If the impact assessment determines a risk of a negative impact on the maritime sector and EU ports, the Commission should propose preventive measures to address it, including recommendations for specific provisions based on ports in EU sea- basins or in neighbouring EU countries, in order to ensure level playing field and effectiveness of the EU ETS. Alignment with a market-based measure developed in the IMO should be closely examined as a means of addressing potential negative impacts of a regional EU ETS scope. In addition, the Commission should conduct a synergistic impact assessment investigating the effect of all Fit for 55 proposals, including analysis on EU competitiveness, potential risk of mobility reduction and cost effectiveness of greenhouse gas emissions reductions.
Amendment 234 #
2021/0211(COD)
Proposal for a directive
Recital 23 a (new)
Recital 23 a (new)
(23a) Special consideration should be given to promoting accessibility for the outermost regions of the Union. Therefore, a derogation from this Directive should be provided for emissions from maritime voyages to and from the outermost regions due to their dependency on maritime transport for territorial continuity, for import of raw materials, essential goods and other products, as well as for some exports.
Amendment 234 #
2021/0211(COD)
Proposal for a directive
Recital 67 a (new)
Recital 67 a (new)
(67 a) Given that this Directive will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Directive, proposals offsetting the regulatory burdens introduced by this Directive, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors.
Amendment 238 #
2021/0211(COD)
Proposal for a directive
Recital 25 a (new)
Recital 25 a (new)
(25a) To ensure that there is a level playing field for ships that navigate in ice conditions and other ships, a specific method should be applied to take into account additional emissions related to navigation in ice conditions and additional emissions of ice-classed ships when sailing in open water, while ensuring that emissions trading through the EU ETS continues to drive down emissions in the maritime sector. To that end, relevant provisions on the transfer, surrender and cancellation of allowances under Directive 2003/87/EC should be modified accordingly.
Amendment 258 #
2021/0211(COD)
Proposal for a directive
Recital 28
Recital 28
(28) Achieving the increased climate ambition will require substantial public resources in the EU as well as national budgets to be dedicated to the climate transition. To complement and reinforce the substantial climate-related spending in the EU budget, all auction revenues that are not attributed to the Union budget should be used for climate-related purposes. This includes the use for financial support to address social aspects in lower- and middle-income households by reducing distortive taxes. Further, to address distributional and social effects of the transition in low-income Member States, an additional amount of 2,5 % of the Union-wide quantity of allowances from [year of entry into force of the Directive] to 2030 as well as equivalent of 1,5% of the total quantity of allowances from the amount above 400 million allowances set aside in Market Stability Reserve for the purpose of the Modernisation Fund should be used to fund the energy transition of the Member States with a gross domestic product (GDP) per capita below 65 % of the Union average in 2016-2018, through the Modernisation Fund referred to in Article 10d of Directive 2003/87/EC. For the EU ETS to contribute to lowering global greenhouse gas emissions and enabling decarbonisation, a substantial share of the EU ETS revenues generated by the maritime and aviation sector or the equivalent amounts should be used to enable the decarbonisation of those sectors, EU ports and aerodromes.
Amendment 273 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1
Article 3g – paragraph 1
1. The allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of fifty percent (50 %) of the CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, fifty percent (50 %) of theCO2 emissions from ships performing voyage departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State, one hundred percent (100 %) of fifty percent (50 %) of CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State and fifty percent (50 %) of CO2 emissions from ships at berth in a port under the jurisdiction of a Member State. In case of a distance between a port under the jurisdiction of a Member State and at a port outside the jurisdiction of a Member State less than 300 nautical miles and ships above a gross tonnage of 4500, the allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of one hundred percent (100%) of the CO2emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port unoutsider the jurisdiction of a Member State and, one hundred percent (100 %) of the CO2 emissions from ships at berth inperforming voyage departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State.
Amendment 284 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 2 a (new)
Article 3g – paragraph 2 a (new)
2 a. By way of derogation from Articles 3g and 3ga, Member States shall take no action against shipping companies in respect of emissions from ships performing voyages to and from ports located in an outermost region, between two different ports located in different outermost regions and between a port located in an outermost region and a port located in the same Member State or other EU Member State. Following a report to the European Parliament and the Council on possible impact of extending the scope of the EU ETS to maritime transport to and from outermost regions, the Commission shall assess whether it is justified to end this derogation, and, where appropriate, it shall submit an amendment for that purpose.
Amendment 299 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 2
Article 3ga – paragraph 2
Amendment 307 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga new
Article 3ga new
Amendment 312 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd new
Article 3gd new
Amendment 322 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 1
Article 3ge – paragraph 1
1. The Commission shall consider possible amendments in relation to the adoption by the International Maritime Organization of a global market-based measure to reduce greenhouse gas emissions from maritime transport to ensure a global approach. In the event of the adoption of such a measure, and in any event before the 2028 global stocktake and no later than 30 September 2028, the Commission shall present a report to the European Parliament and to the Council in which it shall examine any such measure. Where appropriate, the Commission may follow to the report with a legislative proposal to the European Parliament and to the Council to amend this Directive as appropriate in order to align EU legislation with measures taken on the global level.
Amendment 328 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2
Article 3ge – paragraph 2
2. The Commission shall monitor and evaluate the implementation of this Chapter and, possible trends as regards companies seeking to avoid being bound by the requirements of this Directivend adverse impacts as regards, inter alia, the competitiveness of the EU maritime sector and companies seeking to avoid being bound by the requirements of this Directive through annual reports analysing market distortions and deterioration of level playing field of the maritime sector. Among analysed trends, the Commission shall analyse changes in transhipment calls being made on ports in the Union, number of voyages coming from neighbouring ports and port calls from feeder vessels and overall changes in port traffic in the EU ports among others. If appropriate, the Commission shall propose measures to prevent such avoidancepossible adverse impacts.;
Amendment 332 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2a (new)
Article 3ge – paragraph 2a (new)
2 a. No later than by 31 December two years after the entry into force of this Directive, the Commission shall assess Union’s competitiveness, changes in the labour market, transport freight rates, household purchasing power and the magnitude of carbon leakage among others by means of a comprehensive impact assessment of the Fit for 55 package. Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level-playing field.
Amendment 333 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2b(new)
Article 3ge – paragraph 2b(new)
2 b. In 202X (one year after first phase-in of ETS for maritime), the Commission shall prepare a report on the development of import and export costs in form of indirect costs stemming from shipping for European manufacturing with particular focus on commodities traded at global reference prices. On this basis, the Commission shall propose Member States to adopt financial measures in line with the second and fourth subparagraphs of Article 10a6 in favour of sectors or subsectors which are exposed to a genuine risk of carbon leakage due to indirect costs that are actually incurred from additional transport costs passed on in maritime freight prices for the import or export of products, precursors, raw materials and commodities. These financial measures shall be in accordance with State aid rules, and in particular do not cause undue distortions of competition in the internal market.
Amendment 335 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Directive 2003/87/EC
Article 6 – point e
Article 6 – point e
(e) an obligation to surrender allowances equal to the total emissions of the installation in each calendar yeareach calendar year allowances in accordance with provisions of this Directive, as verified in accordance with Articles3gc and 15, within four months following the end of that year;.
Amendment 336 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Article 9 – paragraph 3
Article 9 – paragraph 3
In [the year following entry into force of this amendment]2029, the Union-wide quantity of allowances shall be deincreased by [-- million allowances (to be determined depending on year of entry into force)]. In the same year, the Union-wide quantity of allowances shall be increased by 79 millionnumber corresponding to scope of application to maritime transport activities as set out in Article 3g of Directive 2003/87/EC] allowances for maritime transport. Starting in [the year following entry into force of this amendment], the linear factor shall be 4,2 %[XX] %, calculated to reduce the overall cap in view of reaching the 2030 target. The Commission shall publish the Union- wide quantity of allowances within 3 months of [date of entry into force of the amendment to be inserted].;
Amendment 340 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point a
Article 1 – paragraph 1 – point 11 – point a
Directive 2003/87/EC
Article 10 – paragraph 1 – subparagraph 4
Article 10 – paragraph 1 – subparagraph 4
In addition, 2,54 % of the total quantity of allowances between [year following the entry into force of the Directive] and 2030 and equivalent of 1.5% of the total quantity of allowances from the amount above 400million allowances set aside in Market Stability Reserve for the purpose of Modernisation Fund shall be auctioned for the Modernisation Fund. The beneficiary Member States for this amount of allowances shall be the Member States with a GDP per capita at market prices below 65 % of the Union average during the period 2016 to 2018. The funds corresponding to this quantity of allowances shall be distributed in accordance with Part B of Annex IIb. In addition, the equivalent of 1,5% of the total quantity of allowances between [year following the entry into force of the Directive] and 2030 from the amount above 400 million allowances set aside in Market Stability Reserve for the purpose of Innovation Fund shall be made available for the Innovation Fund established under Article 10a(8).
Amendment 342 #
2021/0211(COD)
Proposal for a directive
Recital 33
Recital 33
(33) The scope of the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC should be extended to support installation of non-break through technologies in industrial processes that have an enormous greenhouse gas-saving potential but are not market-ready as well as innovation in low-carbon technologies and processes that concern the consumption of fuels in the sectors of buildings and road transport. In addition, the Innovation Fund should serve to support investments to decarbonise the maritime transport sector through research into breakthrough solutions, support for the deployment of innovative technologies, including investments in sustainable alternative fuels, such as hydrogen and ammonia that are produced from renewables, first industrial application, refuelling and recharging infrastructure in ports, including connection to electricity grid and other energy infrastructures, as well as zero- emission propulsion technologies like wind technologies. Considering that revenues generated from penalties raised in Regulation xxxx/xxxx [FuelEU Maritime]52 are allocated to the Innovation Fund as external assigned revenue in accordance with Article 21(5) of the Financial Regulation, the Commission should ensure that due consideration is given to support for innovative projects aimed at accelerating the development and deployment of renewable and low carbon fuels in the maritime sector, as specified in Article 21(1) of Regulation xxxx/xxxx [FuelEU Maritime]. To ensure sufficient funding is available for innovation within this extended scope, the Innovation Fund should be supplemented with 50 million allowances, stemming partly from the allowances that could otherwise be auctioned, and partly from the allowances that could otherwise be allocated for free, in accordance with the current proportion of funding provided from each source to the Innovation Fund. To foster innovation in breakthrough technologies as soon as possible, the Commission should ensure that the financing made available through the Innovation Fund is ‘frontloaded’ during the first years of implementation of this Directive. _________________ 52[add ref to the FuelEU Maritime Regulation].
Amendment 342 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Directive 2003/87/EC
Article 10 – paragraph 3 – introductory part
Article 10 – paragraph 3 – introductory part
3. Member States shall determine the use of revenues generated from the auctioning of allowances, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget and revenues transferred to Aviation Transition Fund, Maritime Transition Fund in accordance with Article 3dnew and3gd (new). Member States, shall use their revenues generated from the auctioning of allowances referred to in paragraph 2, with the exception of the revenues used for the compensation of indirect carbon costs referred to in Article 10a(6), for one or more of the following:;
Amendment 343 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
3. Member States shall determine the use of revenues generated from the auctioning of allowances, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget and revenues transferred to Maritime Transition Fund in accordance with Article 3gd a (new). Member States shall use their revenues generated from the auctioning of allowances referred to in paragraph 2, with the exception of the revenues used for the compensation of indirect carbon costs referred to in Article 10a(6), for one or more of the following:
Amendment 344 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Directive 2003/87/EC
Article 10 – paragraph 3 – point f
Article 10 – paragraph 3 – point f
(b a) in paragraph 3, point f is amended as follows: "(f) to encourage a shift to low- emission and public forms of transport;, including the development of passenger and freight rail transport."
Amendment 347 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point (c a) new
Article 1 – paragraph 1 – point 11 – point (c a) new
(c a ) In paragraph 3, the following point (f a) is inserted: "(f a) to finance measures to support airports decarbonisations in accordance with Regulation xxx/xxxx on the deployment of alternative fuels infrastructure, and Regulation xxxx/xxxx on ensuring a level playing field for sustainable air transport;"
Amendment 349 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c
Article 1 – paragraph 1 – point 11 – point c
Directive 2003/87/EC
Article 10 – paragraph 3 – point h a (new)
Article 10 – paragraph 3 – point h a (new)
(h a) to finance measures to support airports decarbonisations in accordance with Regulation xxx/xxxx on the deployment of alternative fuels infrastructure, and Regulation xxxx/xxxx on ensuring a level playing field for sustainable air transport;
Amendment 350 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c a (new)
Article 1 – paragraph 1 – point 11 – point c a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 2
Article 10 – paragraph 3 – subparagraph 2
(c a) Article 10 - paragraph 3 - subparagraph 2 "(c a) In paragraph 3, the second subparagraph is amended as follows: " Member States shall be deemed to have fulfilled the provisions of this paragraph if they have in place and implement fiscal or financial support policies, including in particular in developing countries, or domestic regulatory policies, which leverage financial support, established for the purposes set out in the first subparagraph, including the transfers to Aviation Fund and Maritime Fund, and which have a value equivalent to at least 950 % of the revenues generated from the auctioning of allowances referred to in paragraph 2, including all revenues from the auctioning referred to in paragraph 2, points (b) and(c). ; Or. en (Directive 2003/87/EC)
Amendment 351 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point d
Article 1 – paragraph 1 – point 11 – point d
Directive 2003/87/EC
Article 10 – paragraph 4
Article 10 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive concerning the timing, administration and other aspects of auctioning, including the modalities for the transfer of a share of revenues to the Union budget, Aviation Fund and Maritime Fund in order to ensure that it is conducted in an open, transparent, harmonised and non- discriminatory manner.
Amendment 352 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point d
Article 1 – paragraph 1 – point 11 – point d
Directive 2003/87/EC
Article 10 – paragraph 4
Article 10 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive concerning the timing, administration and other aspects of auctioning, including the modalities for the transfer of a share of revenues to the Union budget, and the Maritime Transition Fund in order to ensure that it is conducted in an open, transparent, harmonised and non- discriminatory manner.
Amendment 355 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point b
Article 1 – paragraph 1 – point 12 – point b
Directive 2003/87/EC
Article 10a – paragraph 1a – subparagraph 1
Article 10a – paragraph 1a – subparagraph 1
1a. No free allocation shall be given in relation to the production of products listed in Annex I of Regulation [CBAM] as from the date of application of the Carbon Border Adjustment Mechanismwhen CBAM has fully demonstrated its effectiveness in equalising CO2 costs between imported and domestic products.
Amendment 361 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 3
Article 10a – paragraph 8 – subparagraph 3
The Innovation Fund shall cover the sectors listed in Annex I and Annex III, including environmentally safe carbon capture and utilisation (“CCU”) that contributes substantially to mitigating climate change, as well as products and processes substituting carbon intensive ones produced in sectors listed in Annex I, and to help stimulate the construction and operation of projects aimed at the environmentally safe capture and geological storage (“CCS”) of CO2, as well as of innovative renewable energy and energy storage technologies; in geographically balanced locations. The Innovation Fund may also support break- through innovative technologies and infrastructure to decarbonise the maritime sector and for the production of low- and zero-carbon fuels in aviation, rail and road transport, including for refuelling and recharging infrastructure in ports, connection to electricity grid and other energy infrastructure, and first industrial application to decarbonise the maritime sector and for the production of low- and zero-carbon fuels in aviation and road transport; further development of the railway system and local public transport addressing both the physical and digital infrastructure and fleets. Special attention shall be given to projects in sectors covered by the [CBAM regulation] to support innovation in low carbon technologies, CCU, CCS, renewable energy and energy storage, in a way that contributes to mitigating climate change.
Amendment 375 #
2021/0211(COD)
Proposal for a directive
Recital 38
Recital 38
(38) The scope of the Modernisation Fund should be aligned with the most recent climate objectives of the Union by requiring that investments are consistent with the objectives of the European Green Deal and Regulation (EU) 2021/1119, and eliminatcontinuing the support to any investments related to fossil fueltransitional fuels and technologies. In addition, the percentage of the Modernisation Fund that needs to be devoted to priority investments should be increased to 80 %; energy efficiency should be targeted as a priority area at the demand side; and support of households to address energy poverty, including in rural and remote areas, should be included within the scope of the priority investments.
Amendment 375 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point -a (new)
Article 1 – paragraph 1 – point 15 – point -a (new)
Directive 2003/87/EC
Article 12 – paragraph 1
Article 12 – paragraph 1
(-a) Article 12(1) is replaced as following : " 1. Member States shall ensure that allowances can be transferred between: (a) personregulated entities within the Union ; (b) personregulated entities within the Union and persons in third countries, where such allowances are recognised in accordance with the procedure referred to in Article 25 without restrictions other than those contained in, or adopted pursuant to, this Directive Or. en (Directive 2007/87/EC)
Amendment 377 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – point a new
Article 12 – paragraph 3 – point a new
(a a) An aircraft operator shall receive allowances free of charge proportional with the use of sustainable aviation fuels, including renewable fuels of non- biological origin. For each type of sustainable aviation fuel reported, the amount of allowances received shall correspond to the amount of allowances, which the aircraft operator would have been required to surrender for the same volume of fossil kerosene, multiplied according to subpagraph (ab) of this Article
Amendment 378 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
(a b) The amount of allowances received free of charge by an aircraft operator shall be multiplied as follows, depending on the type of sustainable aviation fuel reported: (a) By a factor of 4 for biofuels produced from feedstock listed in Annex IX Part A of the Renewable Energy Directive. (b) By a factor of 2 for biofuels produced from feedstock listed in Annex IX Part B of the Renewable Energy Directive. (c) By a factor of 6 for renewable fuel of non-biological origin, as defined under the Renewable Energy Directive.
Amendment 379 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 a c new
Article 12 – paragraph 3 a c new
(a c) An aircraft operator shall also receive allowances free of charge proportional with the use of best available aircraft technology in the previous year. (a) The aircraft models eligible as best available aircraft technology shall be those defined with respect to the performance against the New Type ICAO CO2 standard in a delegated act developed under the EU taxonomy. Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance shall apply. (b) An operator shall report its share of flights using best available aircraft technology – in relation to their total emissions in a given year to the competent authorities. These shall request that the reported data is substantiated and verify the data. (c) To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances for the use of best available aircraft technology.
Amendment 380 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – point c
Article 12 – paragraph 3 – point c
(c) each shipping company surrenders a number of allowances equal to its total emissions during the preceding calendar year, as verified in accordance with Article 3gc and provisions of Article 3ga.
Amendment 381 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
(c) each shipping company surrenders a number of allowances equal to its total emissions during the preceding calendar year, as verified in accordance with Article 3gc. Shipping companies may surrender fewer allowances on the basis of ships’ ice class or navigation in ice or both. By 31 December 2022, the Commission shall adopt delegated acts in accordance with Article 23 to supplement this Directive by establishing a methodology for calculating there adjusted quantity of allowances to be surrendered by shipping companies on the basis of ships’ ice class or navigation in ice or both.
Amendment 388 #
2021/0211(COD)
Proposal for a directive
Recital 40
Recital 40
(40) Renewable liquid and gaseous fuels of non-biological origin and recycled carbon fuels can be important to reduce greenhouse gas emissions in sectors that are hard to decarbonise. Where recycled carbon fuels and renewable liquid and gaseous fuels of non-biological origin are produced from captured carbon dioxide under an activity covered by this Directive, the emissions should be accounted under that activity, where the CO2 is emitted into the atmosphere. To ensure that renewable fuels of non-biological origin and recycled carbon fuels contribute to greenhouse gas emission reductions and to avoid double counting for fuels that do so, it is appropriate to explicitly extend the empowerment in Article 14(1) to the adoption by the Commission of implementing acts laying down the necessary adjustments for how and where to account for the eventual release of carbon dioxide and how to avoid double counting to ensure appropriate incentives are in place, for capturing the CO2, taking also into account the treatment of these fuels under Directive (EU) 2018/2001.
Amendment 389 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2
Article 12 – paragraph 3 – subparagraph 2
Member States, administering Member States and administering authorities in respect of a shipping company shall ensure that allowances surrendered in accordance with the first subparagraph are subsequently cancelled.; To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 390 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2 a (new)
Article 12 – paragraph 3 – subparagraph 2 a (new)
By 31 December 2025 [year previous to first reporting year referred to in Article 3ga] the Commission shall adopt a delegated act pursuant to Article 23 to supplement this Directive concerning the method for surrendering an adjusted number of allowances for ice-classed vessels, including the methodology for determining adjustments on the basis of technical characteristics that increase emissions of ice-classed ships during their navigation and the corresponding requirements for shipping companies intending to make use of such adjustments. To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 392 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point e a (new)
Article 1 – paragraph 1 – point 15 – point e a (new)
Directive 2003/87/EC
Article 12 – paragraph 4
Article 12 – paragraph 4
(e a) paragraph 4 is amended as follows: "4. Member States shall take the necessary steps to ensure that allowances will be cancelled at any time at the request of the personregulated entity holding them. In the event of closure of electricity generation capacity in their territory due to additional national measures, Member States may cancel allowances from the total quantity of allowances to be auctioned by them referred to in Article 10(2) up to an amount corresponding to the average verified emissions of the installation concerned over a period of five years preceding the closure. The Member State concerned shall inform the Commission of such intended cancellation in accordance with the delegated acts adopted pursuant to Article 10(4). " Or. en ((Directive 2003/87/EC))
Amendment 398 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19 a (new)
Article 1 – paragraph 1 – point 19 a (new)
Directive 2003/87/EC
Article 19 – paragraph 2
Article 19 – paragraph 2
Amendment 399 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19 b (new)
Article 1 – paragraph 1 – point 19 b (new)
Directive 2003/87/EC
Article 19 – paragraph 2a (new)
Article 19 – paragraph 2a (new)
Amendment 410 #
2021/0211(COD)
Proposal for a directive
Recital 42
Recital 42
(42) The further exclusion of installations using exclusively biomass from the EU ETS haswill lead to situations where installations combusting a high share of biomass have obtained windfall profits by receiving free allowances greatly exceeding actual emissions. Therefore, a threshold value for zero-rated biomass combustion should be introduced above which installations are excluded from the EU ETS. The threshold value of 95 % is in line with the uncertainty parameter set out in Article 2(16) of Commission Delegated Regulation (EU) 2019/33156 . _________________ 56 Commission Delegated Regulation (EU) 2019/331 of 19 December 2018 determining transitional Union-wide rules for harmonised free a lack of certainty over updating the benchmark values for free allocation and disincentive a full transition to a zero-carbon energy source. A 100 % threshold value for zero- rated biomass combustion should be maintained for installocation of emission allowances pursuant to Article 10a of Directive 2003/87/EC of the European Parliament and of the Council (OJ L 59, 27.2.2019, p. 8)s to be excluded from the EU ETS.
Amendment 418 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 3a (new)
Article 30d – paragraph 3a (new)
3 a. 25 % of the total quantity of allowances covered by this Chapter shall be auctioned and the revenues generated therefrom shall be allocated to EU budget as own resources in accordance with Article 2(e)(1) of the Decision (EU, Euratom) 2020/2053
Amendment 420 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 3b new
Article 30d – paragraph 3b new
3 b. 25 % of the total quantity of allowances covered by this Chapter shall be auctioned and the revenues generated therefrom shall be allocated to the Social Climate Fund established by Regulation (EU)20…/xxx [Social Climate Fund Regulation].
Amendment 421 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5
Article 30d – paragraph 5
5. Member States shall determine the use of revenues generated from the auctioning of allowances referred to in paragraph 4, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget as provided in paragraph 3a of this Article and except for the revenues transferred to the Social Climate Fund in accordance with paragraph 3b of this Article. Member States shall use their revenues for one or more of the activities referred to in Article 10(3) or for one or more of the following:
Amendment 425 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – subparagraph 2
Article 30d – paragraph 5 – point b – subparagraph 2
Member States shall use a part of their auction revenues generated in accordance with this Article to address social aspects of the emission trading under this Chapter with a specific emphasis on vulnerable households, vulnerable micro-enterprises and vulnerable transport users as defined under Regulation (EU) 20…/nnxxx [Social Climate Fund Regulation](*). Where a Member State submits to the Commission a [Social Climate Plan] pursuant to that Regulation, the Member State shall use those revenues inter alia to finance that plan including as national contribution as provided in Article 14 of the Regulation (EU) 20…/xxx [Social Climate Fund Regulation.
Amendment 426 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – subparagraph 3
Article 30d – paragraph 5 – point b – subparagraph 3
Member States shall be deemed to have fulfilled the provisions of this paragraph if they have in place and implement fiscal or financial support policies or regulatory policies, which leverage financial support, established for the purposes set out in the first subparagraph and which have a value equivalent to the revenues generated from the auctioning of allowances referred to in this Chapterin accordance with paragraph , subparagraph 1 of this Article.
Amendment 429 #
2021/0211(COD)
Proposal for a directive
Recital 43
Recital 43
(43) The Communication of the Commission on Stepping up Europe’s 2030 climate ambition57 , underlined the particular challenge to reduce the emissions in the sectors of road transport and buildingspecific sectors. Therefore, the Commission announced that a further expansion of emissions trading could include emissions from road transport andin order to cover emissions from buildings. Emissions trading for these twois new sectors would be established through separate but adjacent emissions trading. This would avoid any disturbance of the well-functioning emissions trading in the sectors of stationary installations and aviation. The new system is accompanied by complementary policies and measures safeguarding against undue price impacts, shaping expectations of market participants and aiming for a carbon price signal for the whole economy. Previous experience has shown that the development of the new market requires setting up an efficient monitoring, reporting and verification system. In view of ensuring synergies and coherence with the existing Union infrastructure for the EU ETS covering the emissions from stationary installations and aviation, it is appropriate to set up emissions trading for the road transport and buildings sectors via an amendment to Directive 2003/87/ЕC. _________________ 57 COM(2020)562 final.
Amendment 438 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 1
Article 30h – paragraph 1
1. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than twice the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 50 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 439 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 1
Article 30h – paragraph 1
1. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than twice the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 50 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 441 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 2
Article 30h – paragraph 2
2. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than three times the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 150 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 442 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 2
Article 30h – paragraph 2
2. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than three times the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 150 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 447 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 i – paragraph 1a (new)
Article 30 i – paragraph 1a (new)
The Commission shall consider possible amendments to this Directive with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Directive, keeping administrative burdens to a minimum.
Amendment 451 #
2021/0211(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 1 – point c
Article 2 – paragraph 1 – point 1 – point c
Decision (EU) 2015/1814
Article 1 – paragraph 5a
Article 1 – paragraph 5a
5a. Unless otherwise decided in the first review carried out in accordance with Article 3, from 2023 allowances held in the reserve above 400 million allowances shall no longer be valid.be set aside for the purpose of increasing the Modernisation Fund, the Innovation Fund and prevention of triggering of the cross-sectoral correction factor. Any further increase of the Modernisation Fund and the Innovation Fund shall not be generated through reallocation of resources from any other EU policies, funds or programmes;
Amendment 457 #
2021/0211(COD)
Proposal for a directive
Recital 45
Recital 45
(45) Due to the very large number of small emitters in the sectors of buildings and road transport, it is not possible to establish the point of regulation at the level of entities directly emitting greenhouse gases, as is the case for stationary installations and aviation. Therefore, for reasons of technical feasibility and administrative efficiency, it is more appropriate to establish the point of regulation further upstream in the supply chain. The act that triggers the compliance obligation under the new emissions trading should be the release for consumption of fuels which are used for combustion in the sectors of buildings and road transport, including for combustion in road transport of greenhouse gases for geological storage. To avoid double coverage, the release for consumption of fuels which are used in other activities under Annex I to Directive 2003/87/EC should not be covered.
Amendment 463 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point -a
Article 3 – paragraph 1 – point 4 – point -a
Regulation (EU) 2015/757
Article 6 – paragraph 4
Article 6 – paragraph 4
Amendment 465 #
2021/0211(COD)
Proposal for a directive
Recital 46
Recital 46
(46) The regulated entities in the two new sectors and the point of regulation should be defined in line with the system of excise duty established by Council Directive (EU) 2020/26258 , with the necessary adaptations, as that Directive already sets a robust control system for all quantities of fuels released for consumption for the purposes of paying excise duties. End- users of fuels in those sectors should not be subject to obligations under Directive 2003/87/EC. _________________ 58Council Directive (EU) 2020/262 of 19 December 2019 laying down the general arrangements for excise duty (OJ L 58 27.2.2020, p. 4).
Amendment 465 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point 5 a (new)
Article 3 – paragraph 1 – point 4 – point 5 a (new)
Regulation (EU) 2015/757
Article 9 – paragraph 1 – subparagraph 2
Article 9 – paragraph 1 – subparagraph 2
(5 a) In Article 9, the last subparagraph of paragraph 1 is replaced by the following "Companies may also monitor information relating to the ship's ice class and to navigation through ice, where applicable. For shipping companies aiming to surrender fewer emission allowances on the basis of navigation in ice conditions under Directive 2003/87/EC monitoring shall include information on the voyage involving navigation in ice."
Amendment 466 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point 5b (new)
Article 3 – paragraph 1 – point 4 – point 5b (new)
Regulation (EU) 2015/757
Article 9 – paragraph 2 – introductory part
Article 9 – paragraph 2 – introductory part
(5 b) In Article 9, the introductory part of paragraph 2 is replaced by the following: "2. By way of derogation from paragraph 1 of this Article and without prejudice to Article 10, a company shall be exempt from the obligation to monitor the information referred to in paragraph 1 of this Article on a per-voyage basis in respect of a specified ship for the voyages to which it forfeits the right to surrender fewer emission allowances on the basis of the navigation in ice under Directive 2003/87/EC, if:"
Amendment 469 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 6 a (new)
Article 3 – paragraph 1 – point 6 a (new)
Regulation (EU) 2015/757
Article 10 – paragraph 1 – point k a new
Article 10 – paragraph 1 – point k a new
(6a). In Article 10, the following point (ka) is inserted: "(ka) Companies may monitor information relating to the ship's ice class and to navigation through ice, where applicable. For shipping companies aiming to surrender fewer emission allowances on the basis of ships’ ice class or navigation in ice or both under Directive 2003/87/EC the monitoring shall include aggregated CO2 emissions from all voyages that involved navigating in ice conditions and total distance travelled during voyages that involved navigating in ice conditions."
Amendment 470 #
2021/0211(COD)
Proposal for a directive
Article 4 – paragraph 1
Article 4 – paragraph 1
Amendment 475 #
2021/0211(COD)
Proposal for a directive
Recital 47
Recital 47
(47) The regulated entities falling within the scope of the emissions trading in the sectors of buildings and road transport should be subject to similar greenhouse gas emissions permit requirements as the operators of stationary installations. It is necessary to establish rules on permit applications, conditions for permit issuance, content, and review, and any changes related to the regulated entity. In order for the new system to start in an orderly manner, Member States should ensure that regulated entities falling within the scope of the new emissions trading have a valid permit as of the start of the system in 2025.
Amendment 485 #
2021/0211(COD)
Proposal for a directive
Annex I – point 3 – point c
Annex I – point 3 – point c
Directive 2003/87/EC
Annex IV – part C – point B – introductory part
Annex IV – part C – point B – introductory part
B. For each type of fuel released for consumption and which is used for combustion in the buildings and road transport sectors as defined in Annex III, for which emissions are calculated:
Amendment 486 #
2021/0211(COD)
Proposal for a directive
Recital 48
Recital 48
(48) The total quantity of allowances for the new emissions trading should follow a linear trajectory to reach the 2030 emissions reduction target, taking into account the cost-efficient contribution of buildings and road transport of 43 %of necessary emission reductions by 2030 compared to 2005 provided by Regulation (EU) 2021/1119. The total quantity of allowances should be established for the first time in 2026, to follow a trajectory starting in 2024 from the value of the 2024 emissions limits (1 109 304 000 CO2t), calculated in accordance with Article 4(2) of Regulation (EU) 2018/842 of the European Parliament and of the Council59 on the basis of the reference emissions for these sectors for the period from 2016 to 2018. Accordingly, the linear reduction factor should be set at 5,15 %. From 2028, the total quantity of allowances should be set on the basis of the average reported emissions for the years 2024, 2025 and 2026, and should decrease by the same absolute annual reduction as set from 2024, which corresponds to a 5,43 % linear reduction factor compared to the comparable 2025 value of the above defined trajectory. If those emissions are significantly higher than this trajectory value and if this divergence is not due to small-scale differences in emission measurement methodologies, the linear reduction factor should be adjusted to reach the required emissions reduction in 2030. _________________ 59Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 156, 19.6.2018, p. 26).
Amendment 496 #
2021/0211(COD)
Proposal for a directive
Recital 49
Recital 49
(49) The auctioning of allowances is the simplest and the most economically efficient method for allocating emission allowances, which also avoids windfall profits. Both the buildings and road transport sectors areThe sector of buildings is under relatively small or non-existent competitive pressure from outside the Union and areis not exposed to a risk of carbon leakage. Therefore, allowances for buildings and road transport should only be allocated via auctioning without there being any free allocation.
Amendment 507 #
2021/0211(COD)
Proposal for a directive
Recital 50
Recital 50
(50) In order to ensure a smooth start to emissions trading in the buildings and road transport sectors and taking into account the need of the regulated entities to hedge or buy ahead allowances to mitigate their price and liquidity risk, a higher amount of allowances should be auctioned early on. In 2026, the auction volumes should therefore be 30 % higher than the total quantity of allowances for 2026. This amount would be sufficient to provide liquidity, both if emissions decrease in line with reduction needs, and in the event emission reductions only materialise progressively. The detailed rules for this front-loading of auction volume are to be established in a delegated act related to auctioning, adopted pursuant to Article 10(4) of Directive 2003/87/EC.
Amendment 516 #
2021/0211(COD)
Proposal for a directive
Recital 51
Recital 51
(51) The distribution rules on auction shares are highly relevant for any auction revenues that would accrue to the Member States, especially in view of the need to strengthen the ability of the Member States to address the social impacts of a carbon price signal in the buildings and road transport sectors. Notwithstanding the fact that the two sectors have very different characteristics, it is appropriate to set a commonIt is appropriate to take into account the characteristics of the sector in order to elaborate a distribution rule similar to the one applicable to stationary installations. The main part of allowances should be distributed among all Member States on the basis of the average distribution of the emissions in the sectors covered during the period from 2016 to 2018.
Amendment 530 #
2021/0211(COD)
Proposal for a directive
Recital 52
Recital 52
(52) The introduction of the carbon price in road transport andthe buildings sector should be accompanied by effective social compensation, especially in view of the already existing levels of energy poverty. About 34 million Europeans reported an inability to keep their homes adequately warm in 2018, and 6,9 % of the Union population have said that they cannot afford to heat their home sufficiently in a 2019 EU-wide survey60 . To achieve an effective social and distributional compensation, Member States should be required to spend the auction revenues on the climate and energy-related purposes already specified for the existing emissions trading, but also for measures added specifically to address related concerns for the new sectors of road transport and buildings sector, including related policy measures under Directive 2012/27/EU of the European Parliament and of the Council61 . Auction revenues should be used to address social aspects of the emission trading for the new sectors with a specific emphasis in vulnerabllow and middle income households, SMEs and micro- enterprises and transport users. In this spirit, a new Social Climate Fund will provide dedicated funding to Member States to support the European citizens most affected or at risk of energy or mobility poverty. This Fund will promote fairness and solidarity between and within Member States while mitigating the risk of energy and mobility poverty during the transition. It will build on and complement existing solidarity mechanisms. The resources of the new Fund will in principle correspond to 25 % of the expected revenues from new emission trading in the period 2026-2032, and will be implemented on the basis of the Social Climate Plans that Member States should put forward under Regulation (EU) 20…/nn of the European Parliament and the Council62 . In addition, each Member State should use their auction revenues inter alia to finance a part of the costs of their Social Climate Plans. _________________ 60 Data from 2018. Eurostat, SILC [ilc_mdes01]. 61Directive 2012/27/EU of the European Parliament and of the Council of 25 October 2012 on energy efficiency, amending Directives 2009/125/EC and 2010/30/EU and repealing Directives 2004/8/EC and 2006/32/EC (OJ L 315, 14.11.2012, p. 1–56). 62[Add ref to the Regulation establishing the Social Climate Fund].
Amendment 550 #
2021/0211(COD)
Proposal for a directive
Recital 54
Recital 54
(54) Innovation and development of new low-carbon technologies in the sectors of buildings and road transport areis crucial for ensuring the cost- efficient contribution of these sectors to the expected emission reductions. Therefore, [150] million allowances from emissions trading in the buildings and road transport sectors should also be made available to the Innovation Fund to stimulate the cost- efficient emission reductions.
Amendment 557 #
2021/0211(COD)
Proposal for a directive
Recital 55
Recital 55
(55) Regulated entities covered by the buildings and road transport emissions trading should surrender allowances for their verified emissions corresponding to the quantities of fuels they have released for consumption. They should surrender allowances for the first time for their verified emissions in 2026. In order to minimise the administrative burden, a number of rules applicable to the existing emissions trading system for stationary installations and aviation should be made applicable to emissions trading for buildings and road transport, with the necessary adaptations. This includes, in particular, rules on transfer, surrender and cancellation of allowances, as well as the rules on the validity of allowances, penalties, competent authorities and reporting obligations of Member States.
Amendment 567 #
2021/0211(COD)
Proposal for a directive
Recital 56
Recital 56
(56) For emissions trading in the buildings and road transport sectors to be effective, it should be possible to monitor emissions with high certainty and at reasonable cost. Emissions should be attributed to regulated entities on the basis of fuel quantities released for consumption and combined with an emission factor. Regulated entities should be able to reliably and accurately identify and differentiate the sectors in which the fuels are released for consumption, as well as the final users of the fuels, in order to avoid undesirable effects, such as double burden. To have sufficient data to establish the total number of allowances for the period from 2028 to 2030, the regulated entities holding a permit at the start of the system in 2025 should report their associated historical emissions for 2024.
Amendment 579 #
2021/0211(COD)
Proposal for a directive
Recital 57
Recital 57
(57) It is appropriate to introduce measures to address the potential risk of excessive price increases, which, if particularly high at the start of the buildings and road transport emissions trading, may undermine the readiness of households and individuals to invest in reducing their greenhouse gas emissions. These measures should complement the safeguards provided by the Market Stability Reserve established by Decision (EU) 2015/1814 of the European Parliament and of the Council64 and that became operational in 2019. While the market will continue to determine the carbon price, safeguard measures will be triggered by rules-based automatism, whereby allowances will be released from the Market Stability Reserve only if concrete triggering conditions based on the increase in the average allowance price are met. This additional mechanism should also be highly reactive, in order to address excessive volatility due to factors other than changed market fundamentals. The measures should be adapted to different levels of excessive price increase, which will result in different degrees of the intervention. The triggering conditions should be closely monitored by the Commission and the measures should be adopted by the Commission as a matter of urgency when the conditions are met. This is without prejudice to any accompanying measures that Member States may adopt to address adverse social impacts. _________________ 64 Decision (EU) 2015/1814 of the European Parliament and of the Council of 6 October 2015 concerning the establishment and operation of a market stability reserve for the Union greenhouse gas emission trading scheme and amending Directive 2003/87/EC (OJ L 264, 9.10.2015, p. 1).
Amendment 589 #
2021/0211(COD)
Proposal for a directive
Recital 58
Recital 58
(58) The application of emissions trading in the buildings and road transport sectors should be monitored by the Commission, including the degree of price convergence with the existing ETS, and, if necessary, a review should be proposed to the European Parliament and the Council to improve the effectiveness, administration and practical application of emissions trading for those sectors on the basis of acquired knowledge as well as increased price convergence. The Commission should be required to submit the first report on those matters by 1 January 2028.
Amendment 597 #
2021/0211(COD)
Proposal for a directive
Recital 59
Recital 59
(59) In order to ensure uniform conditions for the implementation of Articles 3gd(3), 12(3b) and 14(1) of Directive 2003/87/EC, implementing powers should be conferred on the Commission. To ensure synergies with the existing regulatory framework, the conferral of implementing powers in Articles 14 and 15 of that Directive should be extended to cover the sectors of road transport and buildings. Those implementing powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council65 . _________________ 65Regulation (EU) No 182/2011 of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by the Member States of the Commission's exercise of implementing powers (OJ L 55, 28.02.2011, p. 13).
Amendment 605 #
2021/0211(COD)
Proposal for a directive
Recital 60
Recital 60
(60) In order to adopt non-legislative acts of general application to supplement or amend certain non-essential elements of a legislative act, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of Articles 10(4) and 10a(8) of that Directive. Moreover, to ensure synergies with the existing regulatory framework, the delegation in Articles 10(4) and 10a(8) of Directive 2003/87/EC should be extended to cover the sectors of road transport and buildings. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2016. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. In accordance with the Joint Political Declaration of 28 September 2011 of Member States and the Commission on explanatory documents66 , Member States have undertaken to accompany, in justified cases, the notification of their transposition measures with one or more documents explaining the relationship between the components of a directive and the corresponding parts of national transposition instruments. With regard to this Directive, the legislator considers the transmission of such documents to be justified _________________ 66 OJ C 369, 17.12.2011, p. 14. 66
Amendment 606 #
2021/0211(COD)
Proposal for a directive
Recital 60 a (new)
Recital 60 a (new)
(60a) A holistic and science-based approach is key to achieving the 2030 greenhouse gas emission reduction target and the 2050 climate neutrality objective. All measures should be drafted based on a comprehensive impact assessments analysing this Directive together with the other legislative acts in line with Regulation (EU) 2021/1119 and their consequences for different sectors of the European economy. Consequently, by 31 December 2025, the Commission should conduct such a synergistic impact assessment on the socio-economic and environmental aspects of the measures, indicating, inter alia, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.
Amendment 628 #
2021/0211(COD)
Proposal for a directive
Recital 66
Recital 66
(66) In order to mitigate the risk of supply and demand imbalances associated with the start of emissions trading for the buildings and road transport sectors, as well as to render it more resistant to market shocks, the rule- based mechanism of the Market Stability Reserve should be applied to thoseis new sectors. For that reserve to be operational from the start of the system, it should be established with an initial endowment of [600] million allowances for emissions trading in the road transport and buildings sectors. The initial lower and upper thresholds, which trigger the release or intake of allowances from the reserve, should be subject to a general review clause. Other elements such as the publication of the total number of allowances in circulation or the quantity of allowances released or placed in the reserve should follow the rules of the reserve for other sectors.
Amendment 637 #
2021/0211(COD)
Proposal for a directive
Recital 67 a (new)
Recital 67 a (new)
(67a) Given that this Directive will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Directive, proposals offsetting the regulatory burdens introduced by this Directive, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors.
Amendment 663 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – paragraph 1 – point v
Article 3 – paragraph 1 – point v
(v) ‘shipping company’ means the shipowner or any other organisation or person, such as the manager or the bareboat charterer, that has assumed the responsibility for the operation of the ship from the shipowner and that, on assuming such responsibility, has agreed to take over all the duties and responsibilities imposed by the International Management Code for the Safe Operation of Ships and for Pollution Prevention, set out in Annex I to Regulation (EC) No 336/2006 of the European Parliament and of the Council(*) as a whole or partially; _____________ (*) Regulation (EC) No 336/2006 of the European Parliament and of the Council of 15 February 2006 on the implementation of the International Safety Management Code within the Community and repealing Council Regulation (EC) No 3051/95 (OJ L 64, 4.3.2006, p. 1).
Amendment 689 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1
Article 3g – paragraph 1
1. The allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of fifty percent (50 %) of the CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, fifty percent (50 %) of theCO2 emissions from ships performing voyage departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State, fifty percent (50 %) of CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State and fifty percent (50 %) of CO2 emissions from ships at berth in a port under the jurisdiction of a Member State. In case of a distance between a port under the jurisdiction of a Member State and at a port outside the jurisdiction of a Member State less than 300 nautical miles and ships above a gross tonnage of 4 500, the allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of one hundred percent (100 %) of the CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port unoutsider the jurisdiction of a Member State and, one hundred percent (100 %) of the CO2 emissions from ships at berth inperforming voyage departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State.
Amendment 704 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1 a (new)
Article 3g – paragraph 1 a (new)
1a. The Commission shall pursue with the establishment of global market-based measure in partnership with the International Maritime Organization (IMO) in order to extend the scope of the EU ETS for maritime transport to 100 % for the CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Members State and the emissions from ships at berth in a port under the jurisdiction of a Member State.
Amendment 705 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1 b (new)
Article 3g – paragraph 1 b (new)
Amendment 710 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 2 a (new)
Article 3g – paragraph 2 a (new)
2a. By way of derogation from Articles 3g and 3ga, Member States shall take no action against shipping companies in respect of emissions from ships performing voyages to and from ports located in an outermost region, between two different ports located in different outermost regions and between a port located in an outermost region and a port located in the same Member State or other EU Member State. Following a report to the European Parliament and the Council on possible impact of extending the scope of the EU ETS to maritime transport to and from outermost regions, the Commission shall assess whether it is justified to end this derogation, and, where appropriate, it shall submit an amendment for that purpose.
Amendment 714 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – introductory part
Article 3ga – paragraph 1 – introductory part
Shipping companies shall be liable to surrender allowances in respect of the share/percentages of emissions from ships referred to in Article 3g according to the following schedule:
Amendment 718 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point a
Article 3ga – paragraph 1 – point a
(a) 20 % of verified emissions reported for 20236;
Amendment 724 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point b
Article 3ga – paragraph 1 – point b
(b) 45 % of verified emissions reported for 20247;
Amendment 729 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point c
Article 3ga – paragraph 1 – point c
(c) 70 % of verified emissions reported for 20258;
Amendment 733 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point d
Article 3ga – paragraph 1 – point d
(d) 100 % of verified emissions reported for 20269 and each year thereafter.
Amendment 744 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 2
Article 3ga – paragraph 2
To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport for the years 20236, 20247 and 20258, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 755 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd a (new)
Article 3gd a (new)
Article 3gda Maritime Transition Fund The Commission shall propose the establishment of a dedicated Maritime Transition Fund (MTF) in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in EU maritime sector. 50 % of the revenues generated from the auctioning of allowances referred to in Article 3g shall be allocated to this Fund. The dedicated Fund shall operate in shared management with the Member States under Regulation (EU) 2021/1060 of the European Parliament and of the Council and it shall support the transition to energy efficient and climate resilient EU maritime sector supporting the deployment of sustainable alternative fuels, development of innovative technologies and infrastructure for decarbonising the sector, production, including systems for collection of raw materials, investments in research and development and first industrial application of technologies and designs reducing greenhouse gas emissions. The Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs. The allocation of the MTF resources for each Member State shall take into consideration the impact of the proposal for a directive of the European Parliament and of the Council amending Directive 2003/87/EC on the sector as well as national specificities such as overall economic prosperity, structural weaknesses and required measures to achieve the targets as set out in this proposal for a directive. The resources of the Maritime Transition Fund shall not be generated through reallocation of resources from any other EU policies, funds or programmes.
Amendment 772 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 1
Article 3ge – paragraph 1
1. The Commission shall consider possible amendments in relation to the adoption by the International Maritime Organization of a global market-based measure to reduce greenhouse gas emissions from maritime transport to ensure a global approach. In the event of the adoption of such a measure, and in any event before the 2028 global stocktake and no later than 30 September 2028, the Commission shall present a report to the European Parliament and to the Council in which it shall examine any such measure. Where appropriate, the Commission may follow to the report with a legislative proposal to the European Parliament and to the Council to amend this Directive as appropriate in order to align EU legislation with measures taken on the global level.
Amendment 776 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2
Article 3ge – paragraph 2
2. The Commission shall monitor and evaluate the implementation of this Chapter and, possible trends as regards companies seeking to avoid being bound by the requirements of this Directivend adverse impacts as regards, inter alia, the competitiveness of the EU maritime sector and companies seeking to avoid being bound by the requirements of this Directive through annual reports analysing market distortions and deterioration of level playing field of the maritime sector. Among analysed trends, the Commission shall analyse changes in transhipment calls being made on ports in the Union, number of voyages coming from neighbouring ports and port calls from feeder vessels and overall changes in port traffic in the EU ports among others. If appropriate, the Commission shall propose measures to prevent such avoidancepossible adverse impacts.
Amendment 778 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2 a (new)
Article 3ge – paragraph 2 a (new)
2a. No later than by 31 December two years after the entry into force of this Directive, the Commission shall assess Union’s competitiveness, changes in the labour market, transport freight rates, household purchasing power and the magnitude of carbon leakage among others by means of a comprehensive impact assessment of the Fit for 55 package. Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global greenhouse gas emissions reduction and preserve a level- playing field.
Amendment 782 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2 b (new)
Article 3ge – paragraph 2 b (new)
2b. In 202X (one year after first phase-in of the ETS for maritime), the Commission shall prepare a report on the development of import and export costs in form of indirect costs stemming from shipping for European manufacturing with particular focus on commodities traded at global reference prices. On this basis, the Commission shall propose Member States to adopt financial measures in line with the second and fourth subparagraphs of Article 10a(6) in favour of sectors or subsectors which are exposed to a genuine risk of carbon leakage due to indirect costs that are actually incurred from additional transport costs passed on in maritime freight prices for the import or export of products, precursors, raw materials and commodities. These financial measures shall be in accordance with State aid rules, and in particular do not cause undue distortions of competition in the internal market.
Amendment 815 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Article 9 – paragraph 3
Article 9 – paragraph 3
In [the year following entry into force of this amendment]2029, the Union-wide quantity of allowances shall be deincreased by [-- million allowances (to be determined depending on year of entry into force)]. In the same year, the Union-wide quantity of allowances shall be increased by 79 millionnumber corresponding to scope of application to maritime transport activities as set out in Article 3g of Directive 2003/87/EC] allowances for maritime transport. Starting in [the year following entry into force of this amendment], the linear factor shall be 4,2 %[XX] %, calculated to reduce the overall cap in view of reaching the 2030 target. The Commission shall publish the Union- wide quantity of allowances within 3 months of [date of entry into force of the amendment to be inserted].;
Amendment 829 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point a
Article 1 – paragraph 1 – point 11 – point a
Directive 2003/87/EC
Article 10 – paragraph 1 – subparagraph 3a
Article 10 – paragraph 1 – subparagraph 3a
In addition, 2,54 % of the total quantity of allowances between [year following the entry into force of the Directive] and 2030 and equivalent of 1,5% of the total quantity of allowances from the amount above 400 million allowances set aside in the Market Stability Reserve for the purpose of the Modernisation Fund shall be auctioned for the Modernisation Fund. The beneficiary Member States for this amount of allowances shall be the Member States with a GDP per capita at market prices below 65 % of the Union average during the period 2016 to 2018. The funds corresponding to this quantity of allowances shall be distributed in accordance with Part B of Annex IIb. In addition, the equivalent of 1,5% of the total quantity of allowances between ... [year following the entry into force of the Directive] and 2030 from the amount above 400 million allowances set aside in the Market Stability Reserve for the purpose of the Innovation Fund shall be made available for the Innovation Fund established under Article 10a(8).
Amendment 846 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Directive 2003/87/EC
Article 10 – paragraph 3 –introductory part
Article 10 – paragraph 3 –introductory part
3. Member States shall determine the use of revenues generated from the auctioning of allowances, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget and revenues transferred to Maritime Transition Fund in accordance with Article 3gda. Member States shall use their revenues generated from the auctioning of allowances referred to in paragraph 2, with the exception of the revenues used for the compensation of indirect carbon costs referred to in Article 10a(6), for one or more of the following:;
Amendment 854 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b a (new)
Article 1 – paragraph 1 – point 11 – point b a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1– point a a (new)
Article 10 – paragraph 3 – subparagraph 1– point a a (new)
(ba) in paragraph 3, first subparagraph, the following point is inserted: “(aa) to facilitate the green transition through reinvesting the proceeds of the auctioning in the sector where the revenues come from to induce innovation and technological development, assist with the first industrial application, develop further support mechanisms and create necessary infrastructure;”
Amendment 869 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b a (new)
Article 1 – paragraph 1 – point 11 – point b a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1 – point f
Article 10 – paragraph 3 – subparagraph 1 – point f
(ba) in paragraph 3, first subparagraph, point (f) is replaced by the following: “(f) to encourage a shift to low- emission and public forms of transport;, including the development of passenger and freight rail transport;”
Amendment 872 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b a (new)
Article 1 – paragraph 1 – point 11 – point b a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1 - point f a (new)
Article 10 – paragraph 3 – subparagraph 1 - point f a (new)
Amendment 882 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c
Article 1 – paragraph 1 – point 11 – point c
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1 – point h
Article 10 – paragraph 3 – subparagraph 1 – point h
(h) measures intended to improve energy efficiency, district heating systems and insulation, or to provide financial support in order to address social aspects in lower- and middle-income households, as well as SMEs and microenterprises, including by reducing distortive taxes;;
Amendment 907 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point d
Article 1 – paragraph 1 – point 11 – point d
Directive 2003/87/EC
Article 10 – paragraph 4 – subparagraph 1
Article 10 – paragraph 4 – subparagraph 1
4. The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive concerning the timing, administration and other aspects of auctioning, including the modalities for the transfer of a share of revenues to the Union budget, and the Maritime Transition Fund in order to ensure that it is conducted in an open, transparent, harmonised and non- discriminatory manner.
Amendment 1183 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 3
Article 10a – paragraph 8 – subparagraph 3
The Innovation Fund shall cover the sectors listed in Annex I and Annex III, including environmentally safe carbon capture and utilisation (“CCU”) that contributes substantially to mitigating climate change, as well as products and processes substituting carbon intensive ones produced in sectors listed in Annex I, and to help stimulate the construction and operation of projects aimed at the environmentally safe capture and geological storage (“CCS”) of CO2, as well as of innovative renewable energy and energy storage technologies; in geographically balanced locations. The Innovation Fund may also support break- through innovative technologies and infrastructure to decarbonise the maritime sector and for the production of low- and zero-carbon fuels in aviation, rail and road transport, including for refuelling and recharging infrastructure in ports, connection to electricity grid and other energy infrastructure, and first industrial application to decarbonise the maritime sector and for the production of low- and zero-carbon fuels in aviation and road transport; further development of the railway system and local public transport addressing both the physical and digital infrastructure and fleets. Special attention shall be given to projects in sectors covered by the [CBAM regulation] to support innovation in low carbon technologies, CCU, CCS, renewable energy and energy storage, in a way that contributes to mitigating climate change.
Amendment 1195 #
2021/0211(COD)
In addition, the Innovation Fund shall support actions to promote the transition to an energy efficient and climate resilient EU maritime sector supporting the deployment of sustainable alternative fuels, development of innovative technologies and infrastructure for decarbonising the sector.
Amendment 1204 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 4 a (new)
Article 10a – paragraph 8 – subparagraph 4 a (new)
The Innovation Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs, in particular in the sectors covered by Article 3g and Chapter IVa.
Amendment 1248 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14 – point a
Article 1 – paragraph 1 – point 14 – point a
Directive 2003/87/EC
Article 10d – paragraph 1 – subparagraph 2
Article 10d – paragraph 1 – subparagraph 2
The investments supported shall be consistent with the aims of this Directive, as well as the objectives of the Communication from the Commission of 11 December 2019 on The European Green Deal (*) and Regulation (EU) 2021/1119 of the European Parliament and of the Council (**) and the long-term objectives as expressed in the Paris Agreement. No support from tThe Modernisation Fund shall be provided to energy generation facilities that use fossil fuel support to transitional fuels and technologies.”;
Amendment 1285 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14 – point b
Article 1 – paragraph 1 – point 14 – point b
Directive 2003/87/EC
Article 10d – paragraph 2 – point f a (new)
Article 10d – paragraph 2 – point f a (new)
(fa) investments in the deployment of alternative fuels infrastructure
Amendment 1309 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 1 – point c
Article 12 – paragraph 3 – subparagraph 1 – point c
(c) each shipping company surrenders a number of allowances equal to its total emissions during the preceding calendar year, as verified in accordance with Article 3gc. Shipping companies may surrender fewer allowances on the basis of ships’ ice class or navigation in ice or both. By 31 December 2022, the Commission shall adopt delegated acts in accordance with Article 23 to supplement this Directive by establishing a methodology for calculating there adjusted quantity of allowances to be surrendered by shipping companies on the basis of ships’ ice class or navigation in ice or both.
Amendment 1317 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 1 a (new)
Article 12 – paragraph 3 – subparagraph 1 a (new)
Without prejudice to Article 3gc, ice- classed vessels shall be subject to a method for surrendering and an adjusted number of allowances that takes into consideration adverse navigation conditions.
Amendment 1321 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2 a (new)
Article 12 – paragraph 3 – subparagraph 2 a (new)
To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 1324 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2 b (new)
Article 12 – paragraph 3 – subparagraph 2 b (new)
By 31 December 2025 [year previous to first reporting year referred to in Article 3ga], the Commission shall adopt delegated acts pursuant to Article 23 to supplement this Directive concerning the method for surrendering an adjusted number of allowances for ice-classed vessels, including the methodology for determining adjustments on the basis of technical characteristics that increase emissions of ice-classed ships during their navigation and the corresponding requirements for shipping companies intending to make use of such adjustments. To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 1418 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Chapter IV a – title
Chapter IV a – title
EMISSIONS TRADING SYSTEM FOR BUILDINGS AND ROAD TRANSPORT
Amendment 1433 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 b – paragraph 2 – point b
Article 30 b – paragraph 2 – point b
(b) the type of fuels it releases for consumption and which are used for combustion in the buildings and road transport sectors as defined in Annex III and the means through which it releases those fuels for consumption;
Amendment 1497 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 f – paragraph 4
Article 30 f – paragraph 4
4. Member States shall ensure that the regulated entities are able to identify and document reliably and accurately per type of fuel, the precise volumes of fuel released for consumption which are used for combustion in the buildings and road transport sectors as identified in Annex III, and the final use of the fuels released for consumption by the regulated entities. The Member States shall take appropriate measures to avoid any risk of double counting of emissions covered under this Chapter and the emissions under Chapters II, IIa and III. Detailed rules for avoiding double counting shall be adopted in accordance with Article 14(1).
Amendment 1506 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 h – paragraph 1
Article 30 h – paragraph 1
1. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than twice the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 50 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 1513 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 h – paragraph 2
Article 30 h – paragraph 2
2. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than three times the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 150 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 1531 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 i – paragraph 1 a (new)
Article 30 i – paragraph 1 a (new)
The Commission shall consider possible amendments to this Directive with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Directive, keeping administrative burdens to a minimum.
Amendment 1558 #
2021/0211(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 1 – point c
Article 2 – paragraph 1 – point 1 – point c
Decision (EU) 2015/1814
Article 1 – paragraph 5 a
Article 1 – paragraph 5 a
5a. Unless otherwise decided in the first review carried out in accordance with Article 3, from 2023 allowances held in the reserve above 400 million allowances shall no longer be validbe set aside for the purpose of increasing the Modernisation Fund, the Innovation Fund and prevention of triggering of the cross-sectoral correction factor. Any further increase of the Modernisation Fund and the Innovation Fund shall not be generated through reallocation of resources from any other EU policies, funds or programmes.
Amendment 1579 #
2021/0211(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
Decision (EU) 2015/1814
Article 1 a – title
Article 1 a – title
Operation of the Market Stability Reserve for the buildings and road transport sectors
Amendment 1608 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point -a (new)
Article 3 – paragraph 1 – point 4 – point -a (new)
Regulation (EU) 2015/757
Article 6 – paragraph 4
Article 6 – paragraph 4
Amendment 1612 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point -a a (new)
Article 3 – paragraph 1 – point 4 – point -a a (new)
Regulation (EU) 2015/757
Article 6 – paragraph 4 a (new)
Article 6 – paragraph 4 a (new)
(-aa) in Article 6, the following paragraph is inserted: “4a. Companies may also monitor information relating to the ship's ice class and to navigation through ice, where applicable. For shipping companies aiming to surrender fewer emission allowances on the basis of navigation in ice conditions under Directive 2003/87/EC monitoring shall include information on the voyage involving navigation in ice.”;
Amendment 1613 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point –a b (new)
Article 3 – paragraph 1 – point 4 – point –a b (new)
Regulation (EU) 2015/757
Article 6 – paragraph 4 b (new)
Article 6 – paragraph 4 b (new)
(-ab) in Article 6, the following paragraph is inserted: “4b. By way of derogation from paragraph 1 of this Article and without prejudice to Article10, a company shall be exempt from the obligation to monitor the information referred to in paragraph 1 of this Article on a per-voyage basis in respect of a specified ship for the voyages to which it forfeits the right to surrender fewer emission allowances on the basis of the navigation in ice under Directive 2003/87/EC., if:”;
Amendment 1625 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 6 a (new)
Article 3 – paragraph 1 – point 6 a (new)
Regulation (EU) 2015/757
Article 10 – paragraph 2
Article 10 – paragraph 2
(6a) in Article 10, the second paragraph is replaced by the following: “Companies may monitor information relating to the ship's ice class and to navigation through ice, where applicable. For shipping companies aiming to surrender fewer emission allowances on the basis of ships’ ice class or navigation in ice or both under Directive 2003/87/EC the monitoring shall include aggregated CO2 emissions from all voyages that involved navigating in ice conditions and total distance travelled during voyages that involved navigating in ice conditions.”;
Amendment 137 #
2021/0210(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) Due to the small size of the markets in the Outermost Regions, the supply of renewable and low-carbon fuels dos not exist or represents a costly solution, which makes transporting goods to and from these regions unfeasible. The collection of goods to these regions is done mainly by sea; if there is no supply of alternative fuels or is very expensive, prices on the final consumer would be very high, creating a market distortion and a double penalty for the inhabitants of these regions. Therefore, an exception regime is imposed for maritime transport between, to and from the European Outermost Regions in compliance with the Art. 349. º of the Treaty on the Functioning of the European Union, and the principle proportionality.
Amendment 290 #
2021/0210(COD)
Proposal for a regulation
Article 2 – paragraph 2 a (new)
Article 2 – paragraph 2 a (new)
This regulation does not apply to ships performing voyages to and from ports located in an Outermost Region, between two different ports located in different Outermost Regions and between a port located in an Outermost Region and a port located in the same Member State or other EU Member State.
Amendment 620 #
2021/0210(COD)
Proposal for a regulation
Article 28 – paragraph 1 – point c a (new)
Article 28 – paragraph 1 – point c a (new)
(c a) assess the derogation of Article 2, 3rd paragraph, for the Outermost Regions after carrying out an impact assessment of its possible consequences on the maritime transport, in particular on the supply and export of goods from these regions and guaranteeing the principle of territorial continuity.
Amendment 38 #
2021/0207(COD)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) The EU ETS should contribute to effectively decarbonising air transport activities as much as possible. The transition from fossil fuels to sustainable aviation fuels will play a considerable role in that process. However, considering the high level of competition between aircraft operators and the important price differential between fossil kerosene and sustainable aviation fuels, this transition should be supported through economic incentives that reflect the environmental benefit of sustainable aviation fuels and make them more competitive for aircraft operators thereby avoiding carbon leakage. For this purpose, free allowances should be allocated to individual aircraft operators, in proportion to the amount of sustainable aviation fuels used and reported. The amount of free allowances allocated for free should be adjusted with multipliers in order to take into account that some types of sustainable aviation fuels deliver higher environmental benefits and are more costly to purchase for aircraft operators. The Commission should regularly review the level of the multipliers based on fuels market price information available in the report published by the European Union Aviation Safety Agency pursuant to Article 12 of the Regulation on ensuring a level playing field for sustainable air transport.
Amendment 41 #
2021/0207(COD)
(10b) An Aviation Transition Fund (‘the Aviation Fund’) should be established to provide funds to the Member States to support their policies supporting aviation transport sector decarbonisation. This should be achieved notably through development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in Regulation 2021/02051a [FuelAviation] including systems for collection of raw materials for SAFs, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new aircraft engines and technologies, aircraft operation and performance, and airports infrastructure. The Commission should submit legislative proposals for the creation of an Aviation Fund in the context of the proposals for the MFF Mid-term revision. The Aviation Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances. The Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article 322 TFEU, in particular Regulation (EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council. _________________ 1aProposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, https://eur- lex.europa.eu/procedure/EN/2021_205?ur i=PROCEDURE:2021_205
Amendment 42 #
2021/0207(COD)
Proposal for a directive
Recital 10 c (new)
Recital 10 c (new)
(10c) When necessary, the Commission should review the Monitoring and Reporting Regulation and its guidance material, to ensure that the use of all types of sustainable aviation fuels, as defined in the Regulation on ensuring a level playing field for sustainable air transport, can be reported under the EU ETS.
Amendment 43 #
2021/0207(COD)
Proposal for a directive
Recital 10 d (new)
Recital 10 d (new)
(10d) Free allowances should also be allocated to individual aircraft operators, in proportion to their share of flights using best available aircraft technology, which reflects latest generation aircraft within each of the aircraft types on a non- discriminatory basis. Such list of aircraft performing with margins to the New Type ICAO CO2 standard was defined by the Platform on Sustainable Finance in its [preliminary[1]]recommendations for technical screening criteria for the EU taxonomy, and should provide the basis for the Commission to issue its taxonomy delegated act in accordance with the EU Taxonomy Regulation 2019/2088.1a _________________ 1aInternal note: The preliminary report was published on 3 August 2021 and is due to be finalised in March 2022. The draft report is available: https://ec.europa.eu/info/publications/210 803-sustainable-finance-platform- technical-screening-criteria-taxonomy- report_en
Amendment 44 #
2021/0207(COD)
Proposal for a directive
Recital 10 e (new)
Recital 10 e (new)
(10e) Each operator shall report its share of flights using best available aircraft technology – in relation to their total emissions in a given year – to the competent authorities who shall request that the reported data is substantiated and verify the data. To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances.
Amendment 48 #
2021/0207(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The total quantity of allowances for aviation should be consolidated at the level of allocation for flights departing from an aerodrome located in the EEA and arriving at an aerodrome located in the EEA, in Switzerland or in the United Kingdom. The allocation for the year 20247 should be based on the total allocation to active aircraft operators in year 20236, reduced by the linear reduction factor as specified in Article 9 of Directive 2003/87/EC. The level of allocation should be increased to take into account the routes that were not covered by the EU ETS in the year 20236 but are covered by the EU ETS from year 20247 onwards.
Amendment 52 #
2021/0207(COD)
Proposal for a directive
Recital 13
Recital 13
(13) Increased auctioning from the year after the entry into force of this amendment to Directive 2003/87/EC2027 should be the rule for the aviation sector allocation of allowances, taking into account the sector’s ability to pass on the increased cost of CO2.
Amendment 54 #
2021/0207(COD)
Proposal for a directive
Recital 14
Recital 14
(14) Directive 2003/87/EC should also be amended with regard to acceptable compliance units, to take into account the Unit Eligibility Criteria adopted by the ICAO Council at its 216th session in March 2019 as an essential element of CORSIA. Airlines based in the Union should be able to use international credits for compliance for flights to or from third countries that are considered to be participating in CORSIA. To ensure that the Union’s CORSIA implementation supports the Paris Agreement goals and gives incentives for broad participation to CORSIA, the credits should originate from states that are parties to the Paris Agreement and that participate in CORSIA,All offset credits under CORSIA should remain available to all carriers and double counting of credits should be avoided.
Amendment 59 #
2021/0207(COD)
Proposal for a directive
Recital 15
Recital 15
(15) In order to ensure uniform conditions for the use of international credits in accordance with Article 11a of Directive 2003/87/EC, implementing powers should be conferred on the Commission to adopt a list of the credits which have been considered acceptable by the ICAO Council to use for compliance of CORSIA, and that fulfil the eligibility conditions above. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council18 . _________________ 18 Regulation (EU) No 182/2011 of the European Parliament and of the Council of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by the Member States of the Commission's exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).
Amendment 60 #
2021/0207(COD)
Proposal for a directive
Recital 17
Recital 17
(17) For CORSIA implementation on flights other than flights departing from an aerodrome located in the EEA and arriving at an aerodrome located in the EEA, in Switzerland or in the United Kingdom, surrender obligations should be decreased for Union-based aircraft operators operating these flights. Aircraft operators’ surrender obligations for these flights should be decreased to only their share of collective international aviation emissions above collective 2019 levels, in respect of emissions during 2021-23, and above collective 2019-20 levels for subsequent years of CORSIA application according to a baseline determined by the ICAO Council.
Amendment 64 #
2021/0207(COD)
Proposal for a directive
Recital 18
Recital 18
(18) In order to ensure uniform conditions for listing countries which are considered to be applying CORSIA for the purposes of Directive 2003/87/EC pursuant to Article 25a(3) of that Directive, implementing powers should be conferred on the Commission to adopt and maintain the list of states other than EEA countries, Switzerland and the United Kingdom, which are considered to be participating in CORSIA for the purposes of Union law. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council.
Amendment 75 #
2021/0207(COD)
Proposal for a directive
Recital 22
Recital 22
(22) In order to ensure uniform conditions for exempting aircraft operators from surrender requirements as laid down in Article 12(8) of Directive 2003/87/EC in respect of emissions from flights to and from countries applying CORSIA in a less stringent manner in its domestic law, or failing to enforce CORSIA provisions in a manner equal to all aircraft operators pursuant to Article 25a(7) of that Directive, implementing powers should be conferred onor under a risk of market distortion, evaluated based on available facts, the Commission toshould exempt airlines based in the Union from surrender requirements in respect of emissions from flights where a significant distortion of competition to the detriment of airlines based in the Union occurs due to a less stringent implementation or enforcement of CORSIA in the third country. The distortion of competition could be caused by a less stringent approach to eligible offset credits or double counting provisions. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council.
Amendment 76 #
2021/0207(COD)
Proposal for a directive
Recital 22 a (new)
Recital 22 a (new)
(22a) The Commission should monitor, evaluate and report the potential risk of carbon leakage and distortion of competition following implementation of this Directive and, where appropriate, propose amendments in order to address and further prevent such adverse impacts.
Amendment 77 #
2021/0207(COD)
Proposal for a directive
Recital 22 b (new)
Recital 22 b (new)
(22b) No later than by 31 December a year after the entry into force of this Directive, the Commission should assess Union’s competitiveness, changes in prices of allowances, developments in the labour market, flight fares rates and ability of the aviation sector to pass on the cost of required emission units, household purchasing power, the magnitude of carbon leakage, the loss for European tourism destinations, the condition of European tourism sector and the reduction of connectivity on less- connected EU regions, among others by means of a comprehensive impact assessment of the Fit for 55 package.1a Following its result, the Commission should determine whether it is justified to revise this Directive, and, where appropriate, it should submit a legislative proposal for that purpose in order to reach global GHG emissions reduction in the most cost effective way and preserve a level-playing field. _________________ 1aCommunication from the Commission (COM/2021/550), 14 July 2021.
Amendment 78 #
2021/0207(COD)
Proposal for a directive
Recital 22 c (new)
Recital 22 c (new)
(22c) (28e) The Union and its Member States have consistently supported the development of CORSIA in the International Civil Aviation Organization (ICAO). Several design elements of CORSIA are inspired by the EU ETS. In order to preserve the credibility of the Union and its Member States in ICAO, it is therefore important to align the EU ETS with CORSIA as far as it is appropriate.
Amendment 86 #
2021/0207(COD)
Proposal for a directive
Recital 25
Recital 25
(25) Special consideration should be given to promoting accessibility for the outermost regions of the Union. Therefore, a derogation from the EU ETS should be provided for emissions from flights between an aerodrome located in an outermost region of a Member State and an aerodrome located in the same Member Stateto and from an outermost region, between two different outermost regions and between islands inside outermost regions.
Amendment 97 #
2021/0207(COD)
Proposal for a directive
Recital 27 a (new)
Recital 27 a (new)
(27a) The Commission should consider possible amendments to Directive 2003/87/EC with regard to regulatory simplification. The Commission and Member State authorities should continuously adapt to best practice administrative procedures and take all measures to simplify the implementation of Directive 2003/87/EC, keeping administrative burdens to a minimum.
Amendment 99 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Article 1 – paragraph 1 – point 1 – point a
Directive 2003/87/EC
Article 3 c – paragraph 2
Article 3 c – paragraph 2
(a) paragraph 2 is deleted,replaced by the following: 2. For the period referred to in Article 13, beginning on 1 January 2013, and, in the absence of any amendments following the review referred to in Article 30(4), for each subsequent period till the end of [2026], the total quantity of allowances to be allocated to aircraft operators shall be equivalent to 95 % of the historical aviation emissions multiplied by the number of years in the period. 15 % of allowances shall be auctioned. 85 % of allowances shall be allocated for free in accordance with Article 3d (1d) of this Directive.
Amendment 102 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 5
Article 3 c – paragraph 5
5. The Commission shall determine the total quantity of allowances to be allocated in respect of aircraft operators for the year 20247 on the basis of the total allocation of allowances in respect of aircraft operators that were performing aviation activities falling within Annex I in the year 20236, reduced by the linear reduction factor specified in Article 9, and shall publish that quantity, as well as the quantity of free allocation which would have taken place in 20247 if the rules for free allocation were not updated.
Amendment 107 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 6
Article 3 c – paragraph 6
6. In respect of flights departing from an aerodrome located in the EEA which arrive at an aerodrome located in the EEA, in Switzerland or in the United Kingdom, which were not covered by the EU ETS in 20236, the total quantity of allowances to be allocated to aircraft operators shall be increased by the levels of allocations, including free allocation and auctioning, which would have been made if they were covered by the EU ETS in that year, reduced by the linear reduction factor specified in Article 9.
Amendment 111 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 7
Article 3 c – paragraph 7
7. By way of derogation from Articles 12(2a3b), 14(3) and Article 16, Member States shall consider the requirements set out in those provisions to be satisfied and shall take no action against aircraft operators in respect of emissions taking place until 2030 from flights betweento and from an aerodrome located in an outermost region of a Member State and an aerodrome located in the same Member State outside that, from flights between two different outermost regions and between islands inside outermost regions.;
Amendment 114 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a
Article 1 – paragraph 1 – point 2 – point a
Directive 2003/87/EC
Article 3 d – paragraph 1
Article 3 d – paragraph 1
1. In 20247, 25% of the quantity of allowances in respect of which free allocation would have taken place as published in accordance with Article 3c shall be auctioned.’,
Amendment 120 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 a
Article 3 d – paragraph 1 a
1a. In 20258, 50% of the quantity of allowances in respect of which free allocation would have taken place in that year, calculated from the publication in accordance with Article 3c shall be auctioned.
Amendment 122 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 b
Article 3 d – paragraph 1 b
1b. In 20269, 75% of the quantity of allowances in respect of which free allocation would have taken place in that year, calculated from the publication in accordance with Article 3c shall be auctioned.
Amendment 123 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 c
Article 3 d – paragraph 1 c
1c. As from 1 January 202730, all of the quantity of allowances in respect of which free allocation would have taken place in that year shall be auctioned. ’,
Amendment 125 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 d
Article 3 d – paragraph 1 d
1.d. Allowances which are allocated for free shall be allocated to aircraft operators proportionately to their share of verified emissions from aviation activities reported in 20236. This calculation shall also take into account verified emissions from aviation activities reported in respect of flights that are only covered by the EU ETS from 1 January 20236.’,
Amendment 131 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point e
Article 1 – paragraph 1 – point 2 – point e
Directive 2003/87/EC
Article 3 d – paragraph 4
Article 3 d – paragraph 4
4. Member States shall determine the use of revenues generated from the auctioning of allowances covered by this Chapter, except for the revenues established as own resources in accordance with Article 311(3) of the Treaty and entered in the general budget of the Union and the revenues transferred to the Aviation Transition Fund. Member States shall use the revenues generated from the auctioning of allowances in accordance with Article 10(3).;
Amendment 134 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 a (new)
Article 1 – paragraph 1 – point 2 a (new)
Directive 2003/87/EC
Article 3 d (new)
Article 3 d (new)
(2a) The following Article 3d (new) is added: Article 3d (new) Aviation Transitional Fund 1. A dedicated Aviation Transition Fund (“the Aviation Fund”) shall be proposed by the Commission through a dedicated act in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in the EU aviation sector; 2. The Aviation Fund shall constitute an integral part of the EU budget and shall be fully budgeted within the MFF ceilings. The budgetary envelope for this programme shall be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances. The Aviation Fund shall be managed centrally by the Commission; 3. The dedicated Aviation Fund shall support the transition to energy efficient and climate resilient EU aviation sector supporting development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in Regulation 2021/02051a [FuelAviation] including systems for collection of raw materials for SAFs, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new aircraft engines and technologies, aircraft operation and performance, and airports infrastructure; _________________ 1aProposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, https://eur- lex.europa.eu/procedure/EN/2021_205?ur i=PROCEDURE:2021_205
Amendment 135 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 b (new)
Article 1 – paragraph 1 – point 2 b (new)
Directive 2003/87/EC
Article 3 d a (new)
Article 3 d a (new)
Amendment 151 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 2
Article 11 a – paragraph 2
Amendment 157 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5 – point c
Article 1 – paragraph 1 – point 5 – point c
Directive 2003/87/EC
Article 11 a – paragraph 8
Article 11 a – paragraph 8
8. The Commission shall adopt an implementing act listing credits which, have been considered eligible by the ICAO Council, and that fulfil the conditions laid down in paragraphs 2 and 3. The Commission shall amend that list as appropriate. That implementing act shall be adopted in accordance with the examination procedure referred to in Article 22a(2).;
Amendment 163 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6 – point a
Article 1 – paragraph 1 – point 6 – point a
Directive 2003/87/EC
Article 12 – paragraph 6 – subparagraph 1 – point b
Article 12 – paragraph 6 – subparagraph 1 – point b
(b) they produce annual CO2 emissions greater than 10 000 tonnes from the use of aircrafts with a maximum certified take-off mass greater than 5 700 kg conducting flights covered by Annex I to this Directive and by Article 2(3) and (4) of Commission Delegated Regulation (EU) 2019/16031a, other than those departing and arriving in the same Member State (including outermost regions of the same Member State), from 1 January 2019.21. _________________ 1aCommission Delegated Regulation (EU) 2019/1603 of 18 July 2019 supplementing Directive 2003/87/EC of the European Parliament and of the Council as regards measures adopted by the International Civil Aviation Organisation for the monitoring, reporting and verification of aviation emissions for the purpose of implementing a global market-based measure (Text with EEA relevance.)OJ L 250, 30.9.2019, p. 10–13
Amendment 169 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Directive 2003/87/EC
Article 18 a – paragraph 3 – point b
Article 18 a – paragraph 3 – point b
(b) as from 2024[year entry into force of this Directive], at least every two years, update the list to include aircraft operators which have subsequently performed an aviation activity listed in Annex I.;
Amendment 170 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 3
Article 25 a – paragraph 3
3. TAs of 1 January 2027, the Commission shall adopt on an annual basis, an implementing act listing countries other than EEA countries, Switzerland and the United Kingdom, which are considered to bnot applying CORSIA, and which are applying CORSIA for the purposes of this Directive, with a baseline of 2019 for 2021 to 2023 and a baseline 2019-2020decided by the ICAO Council for each year thereafter. That implementing act shall be adopted in accordance with the examination procedure referred to in Article 22a(2).
Amendment 174 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 6
Article 25 a – paragraph 6
6. In respect of emissions from flights to and from Least Developed Countries and Small Island Developing States as defined by the United Nations, other than those countries whose GDP per capita equals or exceeds the Union average and those countries listed in the implementing act adopted pursuant to paragraph 3, aircraft operators shall not be required to cancel units.
Amendment 177 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 7
Article 25 a – paragraph 7
7. Where the Commission determines that there is a significant distortion of competition which is detrimental to aircraft operators that hold an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State, the Commission shall be empowered to adopt implementing acts to exempt those aircraft operators from surrender requirements as laid down in Article 12(8) in respect of emissions from flights to and from such countries and/or put in place other carbon mitigation options. The distortion of competition may be caused by a third country applying CORSIA in a less stringent manner in its domestic law, or failing to enforce CORSIA provisions in a manner equal to all aircraft operators, or any other risk in relation to the market distortion. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 22a(2).
Amendment 180 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 8
Article 25 a – paragraph 8
8. Where an aircraft operator that holds an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State, operates flights between two different countries listed in the implementing act adopted pursuant to paragraph 3, including flights that take place between Switzerland, the United Kingdom and countries listed in the implementing act adopted pursuant to paragraph 3, and those countries allow aircraft operators to use other units than those on the list adopted pursuant to Article 11a(8), the Commission shall be empowered to adopt implementing acts allowing those aircraft operators to use unit types additional to that list or not to be bound by the conditions of Article 11a(2) and (3) in respect of emissions from such flights. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 22a(2).;
Amendment 181 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 a (new)
Article 1 – paragraph 1 – point 9 a (new)
Directive 2003/87/EC
Article 30 (new)
Article 30 (new)
(9a) The following Article 30 (new) is added: Article 30 Carbon adjustment measure To avoid carbon leakage and distortion of competition, an adjustment measure should be adopted for the proportion of EU ETS-costs on intra-EEA flights allocated to passengers transferring to a final destination outside the EU and vice versa. This adjustment measure is calculated as follows per airline: a. In accordance with Annex IV and by 31 March of each year, airlines operating flights where the Treaty applies, shall report to the National Competent Authority and the Verifier for every city pair the annual fuel consumption on individual connections and the ratio of the number of passengers with connecting flights into or out of the EEA("transfer passengers") to the total number of passengers on this connection ("passengers"); b. The adjustment for each city pair equals:(number of transfer passengers / total number of passengers) x fuel consumption x emission factor; c. The cumulative amount of this adjustment for all city pairs together is deducted from the total amount of verified emissions for which the corresponding allowances are to be surrendered by an airline in that same period.
Amendment 182 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 b (new)
Article 1 – paragraph 1 – point 9 b (new)
Directive 2003/87/EC
Article 31 – paragraph 2 a (new)
Article 31 – paragraph 2 a (new)
Amendment 183 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Annex I
Annex I
(a) the aircraft operator holds an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State;
Amendment 184 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Annex I
Annex I
(b) they produce annual CO2 emissions greater than 10 000 tonnes from the use of aircrafts with a maximum certified take-off mass greater than 5 700 kg conducting flights covered by Annex I, other than those departing and arriving in the same Member State (including outermost regions of the same Member State), from 1 January 2019. For the purposes of this point, emissions from the following types of flights shall not be taken into account: (i) state flights; (ii) humanitarian flights; (iii) medical flights; (iv) military flights; (v) firefighting flights..
Amendment 186 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10 Directive 2003/87/EC
Article 1 – paragraph 1 – point 10 Directive 2003/87/EC
(ma ) flights to and from an outermost region, between two different outermost regions and between islands inside outermost regions.
Amendment 190 #
2021/0207(COD)
Proposal for a directive
Article 1 a (new)
Article 1 a (new)
Directive 2003/87/EC
Article 3 g e (new) – paragraph 2 a (new)
Article 3 g e (new) – paragraph 2 a (new)
Article 1a In Article 3ge (new) a new paragraph 2a is added: 2a. No later than by 31 December two years after the entry into force of this Directive, the Commission shall assess Union’s competitiveness, changes in the labour market, transport freight rates, household purchasing power and the magnitude of carbon leakage among others by means of a comprehensive impact assessment of the Fit for 55 package. Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level-playing field.
Amendment 191 #
2021/0207(COD)
Proposal for a directive
Article 2 – paragraph 1 – introductory part
Article 2 – paragraph 1 – introductory part
Directive 2003/87/EC
Article 2 – paragraph 1
Article 2 – paragraph 1
1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by 31 December 2023of the subsequent year to the year of entry into force of this Directive. They shall immediately communicate the text of those measures to the Commission.
Amendment 192 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph -1 (new)
Article 1 – paragraph -1 (new)
Directive 2003/87/EC
Article 3 a
Article 3 a
(-1) the Article 3a is replaced by the following: Scope Articles 3b to 3f shall apply to the allocation and issue of allowances in respect of aviation activities listed in Annex I. Articles 3g to 3ge shall apply in respect of the maritime transport activities listed in Annex I.
Amendment 193 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 (new)
Article 1 – paragraph 1 – point 3 (new)
Directive 2003/87/EC
Article 5 – paragraph 1 – point d a (new)
Article 5 – paragraph 1 – point d a (new)
Amendment 194 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Directive 2003/87/EC
Article 10 – paragraph 1 – subparagraph 4
Article 10 – paragraph 1 – subparagraph 4
Amendment 195 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4 b (new)
Article 1 – paragraph 1 – point 4 b (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – point k a (new)
Article 10 – paragraph 3 – point k a (new)
(4b new) In Article 10 - paragraph 3, the following point ka is added: (ka) Member States shall annually report to the Commission on the use of revenues and the actions taken pursuant to this paragraph and in line with Decision No 280/2004/EC. The Commission shall subsequently make that information publicly available together with recommendations on how to improve such usage.
Amendment 196 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4 c (new)
Article 1 – paragraph 1 – point 4 c (new)
Directive 2003/87/EC
Article 10 a – paragraph 8 – subparagraph 1
Article 10 a – paragraph 8 – subparagraph 1
(4c) in Article 10 a - paragraph 8, subparagraph 1 and 2 are replaced by the following: 365 million allowances from the quantity which could otherwise be allocated for free pursuant to this Article, and 85 million allowances from the quantity which could otherwise be auctioned pursuant to Article 10, as well as the allowances resulting from the reduction of free allocation referred to in Article 10a(1a), shall be made available to a Fund with the objective of supporting support innovation in and deployment of low-carbon technologies and processes, and contribute to zero pollution objectives (the ‘Innovation Fund’). Allowances that are not issued to aircraft operators due to the closure of aircraft operators and which are not necessary to cover any shortfall in surrenders by those operators, shall also be used for innovation support as referred to in the first subparagraph. In addition, 50 million unallocated allowances from the market stability reserve shall supplement any remaining revenues from the 300 million allowances available in the period from 2013 to 2020under Commission Decision 2010/670/EU1a,and shall be used in a timely manner for innovation and deployment support as referred to in the first subparagraph. Furthermore, the external assigned revenues referred to in Article 21(2) of Regulation (EU) [FuelEUMaritime] shall be allocated to the Innovation Fund and implemented in line with this paragraph. The Innovation Fund shall facilitate the green transition of the aviation sector through earmarking of a significant amount corresponding to the proceeds of the auctioning in this sector to induce innovation and technological development, assist with the first industrial application, develop further support mechanisms and create necessary infrastructure, including development and deployment of sustainable aviation fuels. _________________ 1aCommission Decision 2010/670/EU of3 November 2010 laying down criteria and measures for the financing of commercial demonstration projects that aim at the environmentally safe capture and geological storage of CO2 as well as demonstration projects of innovative renewable energy technologies under the system for greenhouse gas emission allowance trading within the Union established by Directive 2003/87/EC of the European Parliament and of the Council (OJ L 290, 6.11.2010, p. 39).
Amendment 197 #
2021/0207(COD)
Proposal for a directive
Article 1- paragraph 1 – point 7 a (new)
Article 1- paragraph 1 – point 7 a (new)
Directive 2003/87/EC
Article 21 – paragraph 4 a
Article 21 – paragraph 4 a
Amendment 198 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7 b (new) Directive 2003/87/EC
Article 1 – paragraph 1 – point 7 b (new) Directive 2003/87/EC
(7b) The following Article 21a (new) is added: Article 21a The Commission shall consider possible amendments to this Directive with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Directive, keeping administrative burdens to a minimum. The Commission shall present, by [1 year before the entry into force of this Directive], and in line with its communication on the application of the “one in, one out” prinicple1,proposals offsetting the regulatory burdens introduced by this Directive, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors
Amendment 14 #
2021/0206(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The Commission Communication The European Green Deal29 sets out a new growth strategy that aims to transform the Union into a sustainable, fairer and more prosperous society, with a modern, resource-efficient and competitive economy, where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. The Commission proposes also to protect, conserve and enhance the Union's natural capital, and protect the health and well- being of citizens from environment-related risks and impacts. Finally, the Commission considers that this transition should be just and inclusive, leaving no one behind. _________________ 29 COM(2019)640 final.
Amendment 19 #
2021/0206(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Those amendments have differing economic and social impacts on the different sectors of the economy, on the citizens, and the Member States. In particular, the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC of the European Parliament and the Council31 should provide an additional economic incentive to invest into the reduction of fossil fuel consumption and thereby accelerate the reduction of greenhouse gas emissions. Combined with other measures, this should, in the medium to long term, reduce the costs for buildings and road transport, and provide new opportunities for quality job creation and investments. _________________ 31Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a system for greenhouse gas emission allowance trading within the Union (OJ L 275, 25.10.2003, p. 32).
Amendment 24 #
2021/0206(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) However, resources are needed to finance those investments. In addition, before they have taken place, the cost supported by households and transport users for heating, cooling and cooking, as well as for road transport and charging infrastructure, is likely to increase as fuel suppliers subject to the obligations under the emission trading for buildings and road transport pass on costs on carbon to the consumers.
Amendment 32 #
2021/0206(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The increase in the price for fossil fuels may disproportionally affect vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users who spend a larger part of their incomes on energy and transport, who, in certain regions, do not have access to alternative, interconnected, efficient and affordable mobility and transport solutions and, who may lack the financial capacity to invest into the reduction of fossil fuel consumplow-carbon alternatives and implying low capacities to adapt to the consequences of the green transition.
Amendment 39 #
2021/0206(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Therefore, a part of the revenues generated by the inclusion of building and road transport into the scope of Directive 2003/87/EC should be used to address the social and economic impacts arising from that inclusion, for the transition to be just and inclusive, leaving no one behind.
Amendment 44 #
2021/0206(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) This is even more relevant in view of the existing levels of energy poverty and transport poverty. Energy poverty is a situation in which households are unable tolack of access to essential energy services such as cooling, as temperatures rise, and heatingthat underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and other relevant policies. About 34 million Europeans reported an inability to keep their homes adequately warm in 2018, and 6.9% of the Union population have said that they cannot afford to heat their home sufficiently in a 2019 EU-wide survey32 . Overall, the Energy Poverty Observatory estimates that more than 50 million households in the European Union experience energy poverty. Energy poverty is therefore a major challenge for the Union. While social tariffs or direct income support can provide immediate relief to households facing energy poverty, only targeted structural measures, in particular energy renovations, can provide lasting solutions. _________________ 32 Data from 2018. Eurostat, SILC [ilc_mdes01]).
Amendment 44 #
2021/0206(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The Commission Communication The European Green Deal29 sets out a new growth strategy that aims to transform the Union into a sustainable, fairer and more prosperous society, with a modern, resource-efficient and competitive economy, where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. The Commission proposes also to protect, conserve and enhance the Union's natural capital, and protect the health and well- being of citizens from environment-related risks and impacts. Finally, the Commission considers that this transition should be just and inclusive, leaving no one behind. _________________ 29 COM(2019)640 final.
Amendment 48 #
2021/0206(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12 a) Transport poverty is a combination of different metrics, which define the social and transport disadvantages one can have such as transport affordability (inability to meet the cost of transport), mobility poverty (lack of transport options), accessibility poverty (lack of access to essential services, such as education, food, healthcare). It is also highly related to access to goods and services, yet these aspects are strongly distributed geographically, temporally and socially and it is related to transport supply, minimum levels of mobility and individuals’ accessibility levels. Transport poverty can determine transport-related social exclusion, which can be defined as the inability to sufficiently participate in society due to transport-related or social disadvantages.
Amendment 50 #
2021/0206(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Those amendments have differing economic and social impacts on the different sectors of the economy, on the citizens, and the Member States. In particular, the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC of the European Parliament and the Council31 should provide an additional economic incentive to invest into the reduction of fossil fuel consumption and thereby accelerate the reduction of greenhouse gas emissions. Combined with other measures, this should, in the medium to long term, reduce the costs for buildings and road transport, and provide new opportunities for quality job creation and investments. _________________ 31Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a system for greenhouse gas emission allowance trading within the Union (OJ L 275, 25.10.2003, p. 32).
Amendment 51 #
2021/0206(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) A Social Climate Fund (‘the Fund’) should therefore be established to provide funds to the Member States to support their policies to address the social impacts of the emissions trading for buildings and road transport on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users. This should be achieved notably through temporary income support and measures and investments intended to reduce reliance on fossil fuels through increased energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to affordable and efficient zero- and low- emission mobility and transport to the benefit of vulnerable households, vulnerable micro-enterprises , vulnerable SMEs and vulnerable transport users.
Amendment 55 #
2021/0206(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) However, resources are needed to finance those investments. In addition, before they have taken place, the cost supported by households and transport users for heating, cooling and cooking, as well as for road transport and charging infrastructure, is likely to increase as fuel suppliers subject to the obligations under the emission trading for buildings and road transport pass on costs on carbon to the consumers.
Amendment 61 #
2021/0206(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The increase in the price for fossil fuels may disproportionally affect vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users who spend a larger part of their incomes on energy and transport, who, in certain regions, do not have access to alternative, interconnected, efficient and affordable mobility and transport solutions and, who may lack the financial capacity to invest into the reduction of fossil fuel consumplow-carbon alternatives and implying low capacities to adapt to the consequences of the green transition.
Amendment 65 #
2021/0206(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) For that purpose, each Member State should submit to the Commission a Social Climate Plan (‘the Plan’). Those Plans should pursue two objectives. Firstly, they should provide vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users the necessary resources to finance and carry out investments in energy efficiency, decarbonisation of heating and cooling, in zero- and low-emission vehicles and mobility and charging infrastructure. Secondly, they should mitigate the impact of the increase in the cost of fossil fuels on the most vulnerable and thereby prevent energy and transport poverty during the transition period until such investments have been implemented. The Plans should have an investment component promoting the long-term solution of reduce fossil fuels reliance and could envisage other measures, including temporary direct income support to mitigate adverse income effects in the shorter term.
Amendment 67 #
2021/0206(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Therefore, a part of the revenues generated by the inclusion of building and road transport into the scope of Directive 2003/87/EC should be used to address the social and economic impacts arising from that inclusion, for the transition to be just and inclusive, leaving no one behind.
Amendment 71 #
2021/0206(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) This is even more relevant in view of the existing levels of energy poverty and transport poverty. Energy poverty is a situation in which households are unable tolack of access to essential energy services such as cooling, as temperatures rise, and heatingthat underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and other relevant policies. About 34 million Europeans reported an inability to keep their homes adequately warm in 2018, and 6.9% of the Union population have said that they cannot afford to heat their home sufficiently in a 2019 EU-wide survey32 . Overall, the Energy Poverty Observatory estimates that more than 50 million households in the European Union experience energy poverty. Energy poverty is therefore a major challenge for the Union. While social tariffs or direct income support can provide immediate relief to households facing energy poverty, only targeted structural measures, in particular energy renovations, can provide lasting solutions. _________________ 32 Data from 2018. Eurostat, SILC [ilc_mdes01]).
Amendment 72 #
2021/0206(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) Member States, in consultation with regional and local level authorities, are best placed to design and to implement Plans that are adapted and targeted to their local, regional and national circumstances as their existing policies in the relevant areas and planned use of other relevant EU funds. In that manner, the broad diversity of situations, the specific knowledge of local and regional governments, research and innovation and industrial relations and social dialogue structures, as well as national traditions, can best be respected and contribute to the effectiveness and efficiency of the overall support to the vulnerable.
Amendment 73 #
2021/0206(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Ensuring that the measures and investments are particularly targeted towards energy poor or vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users is key for a just transition towards climate neutrality. Support measures to promote reductions in greenhouse gas emissions should help Member States to address the social impacts arising from the emissions trading for the sectors of buildings and road transport, implying also low capacities to adapt to the consequences of the green transition.
Amendment 75 #
2021/0206(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12 a) Transport poverty is a combination of different metrics, which define the social and transport disadvantages one can have such as transport affordability (inability to meet the cost of transport), mobility poverty (lack of transport options),accessibility poverty (lack of access to essential services, such as education, food, healthcare). It is also highly related to access to goods and services, yet these aspects are strongly distributed geographically, temporally and socially and it is related to transport supply, minimum levels of mobility and individuals’ accessibility levels. Transport poverty can determine transport-related social exclusion, which can be defined as the inability to sufficiently participate in society due to transport-related or social disadvantages;
Amendment 81 #
2021/0206(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) A Social Climate (‘the Fund’) should therefore be established to provide funds to the Member States to support their policies to address the social impacts of the emissions trading for buildings and road transport on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users. This should be achieved notably through temporary income support and measures and investments intended to reduce reliance on fossil fuels through increased energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to affordable and efficient zero- and low- emission mobility and transport to the benefit of vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users.
Amendment 88 #
2021/0206(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The Commission Communication The European Green Deal29 sets out a new growth strategy that aims to transform the Union into a sustainable, fairer and more prosperous society, with a modern, resource-efficient and competitive economy, where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. The Commission proposes also to protect, conserve and enhance the Union's natural capital, and protect the health and well- being of citizens from environment-related risks and impacts. Finally, the Commission considers that this transition should be just and inclusive, leaving no one behind. _________________ 29 COM(2019)640 final.
Amendment 88 #
2021/0206(COD)
Proposal for a regulation
Recital 13 b (new)
Recital 13 b (new)
(13 b) Support should be provided for accessing to quality employment, notably through tailored job search assistance and flexible and modular learning courses that also target green and digital skills where appropriate; Well-designed, targeted and time-bound employment programmes should also be considered in order to prepare beneficiaries via training, in particular people in vulnerable situations, for continued participation in the labour market.
Amendment 89 #
2021/0206(COD)
Proposal for a regulation
Recital 13 c (new)
Recital 13 c (new)
(13 c) Job creation is crucial in the context of this Regulation, in particular in territories most affected by the green transition and, where appropriate. The Commission and the Member States should facilitate access to finance and markets for micro, small and medium- sized enterprises with a view to promoting competitiveness, innovation and employment across the single market, including in sectors of strategic relevance in national and local contexts.
Amendment 91 #
2021/0206(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Women are particularly affected by carbon pricing as they represent 85% of single parent families. Single parent families have a particularly high risk of child poverty. Gender equality and equal opportunities for all, and the mainstreaming of those objectives, as well as questions of accessibility for persons with health problems and disabilities should be taken into account and promoted throughout the preparation and implementation of Plans to ensure no one is left behind.
Amendment 93 #
2021/0206(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) For that purpose, each Member State should submit to the Commission a Social Climate Plan (‘the Plan’). Those Plans should pursue two objectives. Firstly, they should provide vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users the necessary resources to finance and carry out investments in energy efficiency, decarbonisation of heating and cooling, in zero- and low-emission vehicles and mobility and charging infrastructure. Secondly, they should mitigate the impact of the increase in the cost of fossil fuels on the most vulnerable and thereby prevent energy and transport poverty during the transition period until such investments have been implemented. The Plans should have an investment component promoting the long-term solution of reduce fossil fuels reliance and could envisage other measures, including temporary direct income support to mitigate adverse income effects in the shorter term.
Amendment 95 #
2021/0206(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Member States should submit their Plans together with the update of their integrated national energy and climate plans, climate and transport and infrastructure plans ( including charging infrastructure) in accordance with Article 14 of Regulation (EU) 2018/1999 of the European Parliament and of the Council35 . The Plans should include the measures to be financed, their estimated costs and the national contribution. They should also include key milestones and targets to assess the effective implementation of the measures. _________________ 35Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
Amendment 99 #
2021/0206(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) Member States, in consultation with regional and local level authorities, are best placed to design and to implement Plans that are adapted and targeted to their local, regional and national circumstances as their existing policies in the relevant areas and planned use of other relevant EU funds. In that manner, the broad diversity of situations, the specific knowledge of local and regional governments, research and innovation and industrial relations and social dialogue structures, as well as national traditions, can best be respected and contribute to the effectiveness and efficiency of the overall support to the vulnerable.
Amendment 101 #
2021/0206(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Ensuring that the measures and investments are particularly targeted towards energy poor or vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users is key for a just transition towards climate neutrality. Support measures to promote reductions in greenhouse gas emissions should help Member States to address the social impacts arising from the emissions trading for the sectors of buildings and road transport, implying also low capacities to adapt to the consequences of the green transition.
Amendment 108 #
2021/0206(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The financial envelope of the Fund should, in principle, be commensurate to amounts corresponding to 25% of the expected revenues from the inclusion of buildings and road transport into the scope of Directive 2003/87/EC in the period 2026-2032. Pursuant to Council Decision (EU, Euratom) 2020/205341 , Member States should make those revenues available to the Union general budget as own resources. Member States are to co-finance 50% of the total coststheir Plan differently depending ofn their Plan themselvesGDP per capita. For this purpose, as well as for investment and measures to accelerate and alleviate the required transition for citizens negatively affected, Member States should inter alia use their expected revenues from emissions trading for buildings and road transport under Directive 2003/87/EC for that purpose. _________________ 41Council Decision (EU, Euratom) 2020/2053 of 14 December 2020 on the system of own resources of the European Union and repealing Decision 2014/335/EU, Euratom (OJ L 424, 15.12.2020, p. 1).
Amendment 121 #
2021/0206(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Women are particularly affected by carbon pricing as they represent 85% of single parent families. Single parent families have a particularly high risk of child poverty. Gender equality and equal opportunities for all, and the mainstreaming of those objectives, as well as questions of accessibility for persons with health problems and disabilities should be taken into account and promoted throughout the preparation and implementation of Plans to ensure no one is left behind.
Amendment 122 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
The measures and investments supported by the Fund shall benefit households, micro-enterprises, small and medium enterprises (SMEs) and transport users, which are vulnerable and particularly affected by the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC, especially households in energy poverty and citizens without public transport alternative to individual cars (in remote and rural areas)transport poverty and users with low capacities to adapt to the consequences of the green transition.
Amendment 123 #
2021/0206(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Member States should submit their Plans together with the update of their integrated national energy and climate plans, climate and transport and infrastructure plans (including charging infrastructure) in in accordance with Article 14 of Regulation (EU) 2018/1999 of the European Parliament and of the Council35 . The Plans should include the measures to be financed, their estimated costs and the national contribution. They should also include key milestones and targets to assess the effective implementation of the measures. _________________ 35Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
Amendment 127 #
2021/0206(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The increase in the price for fossil fuels may disproportionally affect vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users who spend a larger part of their incomes on energy and transport, who, in certain regions, do not have access to alternative, interconnected, efficient and affordable mobility and transport solutions and, who may lack the financial capacity to invest into the reduction of fossil fuel consumplow-carbon alternatives and implying low capacities to adapt to the consequences of the green transition.
Amendment 131 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 4
Article 1 – paragraph 4
The general objective of the Fund is to contribute to the transition towards climate neutrality by addressing the social impacts of the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC. The specific objective of the Fund is to support vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users through temporary direct income support and through measures and investments intended to increase energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to efficient and affordable zero- and low-emission mobility and transport while maintaining technology neutrality .
Amendment 137 #
2021/0206(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) The implementation of the Fund should be carried out in line with the principle of sound financial management, including the effective prevention and prosecution of fraud, tax fraudavoidance, tax evasion, corruption and conflicts of interest.
Amendment 143 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1
Article 2 – paragraph 1 – point 1
(1) ‘building renovation’ means all kinds of energy-related building renovation, including the insulation of the building envelope, that is to say walls, roof, floor, the replacement of windows, the replacement of heating, cooling and cooking appliances, and the installation of on-site production of energy from renewable and carbon neutral sources;
Amendment 143 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
The measures and investments supported by the Fund shall benefit households, micro-enterprises, small and medium enterprises (SMEs) and transport users, which are vulnerable and particularly affected by the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC, especially households in energy poverty and citizens without public transport alternative to individual cars (in remote and rural areas)transport poverty and users with low capacities to adapt to the consequences of the green transition.
Amendment 146 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
(2) ‘energy poverty’ means energy poverty asthe situation defined in point [Article 2(49)] of Article 2 of Directive (EU) [yyyy/nnn] of the of the European Parliament and of the Council50 ; _________________ 50[Directive (EU) [yyyy/nnn] of the of the European Parliament and of the Council (OJ C […], […], p. […]).] [Proposal for recast of Directive 2012/27/EU on energy efficiency]the Energy Efficiency Directive recast27a, namely a ‘household’s lack of access to essential energy services that underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and other relevant policies’28a. _________________ 27aProposal for a Directive of the European Parliament and of the Council on energy efficiency (recast), COM(2021) 558 final. 28aWhile it is left to Member States to define the concept of ‘vulnerable customers’, it comprises households unable to heat or cool their homes adequately and/or having arrears in paying their utility bills in line with Commission Recommendation on energy poverty, C/2020/9600 final (OJ L 357, 27.10.2020, p. 35).
Amendment 150 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 4
Article 1 – paragraph 4
The general objective of the Fund is to contribute to the transition towards climate neutrality by addressing the social impacts of the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC. The specific objective of the Fund is to support vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users through temporary direct income support and through measures and investments intended to increase energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to efficient and affordable zero- and low-emission mobility and transport while maintaining technology neutrality.
Amendment 151 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2 a (new)
Article 2 – paragraph 1 – point 2 a (new)
(2 a) ‘transport poverty’ means poverty affecting households and user that have a high share of mobility expenditure to disposable income or a limited availability of affordable, efficient interconnected modes of individual or collective transport required to meet essential socio-economic needs, with a particular focus on households in rural, insular, mountainous, outermost regions, remote and less accessible areas or less developed regions or territories, including less developed peri-urban areas, caused by one or a combination of the following factors: high fuel expenditures, the phase- out of fossil fuels, high costs of the uptake of zero or low-carbon vehicles, non- sufficient transport infrastructure and alternative fuel infrastructure including electric charging, high costs or lack of availability of adequate, efficient and affordable collective modes of transport;
Amendment 154 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 9 a (new)
Article 2 – paragraph 1 – point 9 a (new)
Amendment 158 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 10
Article 2 – paragraph 1 – point 10
(10) ‘transport users’ means households, NEETs and students, irrespective of the income level of their households or micro- enterprises and SMEs that use various transport, freight and mobility options;
Amendment 158 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1
Article 2 – paragraph 1 – point 1
(1) ‘building renovation’ means all kinds of energy-related building renovation, including the insulation of the building envelope, that is to say walls, roof, floor, the replacement of windows, the replacement of heating, cooling and cooking appliances, and the installation of on-site production of energy from renewable and carbon neutral sources;
Amendment 159 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
(2) ‘energy poverty’ means energy poverty asthe situation defined in point [Article 2(49)] of Article 2 of Directive (EU) [yyyy/nnn] of the of the European Parliamentthe Energy Efficiency Directive recast27a, namely a‘household’s lack of access to essential energy services that underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and of the Council50 ; _________________ 50[Directive (EU) [yyyy/nnn] of the of the European Parliament and of the Council (OJ C […], […], p. […]).] [Proposal for recast of Directive 2012/27/EU on energy efficiency]r relevant policies’28a. _________________ 27aProposal for a Directive of the European Parliament and of the Council on energy efficiency (recast), COM(2021) 558 final. 28aWhile it is left to Member States to define the concept of ‘vulnerable customers’, it comprises households unable to heat or cool their homes adequately and/or having arrears in paying their utility bills in line with Commission Recommendation on energy poverty, C/2020/9600 final (OJ L 357, 27.10.2020, p. 35).
Amendment 160 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 11
Article 2 – paragraph 1 – point 11
(11) ‘vulnerable households’ means households in energy and transport poverty or households, including lower middle- incom who face or are at risk of facing a situation of significantly limited access to quality employment, including self-employment, and/or to education and training, and/or to a decent standard of living and essential services, implying low capacities to adapt to the cones, thatsequences of the green transition and are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
Amendment 160 #
2021/0206(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Transport poverty is a combination of different metrics, which define the social and transport disadvantages one can have such as transport affordability (inability to meet the cost of transport), mobility poverty (lack of transport options), accessibility poverty (lack of access to essential services, such as education, food, healthcare). It is also highly related to access to goods and services, yet these aspects are strongly distributed geographically, temporally and socially and it is related to transport supply, minimum levels of mobility and individuals’ accessibility levels. Transport poverty can determine transport-related social exclusion, which can be defined as the inability to sufficiently participate in society due to transport-related or social disadvantages;
Amendment 162 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2 a (new)
Article 2 – paragraph 1 – point 2 a (new)
(2 a) ‘transport poverty’ means poverty affecting households and user that have a high share of mobility expenditure to disposable income or a limited availability of affordable, efficient interconnected modes of individual or collective transport required to meet essential socio-economic needs, with a particular focus on households in rural, insular, mountainous, outermost regions, remote and less accessible areas or less developed regions or territories, including less developed peri-urban areas, caused by one or a combination of the following factors: high fuel expenditures, the phase- out of fossil fuels, high costs of the uptake of zero or low-carbon vehicles, non- sufficient transport infrastructure and alternative fuel infrastructure including electric charging, high costs or lack of availability of adequate, efficient and affordable public modes of transport;
Amendment 169 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 9 a (new)
Article 2 – paragraph 1 – point 9 a (new)
(9 a) ‘micro, small and medium-sized enterprises’ (SMEs) means enterprises that employ fewer than 250 persons, including solo self-employed, and which have an annual turn over not exceeding EUR 50 million, and/or an annual balance sheet total not exceeding EUR 43 million, calculated in accordance with Articles 3 to 6 of Annex I to Commission Regulation (EU) No 651/201433a _________________ 33a Commission Regulation (EU) No 651/2014 of 17 June 2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty Text with EEA relevance (OJ L 187, 26.6.2014, p. 1).
Amendment 171 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 10
Article 2 – paragraph 1 – point 10
(10) ‘transport users’ means households, NEETs and students, irrespective of the income level of their households or micro- enterprises and SMEs that use various transport, freight and mobility options;
Amendment 174 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 11
Article 2 – paragraph 1 – point 11
(11) ‘vulnerable households’ means households in energy and transport poverty or households, including lower middle- incom who face or are at risk of facing a situation of significantly limited access to quality employment, including self-employment, and/or to education and training, and/or to a decent standard of living and essential services, implying low capacities to adapt tot he cones, thatsequences of the green transition and are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
Amendment 178 #
2021/0206(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) A Social Climate Fund (‘the Fund’) should therefore be established to provide funds to the Member States to support their policies to address the social impacts of the emissions trading for buildings and road transport on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users. This should be achieved notably through temporary income support and measures and investments intended to reduce reliance on fossil fuels through increased energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to affordable and efficient zero- and low-emission mobility and transport to the benefit of vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users.
Amendment 185 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 12 a (new)
Article 2 – paragraph 1 – point 12 a (new)
(12 a) ‘vulnerable SMEs’ means SMEs that are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive2003/87/EC;
Amendment 186 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. Each Member State shall submit to the Commission a Social Climate Plan (‘the Plan’) together with the update to the integrated national energy and climate plan referred to in Article 14(2) of Regulation (EU) 2018/1999 in accordance with the procedure and timeline laid down in that Article. The Plan shall contain a coherent set of measures and investments to address the impact of carbon pricing on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in order to ensure affordable and efficient heating, cooling and mobility while accompanying and accelerating necessary measures to meet the climate targets of the Union.
Amendment 195 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. Each Member State shall submit to the Commission a Social Climate Plan (‘the Plan’) together with the update to the integrated national energy and climate plan referred to in Article 14(2) of Regulation (EU) 2018/1999 in accordance with the procedure and timeline laid down in that Article. The Plan shall contain a coherent set of measures and investments to address the impact of carbon pricing on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in order to ensure affordable and efficient heating, cooling and mobility while accompanying and accelerating necessary measures to meet the climate targets of the Union.
Amendment 204 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point a
Article 3 – paragraph 3 – point a
(a) finance measures and investments to increase energy efficiency of buildings, to implement energy efficiency improvement measures, to carry out building renovation, and to decarbonise heating and cooling of buildings, including the integration of energy production from renewable and carbon neutral energy sources;
Amendment 205 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point a
Article 3 – paragraph 3 – point a
(a) finance measures and investments to increase energy efficiency of buildings, to implement energy efficiency improvement measures, to carry out building renovation, and to decarbonise heating and cooling of buildings, including the integration of energy production from renewable and carbon neutral energy sources;
Amendment 207 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point b
Article 3 – paragraph 3 – point b
(b) finance measures and investments to increase the uptake of zero- and low- emission mobility and transport, while maintaining technological neutrality.
Amendment 211 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point b
Article 3 – paragraph 3 – point b
(b) finance measures and investments to increase the uptake of zero- and low- emission mobility and transport, while respecting technological neutrality.
Amendment 219 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b
Article 4 – paragraph 1 – point b
(b) concrete accompanying measures needed to implement and accomplish the measures and investments of the Plan and reduce the effects referred to in point (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;.
Amendment 221 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
Article 4 – paragraph 1 – point b a (new)
(b a) (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
Amendment 221 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b
Article 4 – paragraph 1 – point b
(b) concrete accompanying measures needed to implement and accomplish the measures and investments of the Plan and reduce the effects referred to in point (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
Amendment 223 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
Article 4 – paragraph 1 – point b a (new)
(b a) (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
Amendment 224 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) an estimate of the likely effects of that increase in prices on households, and in particular on incidence of energy poverty and transport poverty, on micro- enterprises, SMEs and on transport users, comprising in particular an estimate and the identification of vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users; these impacts are to be analysed with a sufficientthe appropriate level of regional disaggregation, taking into account the national specificities and elements such as access to public transport and basic services and identifying the areas mostly affected, particularly territories whi, shared mobility, availability of efficient transport infrastructure and also alternative fuel infrastructure including ch are remote and ruralging infrastructure;
Amendment 227 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) an estimate of the likely effects of that increase in prices on households, and in particular on incidence of energy poverty and transport poverty, on micro- enterprises, SMEs and on transport users, comprising in particular an estimate and the identification of vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users; these impacts are to be analysed with a sufficientthe appropriate level of regional disaggregation, taking into account the national specificities and elements such as access to public transport and basic services and identifying the areas mostly affected, particularly territories whi, shared mobility, availability of efficient transport infrastructure and also alternative fuel infrastructure including ch are remote and ruralging infrastructure;
Amendment 231 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point d
Article 4 – paragraph 1 – point d
(d) where the Plan provides for measures referred to in Article 3(2), the criteria for the identification of eligible final recipients, the indication of the envisaged time limit for the measures in question and their justification on the basis of a quantitative estimate and a qualitative explanation of how the measures in the Plan are expected to reduce energy and transport poverty and the vulnerability of households, micro-enterprises, SMEs and transport users to an increase of road transport and heating fuel prices;
Amendment 235 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point d
Article 4 – paragraph 1 – point d
(d) where the Plan provides for measures referred to in Article 3(2), the criteria for the identification of eligible final recipients, the indication of the envisaged time limit for the measures in question and their justification on the basis of a quantitative estimate and a qualitative explanation of how the measures in the Plan are expected to reduce energy and transport poverty and the vulnerability of households, micro-enterprises, SMEs and transport users to an increase of road transport and heating fuel prices;
Amendment 237 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) envisaged specific milestones, targets and an indicative timetable for the implementation of the measures and investments to be completed by 31 July 2032;
Amendment 238 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) envisaged milestones, targets and an indicative timetable for the implementation of the measures and investments to be completed by 31 July 20324;
Amendment 240 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) envisaged specific milestones, targets and an indicative timetable for the implementation of the measures and investments to be completed by 31 July 20324;
Amendment 245 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point i
Article 4 – paragraph 1 – point i
(i) the arrangements for the effective monitoring and implementation of the Plan by the Member State concerned, in particular of the proposed milestones and targets, including indicators for the implementation of measures and investments, which, where relevant, shall be those available with the Statistical office of the European Union European Statistical Office and the European Energy Poverty Observatory as identified by Commission Recommendation 2020/156354 on energy poverty; indicators related to transport poverty shall be regularly collected by European Statistical office and Transport Poverty Observatory shall be created by the European Commission; _________________ 54 OJ L 357, 27.10.2020, p. 35.
Amendment 250 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
2. The Plans shall be consistent with the information included and the commitments made by the Member States under the European Pillar of Social Rights Action Plan and the European Social Fund Plus (ESF+) established by Regulation (EU) 2021/1057, under their cohesion policy operational programmes under Regulation (EU) 2021/105855 , under their Recovery and Resilience Plans in accordance with Regulation (EU) 2021/241 of the European Parliament and of the Council56 , under their long-term buildings renovation strategies pursuant to Directive 2010/31/EU and under their updated integrated national energy and climate plans under Regulation (EU) 2018/1999. They shall also be complementary to the Territorial Just Transition Plans pursuant to Regulation (EU) 2021/1056 of the European Parliament and of the Council57 . _________________ 55Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund (OJ L 231, 30.6.2021, p. 60). 56Regulation (EU) 2021/241 of the European Parliament and of the Council of 12 February 2021 establishing the Recovery and Resilience Facility (OJ L 57, 18.2.2021, p. 17). 57Regulation (EU) 2021/1056 of the European Parliament and of the Council of 24 June 2021 establishing the Just Transition Fund (OJ L 231, 30.6.2021, p. 1).
Amendment 257 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point c
Article 5 – paragraph 2 – point c
(c) zero- and low-emission mobility and transport, while maintaining technological neutrality;
Amendment 258 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point c
Article 5 – paragraph 2 – point c
(c) zero- and low-emission mobility and transport, while respecting technological neutrality;
Amendment 265 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point e
Article 5 – paragraph 2 – point e
(e) reductions in the number of vulnerable households, especially households in energy poverty and transport poverty, of vulnerable micro- enterprises, SMEs and of vulnerable transport users, including in rural and remote areas.
Amendment 269 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
Amendment 278 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – introductory part
Article 6 – paragraph 2 – introductory part
2. Member States may include the costs of the following measures and investments in the estimated total costs of the Plans, provided they principally benefit vulnerable households, vulnerable micro- enterprises, vulnerable SMEs or vulnerable transport users and intend to:
Amendment 285 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point b
Article 6 – paragraph 2 – point b
(b) contribute to the decarbonisation, including the electrification, of heating and cooling of, and cooking in, buildings and the integration of energy from renewable and carbon neutral sources that contribute to the achievements of energy savings;
Amendment 286 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – introductory part
Article 6 – paragraph 2 – introductory part
2. Member States may include the costs of the following measures and investments in the estimated total costs of the Plans, provided they principally benefit vulnerable households, vulnerable SMEs, vulnerable micro- enterprises or vulnerable transport users and intend to:
Amendment 297 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point b
Article 6 – paragraph 2 – point b
(b) contribute to the decarbonisation, including the electrification, of heating and cooling of, and cooking in, buildings and the integration of energy from renewable and carbon neutral sources that contribute to the achievements of energy savings;
Amendment 299 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point e
Article 6 – paragraph 2 – point e
(e) grant free access to public transport orand adapted tariffs for access to public transport, as well as fostering sustainable and carbon neutral mobility on demand and shared mobility services;
Amendment 302 #
2021/0206(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Member States should submit their Plans together with the update of their integrated national energy and climate plansand transport and infrastructure plans (including charging infrastructure) in accordance with Article 14 of Regulation (EU) 2018/1999 of the European Parliament and of the Council35 . The Plans should include the measures to be financed, their estimated costs and the national contribution. They should also include key milestones and targets to assess the effective implementation of the measures. _________________ 35 Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
Amendment 302 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point f
Article 6 – paragraph 2 – point f
(f) support public and private entities in developing and providing affordable and efficient zero- and low-emission mobility and carbon neutral transport services and the uptake of attractive active mobility options for rural, insular, mountainous, remote and less accessible areas or for less developed regions or territories, including less developed peri-urban areas.
Amendment 312 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point d
Article 6 – paragraph 2 – point d
(d) provide access to zero- and low- emission vehicles and bikesother means of transport, including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure, including for recharging and refuelling; for support concerning low-emission vehicles, a timetable for gradually reducing the support shall be providedalternative fuels infrastructure networks;
Amendment 316 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point e
Article 6 – paragraph 2 – point e
(e) grant free access to public transport orand adapted tariffs for access to public transport, as well as fostering sustainable and carbon neutral mobility on demand and shared mobility services, including social shared mobility;
Amendment 318 #
2021/0206(COD)
Proposal for a regulation
Article 8 – title
Article 8 – title
8 Pass-on of benefits to households, micro-enterprises, SMEs and transport users
Amendment 319 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point f
Article 6 – paragraph 2 – point f
(f) support public and private entities in developing and providing affordable and efficient zero- and low-emission mobility and carbon neutral transport services and the uptake of attractive active mobility options for rural, insular, mountainous, remote and less accessible areas or for less developed regions or territories, including less developed peri-urban areas.
Amendment 320 #
2021/0206(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States may include into the estimated total costs financial support provided to public or private entities other than vulnerable households, vulnerable micro-enterprises vulnerable SMEs, and vulnerable transport uses, if those entities carry out measures and investments ultimately benefitting vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users.
Amendment 323 #
2021/0206(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
Member States shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households, micro- enterprises, SMEs and transport users.
Amendment 326 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. The financial envelope for the implementation of the Fund for the period 2025-2027 shall be minimally EUR 23 700 000 000 in current prices.
Amendment 333 #
2021/0206(COD)
Proposal for a regulation
Article 8 – title
Article 8 – title
8 Pass-on of benefits to households, micro-enterprises, SMEs and transport users
Amendment 334 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. The financial envelope for the implementation of the Fund for the period 2028-20324 shall be minimally EUR 48 500 000 000 in current prices, subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in Article 312 TFEU.
Amendment 337 #
2021/0206(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States may include into the estimated total costs financial support provided to public or private entities other than vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport uses, if those entities carry out measures and investments ultimately benefitting vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users.
Amendment 338 #
2021/0206(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
Member States shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households, micro- enterprises, SMEs and transport users.
Amendment 340 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. The financial envelope for the implementation of the Fund for the period 2025-2027 shall be at least EUR 23 700 000 000 in current prices.
Amendment 343 #
2021/0206(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
1. Resources allocated to Member States under shared managementfrom the Fund may, at their request, be transferred to the FundPrograms under shared management, subject to the conditions set out in the relevant provisions of Regulation (EU) 2021/1060. The CommissionMember States shall implement those resources directly in accordance with Article 62(1), first subparagraph, point (ab) of Regulation (EU, Euratom) 2018/1046. Those resources shall be used exclusively for the benefit of the Member State concerned.
Amendment 345 #
2021/0206(COD)
Proposal for a regulation
Article 10 – paragraph 1 a (new)
Article 10 – paragraph 1 a (new)
1 a. If Member States opt for transfer of resources to shared management programs, the Fund shall be implemented in accordance with the relevant rules of Regulation(EU) 2021/1060.
Amendment 347 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. The financial envelope for the implementation of the Fund for the period 2028-20324 shall be at least EUR 48 500 000 000 in current prices, subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in Article 312 TFEU.
Amendment 350 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 2 a (new)
Article 9 – paragraph 2 a (new)
Amendment 358 #
2021/0206(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. Member States shall contribute at least to 50 percent of the total estimated costs of their PlansThe co-financing rate, applicable to the Member States shall not be higher than: (a) 85 % for less developed regions41a, whose GDP per capita is less than 75 % of the average GDP per capita of the EU-27; (b) 70 % for transition regions, whose GDP per capita is between 75 % and 100 % of the average GDP per capita of the EU-27; (c) 50 % for more developed regions, whose GDP per capita is above 100 % of the average GDP per capita of the EU-27; (d) The co-financing rates set out under point (a) shall also apply to the outermost regions. _________________ 41aRegions corresponding to level 2 of the common classification of territorial units for statistics (‘NUTS level regions’) established by Regulation (EC) No 1059/2003 as amended by Regulation (EU) 2016/2066.
Amendment 363 #
2021/0206(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. Member States shall contribute at least to 50 percent of the total estimated costs of their Plans. The co-financing rate, applicable to the Member States shall not be higher than: (a) 85 % for less developed regions41a, whose GDP per capita is less than 75 % of the average GDP per capita of the EU-27; (b) 70 % for transition regions, whose GDP per capita is between 75 % and 100 % of the average GDP per capita of the EU-27; (c) 50 % for more developed regions, whose GDP per capita is above 100 % of the average GDP per capita of the EU-27; (d) The co-financing rates set out under point (a) shall also apply to the outermost regions. _________________ 41aRegions corresponding to level 2 of the common classification of territorial units for statistics (‘NUTS level regions’) established by Regulation (EC) No 1059/2003 as amended by Regulation (EU) 2016/2066.
Amendment 367 #
2021/0206(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point a – point i
Article 15 – paragraph 2 – point a – point i
(i) whether the Plan represents a response to the social impact on and challenges faced by vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in the Member State concerned from establishing the emission trading system for buildings and road transport established pursuant to Chapter IVa of Directive 2003/87/EC, especially households in energy poverty and transport poverty, duly taking into account the challenges identified in the assessments of the Commission of the update of the concerned Member State’s integrated national energy and climate plan and of its progress pursuant to Article 9(3), and Articles 13 and 29 of Regulation (EU) 2018/1999, as well as in the Commission recommendations to Member States issued pursuant to Article 34 of Regulation (EU) 2018/1999 in view of the long-term objective of climate neutrality in the Union by 2050. This shall take into account the specific challenges and the financial allocation of the Member State concerned;
Amendment 375 #
2021/0206(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point a – point i
Article 15 – paragraph 2 – point a – point i
(i) whether the Plan represents a response to the social impact on and challenges faced by vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in the Member State concerned from establishing the emission trading system for buildings and road transport established pursuant to Chapter IVa of Directive 2003/87/EC, especially households in energy poverty and transport poverty, duly taking into account the challenges identified in the assessments of the Commission of the update of the concerned Member State’s integrated national energy and climate plan and of its progress pursuant to Article 9(3), and Articles 13 and 29 of Regulation (EU) 2018/1999, as well as in the Commission recommendations to Member States issued pursuant to Article 34 of Regulation (EU) 2018/1999 in view of the long-term objective of climate neutrality in the Union by 2050. This shall take into account the specific challenges and the financial allocation of the Member State concerned;
Amendment 377 #
2021/0206(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point b – point i
Article 15 – paragraph 2 – point b – point i
(i) whether the Plan is expected to have a lasting impact on the challenges addressed by that Plan and in particular on vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users, especially households in energy poverty and transport poverty, in the Member State concerned;
Amendment 384 #
2021/0206(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point b – point i
Article 15 – paragraph 2 – point b – point i
(i) whether the Plan is expected to have a lasting impact on the challenges addressed by that Plan and in particular on vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users, especially households in energy poverty and transport poverty, in the Member State concerned;
Amendment 392 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 2
Article 18 – paragraph 2
2. The individual legal commitment covering the period 2028-20324 shall be concluded subject to the availability of the amounts referred to in Article 9(2) of this Regulation under the annual ceilings of the multiannual financial framework referred to in Article 312 TFEU.
Amendment 393 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
3. Budgetary commitments may be based on global commitments and, where appropriate, may be broken down into annual instalments spread over several years.
Amendment 398 #
2021/0206(COD)
Proposal for a regulation
Article 23 – paragraph 1 – point a
Article 23 – paragraph 1 – point a
(a) detailed quantitative information on the number of households in energy poverty and transport poverty;
Amendment 400 #
2021/0206(COD)
Proposal for a regulation
Article 23 – paragraph 1 – point b
Article 23 – paragraph 1 – point b
(b) when applicable, detailed information on progress towards the national indicative objective to reduce the number of households in energy poverty and transport poverty;
Amendment 403 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 2
Article 18 – paragraph 2
2. The individual legal commitment covering the period 2028-20324 shall be concluded subject to the availability of the amounts referred to in Article 9(2) of this Regulation under the annual ceilings of the multiannual financial framework referred to in Article 312 TFEU.
Amendment 409 #
2021/0206(COD)
Proposal for a regulation
Article 24 – paragraph 2
Article 24 – paragraph 2
2. By 31 December 20335, the Commission shall provide the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions with an independent ex post evaluation report.
Amendment 420 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 4
Article 1 – paragraph 4
The general objective of the Fund is to contribute to the transition towards climate neutrality by addressing the social impacts of the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC. The specific objective of the Fund is to support vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users through temporary direct income support and through measures and investments intended to increase energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to efficient and affordable zero- and low-emission mobility and transport while maintaining technology neutrality.
Amendment 436 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1
Article 2 – paragraph 1 – point 1
(1) ‘building renovation’ means all kinds of energy-related building renovation, including the insulation of the building envelope, that is to say walls, roof, floor, the replacement of windows, the replacement of heating, cooling and cooking appliances, and the installation of on-site production of energy from renewable and carbon neutral sources;
Amendment 438 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
(2) ‘energy poverty’ means energy poverty asthe situation defined in point [Article 2(49)] of Article 2 of Directive (EU) [yyyy/nnn] of the of the European Parliamentthe Energy Efficiency Directive recast27a, namely a ‘household’s lack of access to essential energy services that underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and of the Council50 ; _________________ 50 [Directive (EU) [yyyy/nnn] of the of the European Parliament and of the Council (OJ C […], […], p. […]).] [Proposal for recast of Directive 2012/27/EU on energy efficiency]r relevant policies’28a; _________________ 27a Proposal for a Directive of the European Parliament and of the Council on energy efficiency (recast), COM(2021) 558 final. 28a While it is left to Member States to define the concept of ‘vulnerable customers’, it comprises households unable to heat or cool their homes adequately and/or having arrears in paying their utility bills in line with Commission Recommendation on energy poverty, C/2020/9600 final (OJ L 357, 27.10.2020, p. 35).
Amendment 446 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2 a (new)
Article 2 – paragraph 1 – point 2 a (new)
(2a) ‘transport poverty’ means poverty affecting households and users that have a high share of mobility expenditure to disposable income or a limited availability of affordable, efficient interconnected modes of individual or public transport required to meet essential socio-economic needs, with a particular focus on households in rural, insular, mountainous, outermost regions, remote and less accessible areas or less developed regions or territories, including less developed peri-urban areas, caused by one or a combination of the following factors: high fuel expenditures, the phase- out of fossil fuels, high costs of the uptake of zero or low-carbon vehicles, non- sufficient transport infrastructure and alternative fuel infrastructure including electric charging, high costs or lack of availability of adequate, efficient and affordable public modes of transport;
Amendment 456 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 9 a (new)
Article 2 – paragraph 1 – point 9 a (new)
Amendment 460 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 10
Article 2 – paragraph 1 – point 10
(10) ‘transport users’ means households, people Not engaged in Education, Employment or Training (NEETs) and students, irrespective of the income level of their households or micro-enterprises and SMEs that use various transport, freight and mobility options;
Amendment 555 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point a
Article 3 – paragraph 3 – point a
(a) finance measures and investments to increase energy efficiency of buildings, to implement energy efficiency improvement measures, to carry out building renovation, and to decarbonise heating and cooling of buildings, including the integration of energy production from renewable and carbon neutral energy sources;
Amendment 566 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point b
Article 3 – paragraph 3 – point b
(b) finance measures and investments to increase the uptake of zero- and low- emission mobility and transport, while maintaining technological neutrality.
Amendment 583 #
2021/0206(COD)
(b) concrete accompanying measures needed to accomplishimplement the measures and investments of the Plan and reduce the effects referred to in point (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
Amendment 587 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
Article 4 – paragraph 1 – point b a (new)
(ba) information on existing or planned financing of measures and investments from other Union, international, public or private sources;
Amendment 590 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) an estimate of the likely effects of that increase in prices on households, and in particular on incidence of energy poverty and transport poverty, on micro- enterprises, SMEs and on transport users, comprising in particular an estimate and the identification of vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users; these impacts are to be analysed with a sufficientthe appropriate level of regional disaggregation, taking into account the national specificities and elements such as access to public transport and basic services and identifying the areas mostly affected, particularly territories whi, shared mobility, availability of efficient transport infrastructure and also alternative fuel infrastructure including ch are remote and ruralging infrastructure;
Amendment 616 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) envisaged specific milestones, targets and an indicative timetable for the implementation of the measures and investments to be completed by 31 July 20324;
Amendment 635 #
2021/0206(COD)
(i) the arrangements for the effective monitoring and implementation of the Plan by the Member State concerned, in particular of the proposed milestones and targets, including indicators for the implementation of measures and investments, which, where relevant, shall be those available with the Statistical office of the European Union European Statistical Office and the European Energy Poverty Observatory as identified by Commission Recommendation 2020/156354 on energy poverty; indicators related to transport poverty shall be regularly collected by European Statistical office and Transport Poverty Observatory shall be created by the European Commission; _________________ 54 OJ L 357, 27.10.2020, p. 35.
Amendment 644 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
2. The Plans shall be consistent with the information included and the commitments made by the Member States under the European Pillar of Social Rights Action Plan and the European Social Fund Plus (ESF+) established by Regulation (EU) 2021/1057, under their cohesion policy operational programmes under Regulation (EU) 2021/105855 , under their Recovery and Resilience Plans in accordance with Regulation (EU) 2021/241 of the European Parliament and of the Council56 , under their long-term buildings renovation strategies pursuant to Directive 2010/31/EU and under their updated integrated national energy and climate plans under Regulation (EU) 2018/1999. They shall also be complementary to the Territorial Just Transition Plans pursuant to Regulation (EU) 2021/1056 of the European Parliament and of the Council57 . _________________ 55 Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund (OJ L 231, 30.6.2021, p. 60). 56 Regulation (EU) 2021/241 of the European Parliament and of the Council of 12 February 2021 establishing the Recovery and Resilience Facility (OJ L 57, 18.2.2021, p. 17). 57 Regulation (EU) 2021/1056 of the European Parliament and of the Council of 24 June 2021 establishing the Just Transition Fund (OJ L 231, 30.6.2021, p. 1).
Amendment 666 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point c
Article 5 – paragraph 2 – point c
(c) zero- and low-emission mobility and transport, while maintaining technological neutrality;
Amendment 686 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
Amendment 743 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point b
Article 6 – paragraph 2 – point b
(b) contribute to the decarbonisation, including the electrification, of heating and cooling of, and cooking in, buildings and the integration of energy from renewable and carbon neutral sources that contribute to the achievements of energy savings;
Amendment 759 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point d
Article 6 – paragraph 2 – point d
(d) provide access to zero- and low- emission vehicles and bikesother means of transport, including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure, including for recharging and refuelling; for support concerning low-emission vehicles, a timetable for gradually reducing the support shall be providedalternative fuels infrastructure networks;
Amendment 773 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point e
Article 6 – paragraph 2 – point e
(e) grant free access to public transport orand adapted tariffs for access to public transport, as well as fostering sustainable and carbon neutral mobility on demand and shared mobility services;
Amendment 781 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point f
Article 6 – paragraph 2 – point f
(f) support public and private entities in developing and providing affordable and efficient zero- and low-emission mobility and carbon neutral transport services and the uptake of attractive active mobility options for rural, insular, mountainous, remote and less accessible areas or for less developed regions or territories, including less developed peri-urban areas.
Amendment 865 #
2021/0206(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
1. Resources allocated to Member States under shared managementfrom the Fund may, at their request, be transferred to the FundPrograms under shared management, subject to the conditions set out in the relevant provisions of Regulation (EU) 2021/1060. The CommissionMember States shall implement those resources directly in accordance with Article 62(1), first subparagraph, point (ab) of Regulation (EU, Euratom) 2018/1046. Those resources shall be used exclusively for the benefit of the Member State concerned.
Amendment 883 #
2021/0206(COD)
Proposal for a regulation
Article 11 – paragraph 1 a (new)
Article 11 – paragraph 1 a (new)
If Member States opt for transfer of resources to shared management programs, the Fund shall be implemented in accordance with the relevant rules of Regulation (EU) 2021/1060.
Amendment 901 #
2021/0206(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. Member States shall contribute at least to 50 percent of the total estimated costs of their Plans. The co-financing rate, applicable to the Member States shall not be higher than: (a) 85 % for less developed regions41a, whose GDP per capita is less than 75 % of the average GDP per capita of the EU-27; (b) 70 % for transition regions, whose GDP per capita is between 75 % and 100 % of the average GDP per capita of the EU-27; (c) 50 % for more developed regions, whose GDP per capita is above 100 % of the average GDP per capita of the EU-27; (d) The co-financing rates set out under point (a) shall also apply to the outermost regions. _________________ 41a Regions corresponding to level 2 of the common classification of territorial units for statistics (‘NUTS level regions’) established by Regulation (EC) No 1059/2003 as amended by Regulation (EU) 2016/2066.
Amendment 1012 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 2
Article 18 – paragraph 2
2. The individual legal commitment covering the period 2028-20324 shall be concluded subject to the availability of the amounts referred to in Article 9(2) of this Regulation under the annual ceilings of the multiannual financial framework referred to in Article 312 TFEU.
Amendment 1013 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
3. Budgetary commitments may be based on global commitments and, where appropriate, may be broken down into annual instalments spread over several years.
Amendment 1092 #
2021/0206(COD)
Proposal for a regulation
Article 24 – paragraph 2
Article 24 – paragraph 2
2. By 31 December 20335, the Commission shall provide the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions with an independent ex post evaluation report.
Amendment 41 #
2021/0205(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Over the past decades, air transport has played a crucial role in the Union's economy and in the everyday lives of Union citizens, as one of the best performing and most dynamic sectors of the Union economy. It has been a strong driver for economic growth, jobs, trade and tourism, as well as for connectivity and mobility for businesses and citizens alike, as well as one of the main connector for and from outermost regions and the mainland, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy.
Amendment 47 #
2021/0205(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) From 2020, air transport has been one of the hardest hit sector by the COVID-19 crisis. With the perspective of an end to the pandemic in sight, it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. At the same time, emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. Therefore, it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the Union’s climate goals, with high levels of connectivity, safety and security., avoiding the possible raise of air fares and the reduction of flight frequencies;
Amendment 51 #
2021/0205(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The functioning of the Union air transport sector is determined by its cross- border nature across the Union, and by its global dimension. The aviation internal market is one of the most integrated sectors in the Union, governed by uniform rules on market access and operating conditions. The air transport external policy is governed by rules established at global level at the International Civil Aviation Organisation (ICAO), as well as by comprehensive multilateral or bilateral agreements between the Union or its Member States, and third countries. The Union external aviation policy should promote convergence on the use of sustainable aviation fuels and, if appropriate, should establish specific provisions on the use of sustainable aviation fuels within the comprehensive multilateral and bilateral air transport agreements between the EU or its Member States ;
Amendment 58 #
2021/0205(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Over the past decades, air transport has played a crucial role in the Union's economy and in the everyday lives of Union citizens, as one of the best performing and most dynamic sectors of the Union economy. It has been a strong driver for economic growth, jobs, trade and tourism, as well as for connectivity and mobility for businesses and citizens alike, as well as one of the main connectors for and from outermost regions and the mainland, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy.
Amendment 58 #
2021/0205(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Over the past decades, air transport has played a crucial role in the Union's economy and in the everyday lives of Union citizens, as one of the best performing and most dynamic sectors of the Union economy. It has been a strong driver for economic growth, jobs, trade and tourism, as well asnd for connectivity and mobility for businesses and citizens alike, as well as one of the main connectors for and from outermost regions and the mainland, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy.
Amendment 58 #
2021/0205(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The air transport market is subject to strong competition between economic actors globally and across the Union, for which a level playing field is indispensable. The stability and prosperity of the air transport market and its economic actors relies on a clear and harmonised policy framework where aircraft operators, airports and the relevant parties involved in fuel supply and other aviation actors can operate on the basis of equal opportunities. Where market distortions occur, they risk putting aircraft operators or airports at a disadvantage with internal or external competitors. In turn, this can result in a loss of competitiveness of the air transport industry, and a loss of air connectivity for citizens and businesses.
Amendment 60 #
2021/0205(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) In particular, it is essential to ensure a level playing field across the Union air transport market regarding aviation fuel, which account for a substantial share of aircraft operators’ costs. Variations in fuel prices can affect significantly aircraft operators’ economic performance and negatively impact competition on the market, reduce the attractiveness of the aviation sector and therefore mobility, with high fuel prices translated directly into high end-consumer fares. Where differences in aviation fuel prices exist between Union airports or between Union and non-Union airports, this can lead aircraft operators to adapt their refuelling strategies for economic reasonsin order to remain competitive. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. SOn the other hand, refuelling obligations are costly for aircraft operators as they prolong the turn-around times and reduces operational capacity of the airports, especially in peak hours. The tankering on short haul flights has rather limited impact on fuel consumption and fuel burn. Nevertheless, some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector, leading to market distortions and be harmful to air connectivity. This Regulation should set up balanced measures to prevent suchall possible adverse practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.
Amendment 63 #
2021/0205(COD)
(2) From 2020, air transport has been one of the hardest hit sector by the COVID-19 crisis. With the perspective of an end to the pandemic in sight, it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. At the same time, emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. Therefore, it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the Union’s climate goals, with high levels of connectivity, safety and security., avoiding a possible raise of air fares and a reduction of flight frequencies;
Amendment 64 #
2021/0205(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) From 2020, air transport has been one of the hardest hit sector by the COVID-19 crisis. With the perspective of an end to the pandemic in sight, it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. At the same time, emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. Therefore, it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the Union’s climate goals, with high levels of connectivity, safety and security., reducing at the minimum the impacts on changes to air fares and flight frequency;
Amendment 67 #
2021/0205(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The Communication on a Sustainable and Smart Mobility Strategy10 adopted by the Commission in December 2020 sets a course of action for the EU transport system to achieve its green and digital transformation and become more resilient. The decarbonisation of the air transport sector is a necessary and challenging process, especially in the short term. Technological advancements and a strong commitment from the industry, pursued in European and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions reductions. Whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades, sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges, already in the short term but also in the medium and long term. However, this potential is currently largely untapped and needs support over time for the development and deployment of mature and new sustainable aviation fuels and on research for new aircraft engines and technologies. _________________ 10 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.
Amendment 68 #
2021/0205(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The air transport market is subject to strong competition between economic actors globally and across the Union, for which a level playing field is indispensable. The stability and prosperity of the air transport market and its economic actors relies on a clear and harmonised policy framework where aircraft operators, airports with the relavant parties involved in fuel supply and other aviation actors can operate on the basis of equal opportunities. Where market distortions occur, they risk putting aircraft operators or airports at a disadvantage with internal or external competitors. In turn, this can result in a loss of competitiveness of the air transport industry, and a loss of air connectivity for citizens and businesses.
Amendment 70 #
2021/0205(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) In particular, it is essential to ensure a level playing field across the Union air transport market regarding aviation fuel, which account for a substantial share of aircraft operators’ costs. Variations in fuel prices can affect significantly aircraft operators’ economic performance and negatively impact competition on the market, reduce the attractiveness of the aviation sector and therefore mobility, with high fuel prices translated directly into high end-consumer prices. Where differences in aviation fuel prices exist between Union airports or between Union and non-Union airports, this can lead aircraft operators to adapt their refuelling strategies for economic reasonsin order to remain competitive. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. SOn the other hand, refuelling obligations are costly for aircraft operators as they prolongs the turn-around times and reduces the capacity of the airports, especially in pick hours. The tankering on short-haul flights has rather limited impact on fuel consumption and fuel burn. Nevertheless, some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector, leading to market distortions and be harmful to air connectivity. This Regulation should set up balanced measures to prevent suchall possible adverse practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market. Therefore, the Commission should deliver a report on fuel tankering cases.
Amendment 70 #
2021/0205(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The functioning of the Union air transport sector is determined by its cross- border nature across the Union, and by its global dimension. The aviation internal market is one of the most integrated sectors in the Union, governed by uniform rules on market access and operating conditions. The air transport external policy is governed by rules established at global level at the International Civil Aviation Organisation (ICAO), as well as by comprehensive multilateral or bilateral agreements between the Union or its Member States, and third countries. The Union external aviation policy should promote converge on the use of sustainable aviation fuels and if appropriate establish specific provisions on the use of sustainable aviation fuels within the comprehensive multilateral and bilateral air transport agreements between the Union or its Member States, and third countries.
Amendment 77 #
2021/0205(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The air transport market is subject to strong competition between economic actors globally and across the Union, for which a level playing field is indispensable. The stability and prosperity of the air transport market and its economic actors relies on a clear and harmonised policy framework where aircraft operators, airports and the relevant parties involved in fuel supply and other aviation actors can operate on the basis of equal opportunities. Where market distortions occur, they risk putting aircraft operators or airports at a disadvantage with internal or external competitors. In turn, this can result in a loss of competitiveness of the air transport industry, and a loss of air connectivity for citizens and businesses.
Amendment 78 #
2021/0205(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The Communication on a Sustainable and Smart Mobility Strategy10 adopted by the Commission in December 2020 sets a course of action for the EU transport system to achieve its green and digital transformation and become more resilient. The decarbonisation of the air transport sector is a necessary and challenging process, especially in the short term. Technological advancements and a strong commitment from the industry to implement environmental policies, pursued in European and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions reductions. Whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades, sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges, already in the short term. However, this potential is currently largely untapped and needs support over time for the development and deployment of new sustainable aviations fuels and technological advancements on research for new aircraft engines and technologies. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.
Amendment 78 #
2021/0205(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Sustainable aviation fuels are liquid, drop-in fuels, fully fungible with conventional aviationfuels which save 55% of greenhouse gases as compared with fossil fuels and are compatible with existing aircraft engines. Several production pathways of sustainable aviation fuels have been certified at global level for use in civil or military aviation. SAmong sustainable aviation fuels some are technologically ready to play an important role in reducing emissions from air transport already in the very short term. They are expected to account for a major part of the aviation fuel mix in the medium and long term. Further, with the support of appropriate international fuel standards, sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator, thus helping to reduce other non-CO2 emissions. Other alternatives to power aircraft, which should also be supported and covered by this Regulation, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.
Amendment 79 #
2021/0205(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) In particular, it is essential to ensure a level playing field across the Union air transport market regarding aviation fuel, which account for a substantial share of aircraft operators’ costs. Variations in fuel prices can affect significantly aircraft operators’ economic performance and negatively impact competition on the market, reduce the attractiveness of the aviation sector and therefore mobility, with high fuel prices translated directly into high end-consumer fares. Where differences in aviation fuel prices exist between Union airports or between Union and non-Union airports, this can lead aircraft operators to adapt their refuelling strategies for economic reasonsin order to remain competitive. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. SOn the other hand, refuelling obligations are costly for aircraft operators as they prolong the turn-around times and reduce operational capacity of the airports, especially in peak hours. The tankering on short haul flights has rather limited impact on fuel consumption and fuel burn. Nevertheless, some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector, leading to market distortions and be harmful to air connectivity. This Regulation should set up balanced measures to prevent suchall possible adverse practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.
Amendment 81 #
2021/0205(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The gradual introduction of sustainable aviation fuels on the air transport market will represent an additional fuel cost for airlines, as such fuel technologies are currently more expensive to produce than conventional aviation fuel. This is expected to exacerbate the pre-existing issues of level playing field on the air transport market as regards aviation fuel, and to cause further distortions among aircraft operators and airports. This regulation should take measures to prevent that the introduction of sustainable aviation fuels affects negatively the competitiveness of the aviation sector by defining harmonised requirements across the Union., avoiding different blending mandates at national level;
Amendment 87 #
2021/0205(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Sustainable aviation fuels are liquid, drop-in fuels, fully fungible with conventional aviationfuels which save at least 70 % of greenhouse gases as compared with fossil fuels and compatible with existing aircraft engines. Several production pathways of sustainable aviation fuels have been certified at global level for use in civil or military aviation. SAmong sustainable aviation fuels some are technologically ready to play an important role in reducing emissions from air transport already in the very short term. They are expected to account for a major part of the aviation fuel mix in the medium and long term. Further, with the support of appropriate international fuel standards, sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator, thus helping to reduce other non-CO2 emissions. Other alternatives to power aircraft, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.
Amendment 87 #
2021/0205(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) At global level, sustainable aviation fuels are regulated at ICAOnd defined at ICAO and the Union should follow similar approach to align Union aviation framework with those international standards with the aim of promoting sustainable aviation fuels at global level. In particular, ICAO establishes detailed requirements on the sustainability, traceability and accounting of sustainable aviation fuels for use on flights covered by the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). While incentives are set in CORSIA and sustainable aviation fuels are considered an integral pillar of the work on the feasibility of a Long-Term Aspiration Goal for international aviation, there is currently no mandatory scheme on the use of sustainable aviation fuels for international flights. Comprehensive multilateral or bilateral air transport agreements between the EU or its Member States, and third countries generally include provisions on environmental protection. However, for the time being, such provisions do not impose on contracting parties any binding requirements on the use of sustainable aviation fuels.
Amendment 91 #
2021/0205(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The Communication on a Sustainable and Smart Mobility Strategy10 adopted by the Commission in December 2020 sets a course of action for the EU transport system to achieve its green and digital transformation and become more resilient. The decarbonisation of the air transport sector is a necessary and challenging process, especially in the short term. Technological advancements, and a strong commitment from the industry, pursued in European and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions reductions. Whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades, sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges, already in the short term but also in the medium and long term. However, this potential is currently largely untapped. _________________ 10Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020 and needs support over time for the development and deployment of mature and new sustainable aviation fuels and for research on new aircraft engines and technologies.
Amendment 100 #
2021/0205(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Sustainable aviation fuels are liquid, drop-in fuels, fully fungible with conventional aviationfuels which save 70% of greenhouse gases as compared with fossil fuels and are compatible with existing aircraft engines. Several production pathways of sustainable aviation fuels have been certified at global level for use in civil or military aviation. SAmong sustainable aviation fuels some are technologically ready to play an important role in reducing emissions from air transport already in the very short term. They are expected to account for a major part of the aviation fuel mix in the medium and long term. Further, with the support of appropriate international fuel standards, sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator, thus helping to reduce other non-CO2 emissions. Other alternatives to power aircraft, which should also be supported and covered by this Regulation, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.
Amendment 104 #
2021/0205(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The gradual introduction of sustainable aviation fuels on the air transport market will represent an additional fuel cost for airlines, as such fuel technologies are currently more expensive to produce than conventional aviation fuel. This is expected to exacerbate the pre-existing issues of level playing field on the air transport market as regards aviation fuel, and to cause further distortions among aircraft operators and airports. This regulation should take measures to prevent that the introduction of sustainable aviation fuels affects negatively the competitiveness of the aviation sector by defining harmonised requirements across the Union., avoiding different blending mandates at national level;
Amendment 104 #
2021/0205(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) The present Regulation should apply to aircraft engaged in civil aviation, carrying out commercial air transport flights. It should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian, search, rescue, disaster relief or medical purposes, as well as customs, police and fire-fighting operations. Indeed, flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. Due to the nature of their operations, they may not always be in a position to fulfil obligations under this Regulation, as it may represent unnecessary burden. In order to cater for a level playing field across the EU aviation single market, this regulation should cover the largest possible share of commercial air traffic operated from airports located on EU territory. At the same time, in order to safeguard air connectivity for the benefits of EU citizens, businesses and regions, it is important to avoid imposing undue burden on air transport operations at small airports. A threshold of yearly passenger air traffic and freight traffic should be defined, below which airports would not be covered by this Regulation; however, the scope of the Regulation should cover at least 95% of total traffic departing from airports in the Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory. However, airports that meet the exemption requirements can opt to be covered by this regulation after the Member State report to the Commission.
Amendment 107 #
2021/0205(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, all sustainable aviation fuels producvided from feedstock listed in Parts A and B of Annex IX ofor in Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technologynd complying with the sustainability and greenhouse gas emissions criteria laid down in that Directive and certified in accordance with Article 30 of that Directive are essential to decarbonise air transport already in the short term.
Amendment 108 #
2021/0205(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) At global level, sustainable aviation fuels are regulated at ICAOnd defined at ICAO and the Union should follow a similar approach to align the Union aviation framework with those international standards with the aim of promoting sustainable aviation fuels at global level. In particular, ICAO establishes detailed requirements on the sustainability, traceability and accounting of sustainable aviation fuels for use on flights covered by the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). While incentives are set in CORSIA and sustainable aviation fuels are considered an integral pillar of the work on the feasibility of a Long-Term Aspiration Goal for international aviation, there is currently no mandatory scheme on the use of sustainable aviation fuels for international flights. Comprehensive multilateral or bilateral air transport agreements between the EU or its Member States, and third countries generally include provisions on environmental protection. However, for the time being, such provisions do not impose on contracting parties any binding requirements on the use of sustainable aviation fuels.
Amendment 111 #
2021/0205(COD)
(17) For sustainability reasonsGiven the safeguards provided for in Directive (EU) 2018/2001, feed and food crop-based fuels should not be eligible. In particular, indirect land-use change occurs when the cultivation of crops for biofuels displaces traditional production of crops for food and feed purposes. Such additional demand increases the pressure on land and can lead to the extension of agricultural land into areas with high-carbon stock, such as forests, wetlands and peatland, causing additional greenhouse gas emissions and loss of biodiversity concerns. ResProper enforcement of that Directive with an appropriate track and trace system in place combined with establishing market conditions with tailored incentives should lead to ramping up alternative fuels market in the Union. In addition, annex V of that Directive addresses the greenhouse gas savings of each crop for earch has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional demandproduction way. Even if some feedstock does not reduce as much emissions as others, but is available in Europe, produces also protein for feedlivestock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fuels produced from feedstock for which a significant expansion of the production area into land with high-carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular withor is intermediate crops to protect the soil during winter, it should be recommended to use the fuels where the feedstock is harvested under the sustainability criteria laid down in Article 29 and 29(a) of that Directive in particular during the green transition. Furthermore, Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential which cand broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demande extended to all modes of transport. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99 % of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sectoruse all types of sustainable aviation fuels in a cost effective manner to reach climate goals through effective decarbonisation.
Amendment 114 #
2021/0205(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) A single, clear and robust sustainability framework is necessary to provide legal certainty for the aviation and fuels industries actors, on the eligibility of sustainable aviation fuels under this Regulation. To ensure consistency with other related EU policies, the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in Article 29 of Directive 2018/200112 . _________________ 12https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:32018 L2001&from=fr
Amendment 116 #
2021/0205(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. To avoid any distortions on the air services market, all Union airports covered by this Regulation should be supplied with uniform minimum shares of sustainable aviation fuels. Whereas the market is free to supply and use larger quantities of sustainable fuel, this Regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. It supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this Regulation. In order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies, this Regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. Setting out a dedicated sub-obligation on synthetic aviation fuels is necessaryThe Commission should propose measures in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. When produced from renewable electricity and carbon captured directly from the air, synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. They also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive are covered by this Regulation.
Amendment 116 #
2021/0205(COD)
(16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, all sustainable aviation fuels produced from feedstock listed in Parts A and B of Annex IX ofvided by Directive (EU) 2018/2001, as well asincluding synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology, complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29 and certified in accordance with Article 30 of that Directive are essential to decarbonise air transport already in the short term.
Amendment 119 #
2021/0205(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) The present Regulation should apply to aircraft engaged in civil aviation, carrying out commercial air transport flights. It should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian, search, rescue, disaster relief or medical purposes, as well as customs, police and fire-fighting operations. Indeed, flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. Due to the nature of their operations, they may not always be in a position to fulfil obligations under this Regulation, as it may represent unnecessary burden. In order to cater for a level playing field across the EU aviation single market, this regulation should cover the largest possible share of commercial air traffic operated from airports located on EU territory. At the same time, in order to safeguard air connectivity for the benefits of EU citizens, businesses and regions, it is important to avoid imposing undue burden on air transport operations at small airports. A threshold of yearly passenger air traffic and freight traffic should be defined, below which airports would not be covered by this Regulation; however, the scope of the Regulation should cover at least 95% of total traffic departing from airports in the Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory. However, airports that meet the exemption requirements can opt to be covered by this Regulation after the Member State reports to the Commission.
Amendment 124 #
2021/0205(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) For sustainability reasonsGiven safeguards provided by Articles 29 and 30 of Directive (EU) 2018/2001, feed and food crop-based fuels should not be eligible. In particular, indirect land-use change occurs when the cultivation of crops for biofuels displaces traditional production of crops for food and feed purposes. Such additional demand increases the pressure oProper enforcement of this Directive with an appropriate track and trace system in pland and can lead to ce combined withe extension of agricultural land into areas with high-carbon stock, such as forests, wetlands and peatland, causing additional greenhouse gas emissions and loss of biodiversity concerns. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock usedstablishing market conditions with tailored incentives, should lead to ramping up the alternative fuels market in the Union. In addition, Annex V of this Directive addresses the GHG savings of each crop for fueleach production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fue pathway. While some feedstock indeed do not reduce as much emissions as others, they have on the other hand other advantages, such as the fact that they are available in Europe, that they produce also produced from feedtein for livestock for which a significant expansion of the productionthat they area into land with high-carbon stock is observmed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demandiate crops to protect the soil during winter. It is therefore recommended, in particular during the green transition, to allow the use of every fuel, where the feedstock is harvested under the sustainability criteria laid out in Article 29 of Directive (EU)2018/2001. Furthermore, Directive (EU) 2018/2001 limits and sets a cap on the use of biofuels in road and rail transport, which can be extended to all modes of transport. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sectoruse all types of sustainable aviation fuels in a cost effective manner to reach climate goals through effective measures.
Amendment 126 #
2021/0205(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) AirportsThe relevant parties in fuel supply covered by this Regulation should ensure that all the necessary infrastructure is provided for delivery, storage and refuelling of sustainable aviation fuel, so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. If necessary, the Agency should be able to require ato the relevant parties in fuel supply at Union airports to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. The role of the Agency should allow airports and airlines to have a common focal point, in the event where technical clarification is necessary on the availability of fuel infrastructure.
Amendment 127 #
2021/0205(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) A single, clear and robust sustainability framework is necessary to provide legal certainty and continuity for the aviation and fuels industries actors, on the eligibility of sustainable aviation fuels under this Regulation. To ensure consistency with other related EU policies, the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in Article 29 of Directive 2018/200112 . _________________ 12 https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:32018 L2001&from=fr
Amendment 128 #
2021/0205(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, all sustainable aviation fuels produced from feedstock listed in Parts A and B of Annex IX ofvided by Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technologynd complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29 and certified in accordance with Article 30 of that Directive are essential to decarbonise air transport already in the short term.
Amendment 132 #
2021/0205(COD)
Proposal for a regulation
Recital 26 a (new)
Recital 26 a (new)
(26 a) Following the proposal of this Regulation, it is highly recommended to introduce tradability of sustainable aviation fuel use, so-called ‘book and claim’ system not covered by this Regulation. By setting it up within each airport covered by this Regulation airlines would be able to purchase SAF certificates. Such a system would play an important role in monitoring the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives. Therefore, by 1 January 2030, the Commission should propose establishing 'book and claim' system through a delegated act and revise Article 4, if appropriate.
Amendment 132 #
2021/0205(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. To avoid any distortions on the air services market, all Union airports covered by this Regulation should be supplied with uniform minimum shares of sustainable aviation fuels. Whereas the market is free to supply and use larger quantities of sustainable fuel, this Regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. It supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this Regulation. In order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies, this Regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. The Commission should propose measures to incentivise the development and the uptake of sustainable aviation fuels necessary in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. Setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. When produced from renewable electricity and carbon captured directly from the air, synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. They also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directiveare covered by the scope of this Regulation.
Amendment 134 #
2021/0205(COD)
Proposal for a regulation
Recital 27 a (new)
Recital 27 a (new)
(27 a) To further promote uptake of sustainable aviation fuels whose prices are predicted to remain higher than that of conventional fuel in the foreseeable future, aircraft operators covered by Directive 2003/87/EC should receive free allocations when using sustainable aviation fuels for activities covered by that Directive.
Amendment 134 #
2021/0205(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) For sustainability reasonsGiven safeguards provided by Articles 29 and 30 of Directive (EU) 2018/2001, feed and food crop-based fuels should not be eligible. In particular, indirect land-use change occurs when the cultivation of crops for biofuels displaces traditional production of crops for food and feed purposes. Such additional demand increases the pressure on land and can lead to Proper enforcement of this Directive with an appropriate track and trace system in place combined withe extension of agricultural land into areas with high-carbon stock, such as forests, wetlands and peatland, causing additional greenhouse gas emissions and loss of biodiversity concerns. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock usedstablishing market conditions with tailored incentives should lead to ramping up alternative fuels market in the Union. In addition, Annex V of this Directive addresses the greenhouse gas savings of each crop for fueleach production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highes pathway. Even if some feedstock does not reduce as much emissions as others, but risks of indirect land-use change have been identified for biofuels, fue available in Europe, produces also produced from feedtein for livestock for which a significant expansion of the production area into land with high-carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy andis intermediate crops to protect the soil during winter, it is recommended to use every fuel where the feedstock is harvested under the sustainability criteria laid out in paArticular wile 29 of the Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sectorin particular during the green transition. Furthermore, Directive (EU) 2018/2001 limits and sets a cap on the use of biofuels in road and rail transport, which can be extended to all modes of transport. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to use all types of sustainable aviation fuels in a cost effective manner to reach climate goals through effective measures.
Amendment 138 #
2021/0205(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) A single, clear and robust sustainability framework is necessary to provide legal certainty and continuity for the aviation and fuels industries actors, on the eligibility of sustainable aviation fuels under this Regulation. To ensure consistency with other related EU policies, the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in Article 29 of Directive 2018/200112 . _________________ 12https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:32018 L2001&from=fr
Amendment 140 #
2021/0205(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) The penalties for the suppliers who fail to meet the targets set in this Regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year;, under the condition of availability of feedstock and provided that such an obligation does not constitute a dual penalty.
Amendment 141 #
2021/0205(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. To avoid any distortions on the air services market, all Union airports covered by this Regulation should be supplied with uniform minimum shares of sustainable aviation fuels. Whereas the market is free to supply and use larger quantities of sustainable fuel, this Regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. It supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this Regulation. In order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies, this Regulation should set out gradually increasing minimum shares of syntheticustainable aviation fuels over time. Setting out a dedicated sub-obligation on syntheticThe Commission should propose measures incentivising development and uptake of sustainable aviation fuels is necessary in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. When produced from renewable electricity and carbon captured directly from the air, synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. They also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directiveare covered by the scope of this Regulation.
Amendment 142 #
2021/0205(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) It is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. For this purpose, sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. The supply of sustainable aviation fuels should become mandatory starting in 2025. Similarly, in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity, the terms of this Regulation should be stable over a long period of time.
Amendment 143 #
2021/0205(COD)
Proposal for a regulation
Recital 31
Recital 31
(31) A transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers, Union airports and aircraft operators to make the necessary technological and logistical investments. During this phase, aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports. In addition, the Commission should conduct an impact assessment investigating the effect of all Fit for 55 proposals, including in- depth analysis on the Union's competitiveness, potential risk of mobility reduction and cost effectiveness of greenhouse gas emissions reductions.
Amendment 145 #
2021/0205(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) It is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. For this purpose, sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. The supply of sustainable aviation fuels should become mandatory starting in 2025. Similarly, in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity, the terms of this Regulation should be stable over a long period of time.
Amendment 147 #
2021/0205(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. Tankering practices are unstainable and should be avoided as they undermine the Union’s efforts to reduce environmental impacts from transport. Those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight. Tankering practices also put at risk the level playing field in the Union between aircraft operators, and also between airports. This Regulation should therefore require aircraft operators to refuel prior to departure from a given Union airport. The amount of fuel uplifted prior to departures from a given Union airport should be commensurate with the amount of fuel necessary to operate the flights departing from that airport, taking into account the necessary compliance with fuel safety rules and operation standards. The requirement ensures that equal conditions for operations in the Union applying equally to Union and foreign operators, at least for part of their flights, while ensuring high level of environmental protection. As the Regulation does not define a maximum share of sustainable aviation fuels in all aviation fuels, airlines and fuel suppliers may pursue more ambitious environmental policies with higher sustainable aviation fuels uptake and supply in their overall network of operations, while avoiding fuel tankeringFor a level playing field between intra-EU and extra-EU flights, the Commission should regularly monitor, evaluate and report on fuel tankering cases and present to the Parliament and the Council 3 years after the entry into force of this Regulation compensatory measures, if needed.
Amendment 147 #
2021/0205(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. Tankering practices are unstainable and should be avoided as they undermine the Union’s efforts to reduce environmental impacts from transport. Those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight. Tankering practices also put at risk the level playing field in the Union between aircraft operators, and also between airports. This Regulation should therefore require aircraft operators to refuel prior to departure from a given Union airport. The amount of fuel uplifted prior to departures from a given Union airport should be commensurate with the amount of fuel necessary to operate the flights departing from that airport, taking into account the necessary compliance with fuel safety rules and operation standards. The requirement ensures that equal conditions for operations in the Union applying equally to Union and foreign operators, at least for part of its flights, while ensuring high level of environmental protection. As the Regulation does not define a maximum share of sustainable aviation fuels in all aviation fuels, airlines and fuel suppliers may pursue more ambitious environmental policies with higher sustainable aviation fuels uptake and supply in their overall network of operations, while avoiding fuel tankeringFor a level playing field between EU intra and extra flights, the Commission should regularly monitor, evaluate and report on fuel tankering cases and present to the European Parliament and the Council after the enter into force of this Regulation compensatory measures, if needed.
Amendment 148 #
2021/0205(COD)
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
(32 a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions contained in other Regulations that generate compliance costs in the affected sectors.
Amendment 150 #
2021/0205(COD)
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21a) Following this Regulation, it is highly recommended to introduce tradability of sustainable aviation fuel use, so-called ‘book and claim’ system not covered by this Regulation. By setting it up, within each airport covered by this Regulation, airlines would be able to purchase SAF certificates. Such a system would play an important role in monitoring the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives. Therefore, by 1 January 2030, the Commission should propose a delegated act establishing a ‘book and claim’ system.
Amendment 152 #
2021/0205(COD)
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21 a) The tradability of sustainable aviation fuel use, a so-called ‘book and claim’ system, should be introduced. By setting it up, within each airport covered by the Regulation, airlines would be able to purchase SAF certificates. Such a system would play an important role in monitoring the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives. Therefore, by 1 January 2025, the Commission should propose establishing ‘book and claim’ system through a delegated act.
Amendment 153 #
2021/0205(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) Airports and the relevant parties involved in fuel supply covered by this Regulation should ensure that all the necessary infrastructure is provided for delivery, storage and refuelling of sustainable aviation fuel, so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. If necessary, the Agency should be able to require a Union airport and the relevant parties involved in fuel supply to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. The role of the Agency should allow airports and airlines to have a common focal point, in the event where technical clarification is necessary on the availability of fuel infrastructure.
Amendment 154 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 1
Article 3 – paragraph 1 – indent 1
— ‘Union airport’ means an airport as defined in Article 2(2) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100 000 tons in the reporting period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union; where a Union airport meets the exemption requirements, it may still opt to be covered by this Regulation; the Member State on the territory of which the airport in question is located shall report that information to the Commission; _________________ 13Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges (OJ L 70, 14.3.2009, p. 11).
Amendment 156 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 1 a (new)
Article 3 – paragraph 1 – indent 1 a (new)
- 'relevant parties in fuel supply' means a supplier of groundhandling services or an airport as defined in Article 2(g) of Directive 96/67/EC in charge of the infrastructures necessary for the delivery, storage and uplifting of sustainable aviation fuels;
Amendment 159 #
2021/0205(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) Airports and the relevant parties involved in fuel supply covered by this Regulation should ensure that all the necessary infrastructure is provided for delivery, storage and refuelling of sustainable aviation fuel, so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. If necessary, the Agency should be able to require a Union airport and the relevant parties involved in fuel supply to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. The role of the Agency should allow airports and airlines to have a common focal point, in the event where technical clarification is necessary on the availability of fuel infrastructure.
Amendment 161 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 5
Article 3 – paragraph 1 – indent 5
— ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, which complyfuels which save at least 70 % of greenhouse gases as compared with fossil fuels, in line with Directive (EU) 2018/2001, complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;
Amendment 162 #
2021/0205(COD)
Proposal for a regulation
Recital 27 a (new)
Recital 27 a (new)
(27a) European SAF criteria should follow international standards and regulations at ICAO level to ensure global implementation and maximum environmental benefits, whilst ensuring a level playing field for all the stakeholders. A similar approach at ICAO level and for globally harmonised sustainability criteria should be advocated by the Union.
Amendment 163 #
2021/0205(COD)
Proposal for a regulation
Recital 27 b (new)
Recital 27 b (new)
(27b) To further promote the uptake of sustainable aviation fuels whose prices are predicted to remain multiple times higher than that of conventional fuel in the foreseeable future, aircraft operators covered under Directive 2003/87/EC should receive free allocations when using sustainable aviation fuels for activities covered under this Directive.
Amendment 164 #
2021/0205(COD)
Proposal for a regulation
Recital 27 c (new)
Recital 27 c (new)
(27c) An Aviation Transition Fund (‘the Aviation Fund’) should be established to provide funds to the Member States to support their policies supporting air transport sector decarbonisation. This should be achieved notably through the development of innovative technologies for decarbonising the sector, production of sustainable alternative fuels as defined in this Regulation, including systems for collection of raw materials for alternative fuels, investments in research and development and first industrial application of technologies and designs reducing greenhouse gas emissions, research for new engines and technologies and airports infrastructure. The Commission should submit a legislative proposal for the creation of the Aviation Fund. The Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances and revenue generated from penalties raised in this Regulation. The Aviation Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article 322 TFEU, in particular Regulation (EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council.
Amendment 165 #
2021/0205(COD)
Proposal for a regulation
Recital 27 d (new)
Recital 27 d (new)
(27d) The establishment of a European SAF Alliance by the Commission focuses on aligning the entire industrial value chain to boost production, distribution and use of the SAF. This platform formed by aircraft operators, Union airports with the relevant parties in fuel supply, aviation fuel suppliers and fuels producers, among others, has the aim of identifying policies, market developments and scale-up of SAF in Europe, taking into consideration the principle of technology neutrality.
Amendment 166 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 8
Article 3 – paragraph 1 – indent 8
— ‘synthetic aviation fuels’ means fuels that are renewable fuels of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, used in aviation;Deletion
Amendment 169 #
2021/0205(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) The penalties for the suppliers who fail to meet the targets set in this Regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year;, under the condition of availability of feedstock and provided that such an obligation does not constitute a dual penalty.
Amendment 169 #
2021/0205(COD)
Proposal for a regulation
Recital 27 a (new)
Recital 27 a (new)
(27 a) European SAF criteria should follow international standards and regulations at ICAO level to ensure global implementation and maximum environmental benefits, whilst ensuring a level playing field for all the stakeholders. A similar approach at ICAO level and for globally harmonized sustainability criteria should be advocate by the Union.
Amendment 170 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 13
Article 3 – paragraph 1 – indent 13
— ‘yearly aviation fuel required’ means the amount of aviation fuel defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy ,necessary to operate the totality of commercial air transport flights operated by an aircraft operator, departing from a given Union airport, over the course of a reporting period. The amount includes operational restrictions and supply shortages;
Amendment 170 #
2021/0205(COD)
(27 b) To further promote uptake of sustainable aviation fuels whose prices are predicted to remain multiple times higher than that of conventional fuel in the foreseeable future, aircraft operators covered under Directive 2003/87/EC should receive free allocations when using sustainable aviation fuels for activities covered under this Regulation.
Amendment 171 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 14
Article 3 – paragraph 1 – indent 14
— ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator prior to flights departing from a given Union airport, over the course of a reporting period, as defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy;
Amendment 171 #
2021/0205(COD)
Proposal for a regulation
Recital 30
Recital 30
(30) This Regulation should include provisions for periodic reports to the European Parliament and the Council on the evolution of the aviation and fuels markets, the effectiveness of key features of the Regulation such as the minimum shares of sustainable aviation fuels, the level of administrative fines or policy developments on sustainable aviation fuels uptake at international level. Such elements are key to provide a clear state of play of the sustainable aviation fuels market and should be taken into account when considering a revision of the Regulation, and set new targets, where appropriate. In addition, the Commission should conduct a comprehensive impact assessment on the effect of the entire 'Fit for 55' legislative package, including in-depth analysis on Union competitiveness, carbon leakage, potential risk of mobility reduction and cost effectiveness of greenhouse gas emissions reductions.
Amendment 171 #
2021/0205(COD)
Proposal for a regulation
Recital 27 c (new)
Recital 27 c (new)
(27 c) An Aviation Transition Fund (‘the Aviation Fund’) should be established to provide funds to the Member States to support their policies supporting air transport sector decarbonisation. This should be achieved notably through development of innovative technologies for decarbonising the sector, production of sustainable alternative fuels as defined in this regulation, including systems for collection of raw materials for alternative fuels, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new engines and technologies and airports infrastructure. The Commission should submit a legislative proposal for the creation of the Aviation Fund. The Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances and revenue generated from penalties raised in this Regulation. The Aviation Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article 322 TFEU, in particular Regulation (EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council.
Amendment 172 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 15
Article 3 – paragraph 1 – indent 15
— ‘total yearly non-tanked quantity’ means the sum of the yearly non-tanked quantitiesdifference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator at all Union airports over the course of a reporting period; the ratio between yearly aviation fuel required and the actual fuel uplifted shall not exceed the value of 105 %;
Amendment 172 #
2021/0205(COD)
Proposal for a regulation
Recital 27 d (new)
Recital 27 d (new)
(27 d) The establishment of a European SAF Alliance by the Commission focuses on aligning the entire industrial value chain to boost production, distribution and use of the SAF. This platform formed by aircraft operators, Union airports with the relevant parties in fuel supply, aviation fuel suppliers and fuels producers, among others, has the aim of identifying policies, market developments and scale-up of SAF in Europe, taking into consideration the principle of technology neutrality.
Amendment 174 #
2021/0205(COD)
Proposal for a regulation
Recital 31
Recital 31
(31) A transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers, Union airports and the relevant parties involved in fuel supply, and aircraft operators to make the necessary technological and logistical investments. During this phase, aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports.
Amendment 176 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airports, contains a minimum share of sustainable aviation fuel, includvered by this Regulation, containg a minimum share of syntheticustainable aviation fuel, in accordance with the values and dates of application set out in Annex I.
Amendment 176 #
2021/0205(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) The penalties for the suppliers who fail to meet the targets set in this Regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year;, under the condition of availability of feedstock and provided that such an obligation does not constitute a dual penalty.
Amendment 178 #
2021/0205(COD)
Proposal for a regulation
Recital 30
Recital 30
(30) This Regulation should include provisions for periodic reports to the European Parliament and the Council on the evolution of the aviation and fuels markets, the effectiveness of key features of the Regulation such as the minimum shares of sustainable aviation fuels, the level of administrative fines or policy developments on sustainable aviation fuels uptake at international level. Such elements are key to provide a clear state of play of the sustainable aviation fuels market and should be taken into account when considering a revision of the Regulation, and set new targets, where appropriate. In addition, the Commission should conduct a comprehensive impact assessment assessing the effect of all Fit for 55 proposals, including an in-depth analysis of EU competitiveness, carbon leakage, potential risk of mobility reduction and cost effectiveness of GHG emissions reductions.
Amendment 179 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
Without prejudice to the application of Article 11(3) and (4), where an aviation fuel supplier fails to supply the minimum shares set out in Annex I for a given reporting period, it shall at least complement that shortfall in the subsequent reporting periodreport the reasons for SAF shortage to the European Union Aviation Safety Agency. The Commission may request that the aviation fuel supplier complement that shortfall in the subsequent reporting period, if the causes are not related with aviation fuel unavailability.
Amendment 179 #
2021/0205(COD)
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
(32a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other Union Regulations that generate compliance costs in the affected sectors.
Amendment 181 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
Without prejudice to the application of Article 4 paragraph 1, Member States may exclude airports where the costs are disproportionate to the environmental benefits, and at the same time ensuring the development of aviation fuels market in the Union, in accordance with this Article and Annex I. In such case Member States shall submit a reasonable explanation on their decision to the Commission.
Amendment 182 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 2 b (new)
Article 4 – paragraph 2 b (new)
Article 4(new) By 1 January 2030, the Commission shall present a delegated act, introducing a system of tradability of sustainable aviation fuel use, so-called ‘book and claim’ system and revise Article 4, where appropriate. The system shall include each airport covered by this Regulation, allowing airlines to purchase SAF certificates. The system shall play an important role in monitoring the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives.
Amendment 182 #
2021/0205(COD)
Proposal for a regulation
Recital 31
Recital 31
(31) A transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers, Union airports and the relevant parties involved in fuel supply and aircraft operators to make the necessary technological and logistical investments. During this phase, aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports.
Amendment 183 #
2021/0205(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
This Regulation shall apply to aircraft operators, Union airports, and the relevant parties in fuel supply and to aviation fuel suppliers.
Amendment 185 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 1
Article 3 – paragraph 1 – indent 1
— ‘Union airport’ means an airport as defined in Article 2(2) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union;. If any Union airport meets the exemption requirements, it may still opt to be covered by this Regulation. The Member State shall report that information to the Commission. _________________ 13Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges
Amendment 185 #
2021/0205(COD)
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
(32 a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate compliance costs in the affected sectors.
Amendment 188 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
The yearly quantity of aviation fuel uplifted by a given aircraft operator at a given Union airport shall be at least 9070 % of the yearly aviation fuel required.
Amendment 189 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1 – subparagraph 1 (new)
Article 5 – paragraph 1 – subparagraph 1 (new)
The Commission shall monitor, evaluate and report cases of fuel tankering to the Parliament and the Council on an annual basis. Based on the analysis the Commission shall amend this article, where appropriate.
Amendment 189 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 1 a (new)
Article 3 – paragraph 1 – indent 1 a (new)
Amendment 190 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
Amendment 190 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2
Article 3 – paragraph 1 – indent 2
— ‘aircraft operator’ means a person that operated at least 729XX [lower the number of flights] commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;
Amendment 191 #
2021/0205(COD)
Proposal for a regulation
Article 6 – title
Article 6 – title
Obligations of Union airportsthe relevant parties in fuel supply to provide the infrastructure
Amendment 193 #
2021/0205(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
This Regulation shall apply to aircraft operators, Union airports with the relevant parties in fuel supply, and to aviation fuel suppliers.
Amendment 194 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 1
Article 3 – paragraph 1 – indent 1
— ‘Union airport’ means an airport as defined in Article 2(2) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union. If any Union airport meets the exemption requirements, it may still opt to be covered by this Regulation. The Member State concerned shall report that information to the European Commission; _________________ 13 Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges
Amendment 195 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
Parties involved in fuel supply at Union airports shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with Annex I and, shall provide the infrastructure necessary for the delivery, storage and uplifting of such fuels.
Amendment 197 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
Where aircraft operators report difficulties to the European Union Aviation Safety Agency (‘the Agency’) in accessing aviation fuels containing sustainable aviation fuels at a given Union airport for lack of adequate airport infrastructure, the Agency may request the parties involved in fuel supply at Union airports to provide the information necessary to prove compliance with paragraph 1. The Union airportparties concerned shall provide the information without undue delay.
Amendment 200 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 3
Article 6 – paragraph 3
The Agency shall assess the information received and inform the Commission if such information allows to conclude that the parties involved in fuel supply at Union airports does not fulfil itstheir obligations. The parties involved in fuel supply at Union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).
Amendment 200 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2
Article 3 – paragraph 1 – indent 2
— ‘aircraft operator’ means a person that operated at least 729XX commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;
Amendment 201 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
By 31 March of each reporting year, aircraft operators shall report the following information to the Agency, where such information is provided by the fuel supplier:
Amendment 201 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 5
Article 3 – paragraph 1 – indent 5
— ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, whichfuels which save 70% of greenhouse gases as compared with fossil fuels, in line with Directive (EU) 2018/2001 and complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;
Amendment 204 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point d
Article 7 – paragraph 1 – point d
Amendment 205 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point e
Article 7 – paragraph 1 – point e
(e) For each purchase of sustainable aviation fuel, the name of the aviation fuel supplier, the total amount purchased expressed in tonnes, the conversion technology, the characteristics and origin of the feedstock used for production, and the lifecycle emissions of the sustainable aviation fuel. Where one purchase includes sustainable aviation fuels with differing characteristics, the report shall provide this information for each type of sustainable aviation fuel.
Amendment 207 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 8
Article 3 – paragraph 1 – indent 8
Amendment 208 #
2021/0205(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
For the purpose of reporting sustainable aviation fuels use under the provisions of Article 7 of this Regulation, or under a greenhouse gas scheme, aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge, no later than 31 January.
Amendment 209 #
2021/0205(COD)
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
By 31 MarchJanuary of each reporting year, aviation fuel suppliers shall report in the Union Database referred to in Article 28 of Directive (EU) 2018/2001, the following information relative to the reporting period:
Amendment 211 #
2021/0205(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) The lifecycle emissions, of sustainable aviation fuel, the characteristics and origin of feedstock and conversion process of each sustainable aviation fuel type supplied at Union airports.
Amendment 212 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 5
Article 3 – paragraph 1 – indent 5
— ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, whichfuels which save 55% of greenhouse gases as compared with fossil fuels, in line with Directive (EU) 2018/2001 and complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;
Amendment 216 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
(1) Member States shall designate the competent authority or authorities responsible for enforcing the application of this Regulation and for imposing the fines for aircraft operators, Union airports and the relevant parties in fuel supply and fuel suppliers. Member States shall inform the Commission thereof.
Amendment 216 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 13
Article 3 – paragraph 1 – indent 13
— ‘yearly aviation fuel required’ means the amount of aviation fuel defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy, necessary to operate the totality of commercial air transport flights operated by an aircraft operator, departing from a given Union airport, over the course of a reporting period, taking into account operational restrictions and supply shortages;
Amendment 217 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 3
Article 10 – paragraph 3
(3) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of an aircraft operator shall be determined pursuant to Commission Regulation (EC) No 748/200916 . _________________ 16 Commission Regulation (EC) No 748/2009 of 5 August 2009 on the list of aircraft operators which performed an aviation activity listed in Annex I to Directive 2003/87/EC
Amendment 217 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 14
Article 3 – paragraph 1 – indent 14
— ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel required as defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy and the actual fuel uplifted by an aircraft operator prior to flights departing from a given Union airport, over the course of a reporting period;
Amendment 218 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 4
Article 10 – paragraph 4
(4) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of Union airports shall be determined on the basis of the respective territorial jurisdiction.
Amendment 218 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 15
Article 3 – paragraph 1 – indent 15
— ‘total yearly non-tanked quantity’ means the sum of the yearly non-tanked quantitiesdifference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator at all Union airports over the course of a reporting period. The ratio between yearly aviation fuel required and the actual fuel uplifted shall not exceed the value of 105 %;
Amendment 219 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 5
Article 10 – paragraph 5
(5) The competent authorities in y or authorities, depending on particular situation of a Member State, in respect of aviation fuel suppliers shall be determined pursuant to their Member State of establishment.
Amendment 221 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
(1) Member StatesThe Commission shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this Regulation and Member States shall take all measures necessary to ensure that they are implemented. The penalties provided for must be effective, proportionate and dissuasive. Member States shall notifyThe Commission shall deliver these provisions to the CommissionMember States by 31 December 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.
Amendment 223 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
(2) Member States shall ensure that aAny aircraft operator failing to comply with the obligations laid down in Article 5 is liable to an administrative fine. That fine shall be at least twice as high as the multiplication of the yearly average price of aviation fuel per tonne and of the total yearly non-tanked quantity;
Amendment 223 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airports contains a minimum share of sustainable aviation fuel, includvered by this Regulation containg a minimum share of syntheticustainable aviation fuel in accordance with the values and dates of application set out in Annex I.
Amendment 225 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 3
Article 11 – paragraph 3
(3) Member States shall ensure that aAny aviation fuel supplier failing to comply with the obligations laid down in Article 4 relative to the minimum share of sustainable aviation fuels is liable to an administrative fine. That fine shall be at least twice as high as the multiplication of the difference between the yearly average price of conventional aviation fuel and sustainable aviation fuel per tonne and of the quantity of aviation fuels not complying with the minimum share referred to in Article 4 and Annex I;
Amendment 225 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 1 – subparagraph 1 (new)
Article 4 – paragraph 1 – subparagraph 1 (new)
Without prejudice to the application of Article 4(1), Member States may exclude airports where the costs are disproportionate to the environmental benefits, and at the same time ensuring the development of aviation fuels market in the Union, in accordance with Article 4 and Annex I. In such case Member States shall provide a reasonable explanation on their decision to the Commission.
Amendment 227 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 4
Article 11 – paragraph 4
Amendment 229 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 5
Article 11 – paragraph 5
(5) In the decision imposing the administrative fines referred to in paragraphs 32 and 43 , the competent authority shall explain the methodology applied for the determination of the price of aviation fuel, and sustainable aviation fuel and synthetic aviation fuel on the Union market, based on verifiable and objective criteria;
Amendment 230 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 6
Article 11 – paragraph 6
(6) Member States shall ensure that any aviation fuel supplier which has accumulated a shortfall from the obligation laid down in Article 4 relative to the minimum share of sustainable aviation fuels or of synthetic fuels in a given reporting period, shall supply the marketundertake all possible efforts to supply the market, if the reasons for SAF shortage are not related with unavailability of the feedstock in the Union, in the subsequent reporting period with a quantity of that respective fuel equal to that shortfall, additional to their reporting period obligation. Fulfilling this obligation shall notmay exonerate the fuel supplier from the obligation to pay the penalties laid out in paragraphs 3 and 4 of this Article;
Amendment 230 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
Without prejudice to the application of Article 11(3) and (4), where an aviation fuel supplier fails to supply the minimum shares set out in Annex I for a given reporting period, it shall at leastreport the reasons for SAF shortage to the European Union Aviation Safety Agency. The Commission may request that the aviation fuel supplier complement that short fall in the subsequent reporting period, where possible, subject to availability of feedstock.
Amendment 233 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 8 a (new)
Article 3 – paragraph 1 – indent 8 a (new)
- Low carbon fuels means liquid and gaseous fuels which save at least 70% greenhouse gas emissions in comparison to conventional liquid or gaseous fossil fuels;
Amendment 235 #
2021/0205(COD)
Proposal for a regulation
Article 4 a (new)
Article 4 a (new)
Article 4 a By 1 January 2025, the Commission shall present a delegated act, introducing a system of tradability of sustainable aviation fuel use, so-called ‘book and claim’ system and revise Article 4, where appropriate. The system shall include each airport covered by this Regulation, allowing airlines to purchase SAF certificates. The system shall play an important role in monitoring of the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives.
Amendment 238 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 13
Article 3 – paragraph 1 – indent 13
— ‘yearly aviation fuel required’ means the amount of aviation fuel defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy, necessary to operate the totality of commercial air transport flights operated by an aircraft operator, departing from a given Union airport, over the course of a reporting period, taking into account operational restrictions and supply shortages;
Amendment 239 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point a
Article 12 – paragraph 1 – point a
(a) The amount of sustainable aviation fuel purchased by aircraft operators at Union level in aggregate, for use on flights departing from a Union airport, and by Union airport covered by this Regulation;
Amendment 239 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
The yearly quantity of aviation fuel uplifted by a given aircraft operator at a given Union airport shall be at least 970% of the yearly aviation fuel required.
Amendment 240 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point b
Article 12 – paragraph 1 – point b
(b) The amount of sustainable aviation fuel and of synthetic aviation fuelper type of fuel feedstock supplied at Union level in aggregate and by Union airport;
Amendment 240 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
The Commission shall monitor, evaluate and report cases of fuel tankering to the Parliament and the Council on an annual basis. Following the analysis, the Commission shall amend this Article where appropriate, after three years of the entry into force of this Regulation.
Amendment 241 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point d
Article 12 – paragraph 1 – point d
(d) The status of compliance of parties involved in fuel supply at Union airports regarding obligations set out in Article 6;
Amendment 241 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 14
Article 3 – paragraph 1 – indent 14
— ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel required as defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy and the actual fuel uplifted by an aircraft operator prior to flights departing from a given Union airport, over the course of a reporting period;
Amendment 242 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point f
Article 12 – paragraph 1 – point f
(f) The origin and the characteristics and the conversion technology of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from Union airports.
Amendment 242 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1 b (new)
Article 5 – paragraph 1 b (new)
An aircraft operator performing activities covered under Directive 2003/87/EC shall receive free allocation proportional to the use of sustainable aviation fuels, including renewable fuels of non- biological origin ( RFNBO), covered under this Directive. For each type of sustainable aviation fuel reported, the amount of allowances received shall correspond to the amount of allowances, which the aircraft operator would have been required to surrender for the same volume of fossil kerosene, multiplied according to paragraph 3 of this Article, in accordance with Article [XX - Article3c (6) (new)] of Directive 2003/87/EC. The amount of free allocation received by an aircraft operator shall be multiplied as follows, depending on the type of sustainable aviation fuel reported: (a) By a factor of 4 for biofuels produced from feedstock listed in Annex IX Part A of the Renewable Energy Directive. (b) By a factor of 2 for biofuels produced from feedstock listed in Annex IX Part B of the Renewable Energy Directive. (c) By a factor of 6 for renewable fuel of non-biological origin, as defined under the Renewable Energy Directive. An aircraft operator shall also receive free allocation proportional to the use of best available aircraft technology in the previous year. The aircraft models eligible as best available aircraft technology shall be those defined with respect to the performance against the New Type ICAO CO2 standard in a delegated act developed under the Taxonomy Regulation. Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance shall apply. A European SAF Alliance shall be proposed by the Commission with the aim to identify policies for scaling-up of SAF in Europe, according to the principle of technology neutrality.
Amendment 242 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 15
Article 3 – paragraph 1 – indent 15
— ‘total yearly non-tanked quantity’ means the sum of the yearly non-tanked quantitiesdifference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator at all Union airports over the course of a reporting period. The ratio between yearly aviation fuel required and the actual fuel uplifted shall not exceed the value of 105 %;
Amendment 244 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 16 a (new)
Article 3 – paragraph 1 – indent 16 a (new)
- The relevant parties in fuel supply: means a supplier of ground-handling services as define in Directive 96/67 /EC in charge of the infrastructures necessary for the delivery, storage and uplifting of sustainable aviation fuels;
Amendment 246 #
2021/0205(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
By 31 December 2025, the Commission shall conduct a comprehensive impact assessment investigating the effect of all Fit for 55 proposals, where this Regulation is an integral part of, including analysis on the Union's competitiveness, including hub transfer, risk of mobility reduction, cost effectiveness of greenhouse gas emissions reductions, total rise of costs and fares, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.Following its results, the Commission shall determine whether it is justified to revise this Regulation, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global greenhouse gas emissions reduction and preserve a level playing field. By 1 January 20286 and every fivthree years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extension of the scope of this Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directivreflecting upon available policy options on other energy sources defined under the Renewable Energy Directive, taking into consideration the principle of technological neutrality and propose, where appropriate, the possible revision of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. The report shall also inform on technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuels, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level. By 1 January 2029, the Commission shall reassess targets referred to in Article 4 and Annex I as of 1 January 2035 based on the development of the fuel market, deployment of viable and commercial sustainable aviation fuels, research and technological development as well as condition of the aviation sector in order to facilitate green transition and reach climate goals.
Amendment 247 #
2021/0205(COD)
Proposal for a regulation
Article 6 – title
Article 6 – title
Obligations of Union airports and the relevant parties involved in fuel supply to provide the infrastructure
Amendment 250 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
Union airports and the relevant parties involved in fuel supply shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with Annex I and, shall provide the infrastructure necessary for the delivery, storage and uplifting of such fuels.
Amendment 252 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
Where aircraft operators report difficulties to the European Union Aviation Safety Agency (‘the Agency’) in accessing aviation fuels containing sustainable aviation fuels at a given Union airport for lack of adequate airport infrastructure, the Agency may request the Union airport and the relevant parties involved in fuel supply to provide the information necessary to prove compliance with paragraph 1. The Union airport concernedand the relevant parties involved in fuel supply shall provide the information without undue delay.
Amendment 257 #
2021/0205(COD)
Proposal for a regulation
Article 15 – paragraph 1 a (new)
Article 15 – paragraph 1 a (new)
The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification.The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum. The Commission shall present, by [1 year before the entry into force of this Regulation], and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other Union legislative acts that generate compliance costs in the affected sectors.
Amendment 258 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 3
Article 6 – paragraph 3
The Agency shall assess the information received and inform the Commission if such information allows to conclude that the Union airport does not fulfil its obligations. Union airportsand the relevant parties involved in fuel supply does not fulfil its obligations. Union airports and the relevant parties involved in fuel supply shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).
Amendment 259 #
2021/0205(COD)
Proposal for a regulation
Article 6 a (new)
Article 6 a (new)
Article 6 a Article 6 a Aviation Transition Fund A dedicated Aviation Transition Fund (“the Aviation Fund”) shall be proposed by the Commission through a dedicated act in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in the Union aviation sector. The Aviation Fund shall constitute an integral part of the budget of the Union and shall be fully budgeted within the MFF ceilings. The budgetary envelope for this programme shall be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances and revenue generated from penalties raised in this Regulation. The Aviation Fund shall be managed centrally by the Commission. The Aviation Fund shall support the transition to an energy efficient and climate resilient Union aviation sector supporting development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in this Regulation, including systems for collection of raw materials and plants for SAFs, investments in research and development and first industrial application of technologies and designs reducing greenhouse gas emissions, research for new aircraft engines and technologies, aircraft operation and performance and airports infrastructure. The Aviation Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs.
Amendment 261 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
By 31 March of each reporting year, aircraft operators shall report the following information to the Agency, if provided by the fuel supplier:
Amendment 261 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airports covered by this Regulation contains a minimum share of sustainable aviation fuel, including a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in Annex I.
Amendment 262 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point d
Article 7 – paragraph 1 – point d
Amendment 263 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point e
Article 7 – paragraph 1 – point e
(e) For each purchase of sustainable aviation fuel, the name of the aviation fuel supplier, the total amount purchased expressed in tonnes, the conversion technology, the characteristics and origin of the feedstock used for production, and the lifecycle emissions of the sustainable aviation fuel. Where one purchase includes sustainable aviation fuels with differing characteristics, the report shall provide this information for each type of sustainable aviation fuel.
Amendment 265 #
2021/0205(COD)
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 5% of SAF, of which a minimum share of 0.7% of synthetic aviation fuels;
Amendment 268 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
Without prejudice to the application of Article 11(3) and (4), where an aviation fuel supplier fails to supply the minimum shares set out in Annex I for a given reporting period, it shall at leastreport the reasons for SAF shortage to the European Union Aviation Safety Agency. The Commission may request that the aviation fuel supplier complement that shortfall in the subsequent reporting period, where possible, subject to availability of feedstock.
Amendment 269 #
2021/0205(COD)
Proposal for a regulation
Annex I – point c
Annex I – point c
(c) From 1 January 2035, a minimum share of 20 % of SAF, of which a minimum share of 5% of synthetic aviation fuels;
Amendment 272 #
2021/0205(COD)
Proposal for a regulation
Annex I – point d
Annex I – point d
(d) From 1 January 2040, a minimum share of 32 % of SAF, of which a minimum share of 8% of synthetic aviation fuels;
Amendment 272 #
2021/0205(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
For the purpose of reporting sustainable aviation fuels use under the provisions of Article 7 of this Regulation, or under a greenhouse gas scheme, aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge, not later than 31 January of each reporting year.
Amendment 274 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
Without prejudice to the application of Article 4 paragraph 1, Member States jointly with the Commission may exclude airports where the costs are disproportionate to the environmental benefits, whilst ensuring the development of aviation fuels market in the Union, in accordance with Article 4 and Annex I. In such case Member States shall provide a reasonable explanation on their decision to the Commission.
Amendment 275 #
2021/0205(COD)
Proposal for a regulation
Annex I – point e
Annex I – point e
(e) From 1 January 2045, a minimum volume share of 38 % of SAF, of which a minimum share of 11% of synthetic aviation fuels.
Amendment 275 #
2021/0205(COD)
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
By 31 MarchJanuary of each reporting year, aviation fuel suppliers shall report in the Union Database referred to in Article 28 of Directive (EU) 2018/2001, the following information relative to the reporting period:
Amendment 278 #
2021/0205(COD)
Proposal for a regulation
Annex I – point f
Annex I – point f
(f) From 1 January 2050, a minimum volume share of 63 % of SAF, of which a minimum share of 28% of synthetic aviation fuels.
Amendment 278 #
2021/0205(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) The lifecycle emissions, of sustainable aviation fuel, the characteristics and origin of feedstock and conversion process of each sustainable aviation fuel type supplied at Union airports.
Amendment 279 #
2021/0205(COD)
Proposal for a regulation
Article 4 a (new)
Article 4 a (new)
Amendment 281 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
(1) Member States shall designate the competent authority or authorities responsible for enforcing the application of this Regulation and for imposing the fines for aircraft operators, Union airports and the relevant parties involved in fuel supply, and fuel suppliers. Member States shall inform the Commission thereof.
Amendment 282 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 3
Article 10 – paragraph 3
(3) The competent authoritiesy or authorities, depending on the particular situation of a Member State, in respect of an aircraft operator shall be determined pursuant to Commission Regulation (EC) No 748/200916 . _________________ 16 Commission Regulation (EC) No 748/2009 of 5 August 2009 on the list of aircraft operators which performed an aviation activity listed in Annex I to Directive 2003/87/EC
Amendment 283 #
2021/0205(COD)
(4) The competent authoritiesy or authorities, depending on the particular situation of a Member State, in respect of Union airports shall be determined on the basis of the respective territorial jurisdiction.
Amendment 284 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 5
Article 10 – paragraph 5
(5) The competent authoritiesy or authorities, depending on the particular situation of a Member State, in respect of aviation fuel suppliers shall be determined pursuant to their Member State of establishment.
Amendment 285 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
The yearly quantity of aviation fuel uplifted by a given aircraft operator at a given Union airport shall be at least 970% of the yearly aviation fuel required.
Amendment 286 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
(1) Member StatesThe Commission shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this Regulation and Member States shall take all measures necessary to ensure that they are implemented. The penalties provided for must be effective, proportionate and dissuasive. Member States shall notifyThe Commission shall deliver these provisions to the CommissionMember States by 31 December 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.
Amendment 287 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
The Commission shall monitor, evaluate and report cases of fuel tankering to the European Parliament and the Council on an annual basis. Following the analysis, the Commission shall amend this Article where appropriate, at the latest after three years of the entry into force of this Regulation.
Amendment 288 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1 b (new)
Article 5 – paragraph 1 b (new)
An aircraft operator performing activities covered under Directive 2003/87/EC shall receive free allocation proportional with the use of sustainable aviation fuels, including renewable fuels of non- biological origin ( RFNBO), covered under this Regulation. For each type of sustainable aviation fuel reported, the amount of allowances received shall correspond to the amount of allowances, which the aircraft operator would have been required to surrender for the same volume of fossil kerosene, multiplied according to paragraph 3 of this Article, in accordance with Article XX of Directive 2003/87/EC. The amount of free allocation received by an aircraft operator shall be multiplied as follows, depending on the type of sustainable aviation fuel reported: (a) By a factor of 4 for biofuels produced from feedstock listed in Annex IX Part A of the Renewable Energy Directive. (b) By a factor of 2 for biofuels produced from feedstock listed in Annex IX Part B of the Renewable Energy Directive. (c) By a factor of 6 for renewable fuel of non-biological origin, as defined under the Renewable Energy Directive. An aircraft operator shall also receive free allocation proportional with the use of best available aircraft technology in the previous year: (a) The aircraft models eligible as best available aircraft technology shall be those defined with respect to the performance against the New Type ICAO CO2 standard in a delegated act developed under the EU taxonomy.Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance shall apply. (b) An operator shall report its share of flights using best available aircraft technology, in relation to their total emissions in a given year to the competent authorities.They shall request that the reported data is substantiated and verify the data. (c) To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances for the use of best available aircraft technology.
Amendment 290 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
(2) Member States shall ensure that aAny aircraft operator failing to comply with the obligations laid down in Article 5 is liable to an administrative fine. That fine shall be at least twice as high as the multiplication of the yearly average price of aviation fuel per tonne and of the total yearly non-tanked quantity;
Amendment 292 #
2021/0205(COD)
Proposal for a regulation
Article 5 a (new)
Article 5 a (new)
Article 5 a SAF Alliance Within one year after the entry into force of this Regulation, a European SAF Alliance shall be established. The European SAF Alliance shall be coordinated by the Commission with the aim to identify policies for scaling-up of SAF in Europe, inter alia by encouraging the production for the most innovate technologies, identifying policies and market developments, and addressing possible negative impacts of this Regulation. The participation in the European SAF Alliance shall be voluntary..
Amendment 296 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 4
Article 11 – paragraph 4
Amendment 297 #
2021/0205(COD)
Proposal for a regulation
Article 6 – title
Article 6 – title
Obligations of Union airports and the relevant parties involved in fuel supply to provide the infrastructure
Amendment 300 #
2021/0205(COD)
(5) In the decision imposing the administrative fines referred to in paragraphs 32 and 43, the competent authority shall explain the methodology applied for the determination of the price of aviation fuel, and sustainable aviation fuel and synthetic aviation fuel on the Union market, based on verifiable and objective criteria;
Amendment 304 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 6
Article 11 – paragraph 6
(6) Member States shall ensure that any aviation fuel supplier which has accumulated a shortfall from the obligation laid down in Article 4 relative to the minimum share of sustainable aviation fuels or of synthetic fuels in a given reporting period, shall supply the marketundertake all possible efforts to supply the market, if the reasons for SAF shortage are not related with unavailability of the feedstock in the Union, in the subsequent reporting period with a quantity of that respective fuel equal to that shortfall, additional to their reporting period obligation. Fulfilling this obligation shall notmay exonerate the fuel supplier from the obligation to pay the penalties laid out in paragraphs 3 and 4 of this Article;
Amendment 309 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
Union airports and the relevant parties involved in fuel supply shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with Annex I and, shall provide the infrastructure necessary for the delivery, storage and uplifting of such fuels.
Amendment 310 #
2021/0205(COD)
(7) Member States shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. Member States shall transfer the amount collected through those administrative fines as contribution to the InvestEU Green Transition Investment Facility, as a top-up to the EU guaranteeAviation Fund.
Amendment 312 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point b
Article 12 – paragraph 1 – point b
(b) The amount of sustainable aviation fuel and of synthetic aviation fuelper type of fuel feedstock supplied at Union level in aggregate and by Union airport;
Amendment 312 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point b
Article 12 – paragraph 1 – point b
(b) The amount of sustainable aviation fuel and of synthetic aviation fuelper type of fuel feedstock supplied at Union level in aggregate and by Union airport;
Amendment 313 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point d
Article 12 – paragraph 1 – point d
(d) The status of compliance of airports and the relevant parties involved in fuel supply regarding obligations set out in Article 6;
Amendment 313 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point d
Article 12 – paragraph 1 – point d
(d) The status of compliance of airports and the relevant parties involved in fuel supply regarding obligations set out in Article 6;
Amendment 313 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
Where aircraft operators report difficulties to the European Union Aviation Safety Agency (‘the Agency’) in accessing aviation fuels containing sustainable aviation fuels at a given Union airport for lack of adequate airport infrastructure, the Agency may request the Union airport and the relevant parties involved in fuel supply to provide the information necessary to prove compliance with paragraph 1. The Union airport concernedand the relevant parties involved in fuel supply shall provide the information without undue delay.
Amendment 315 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point f
Article 12 – paragraph 1 – point f
(f) The origin and, the characteristics and the conversion technology of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from Union airports., covered by this Regulation;
Amendment 315 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point f
Article 12 – paragraph 1 – point f
(f) The origin and, the characteristics and the conversion technology of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from Union airports., covered by this Regulation;
Amendment 323 #
2021/0205(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
By 31 December 2025, the Commission shall conduct a comprehensive impact assessment on the effect of the entire 'Fit for 55' legislative package, where this Regulation is an integral part of, including analysis on Union competitiveness, including hub transfer, risk of mobility reduction, cost effectiveness of greenhouse gas emissions reductions, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global greenhouse gas emissions reduction and preserve a level- playing field. By 1 January 20286 and every fivthree years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extension of the scope of this Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directivreflecting upon available policy options on other energy sources defined under the Renewable Energy Directive, taking into consideration the principle of technological neutrality and propose, where appropriate, the possible revision of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. The report shall also inform on technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuels, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level.
Amendment 323 #
2021/0205(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
By 31 December 2025, the Commission shall conduct a comprehensive impact assessment on the effect of the entire 'Fit for 55' legislative package, where this Regulation is an integral part of, including analysis on Union competitiveness, including hub transfer, risk of mobility reduction, cost effectiveness of greenhouse gas emissions reductions, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global greenhouse gas emissions reduction and preserve a level- playing field. By 1 January 20286 and every fivthree years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extension of the scope of this Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directivreflecting upon available policy options on other energy sources defined under the Renewable Energy Directive, taking into consideration the principle of technological neutrality and propose, where appropriate, the possible revision of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. The report shall also inform on technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuels, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level.
Amendment 326 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 3
Article 6 – paragraph 3
The Agency shall assess the information received and inform the Commission if such information allows to conclude that the Union airport does not fulfil its obligations. Union airportsand the relevant parties involved in fuel supply does not fulfil its obligations. Union airports and the relevant parties involved in fuel supply shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).
Amendment 330 #
2021/0205(COD)
Proposal for a regulation
Article 14 – paragraph 1 a (new)
Article 14 – paragraph 1 a (new)
By 1 January 2029, the Commission shall reassess targets referred to in Article 4 and Annex I as of 1 January 2035 based on the development of the fuel market, research and technological development as well as the condition of the aviation sector in order to facilitate green transition and reach climate goals.
Amendment 330 #
2021/0205(COD)
Proposal for a regulation
Article 14 – paragraph 1 a (new)
Article 14 – paragraph 1 a (new)
By 1 January 2029, the Commission shall reassess targets referred to in Article 4 and Annex I as of 1 January 2035 based on the development of the fuel market, research and technological development as well as the condition of the aviation sector in order to facilitate green transition and reach climate goals.
Amendment 331 #
2021/0205(COD)
Proposal for a regulation
Article 6 a (new)
Article 6 a (new)
Article 6 a Aviation Transitional Fund A dedicated Aviation Transition Fund (“the Aviation Fund”) shall be proposed by the Commission through a dedicated act in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in the EU aviation sector. The Aviation Fund shall constitute an integral part of the EU budget and shall be fully budgeted within the MFF ceilings. The budgetary envelope for this programme shall be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances and revenue generated from penalties raised in this Regulation. The Aviation Fund shall be managed centrally by the Commission. The dedicated Aviation Fund shall support the transition to energy efficient and climate resilient EU aviation sector supporting development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in this Regulation, including systems for collection of raw materials and plants for SAFs, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new aircraft engines and technologies, aircraft operation and performance and airports infrastructure. The Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs.
Amendment 332 #
2021/0205(COD)
Proposal for a regulation
Article 15 a (new)
Article 15 a (new)
Article 15 a Compensatory regulatory reduction The Commission shall present, by [1 year before the entry into force of this Regulation], and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other Union legislative acts that generate compliance costs in the affected sectors. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.
Amendment 332 #
2021/0205(COD)
Proposal for a regulation
Article 15 a (new)
Article 15 a (new)
Article 15 a Compensatory regulatory reduction The Commission shall present, by [1 year before the entry into force of this Regulation], and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other Union legislative acts that generate compliance costs in the affected sectors. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.
Amendment 338 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
By 31 March of each reporting year, aircraft operators shall report the following information to the Agency, if provided by the fuel supplier:
Amendment 340 #
2021/0205(COD)
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 510% of SAF, of which a minimum share of 0.7% of synthetic aviation fuels;
Amendment 340 #
2021/0205(COD)
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 510% of SAF, of which a minimum share of 0.7% of synthetic aviation fuels;
Amendment 343 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point d
Article 7 – paragraph 1 – point d
Amendment 346 #
2021/0205(COD)
Proposal for a regulation
Annex I – point c
Annex I – point c
(c) From 1 January 2035, a minimum share of 20% of SAF, of which a minimum share of 5% of synthetic aviation fuels;
Amendment 346 #
2021/0205(COD)
Proposal for a regulation
Annex I – point c
Annex I – point c
(c) From 1 January 2035, a minimum share of 20% of SAF, of which a minimum share of 5% of synthetic aviation fuels;
Amendment 349 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point e
Article 7 – paragraph 1 – point e
(e) For each purchase of sustainable aviation fuel, the name of the aviation fuel supplier, the total amount purchased expressed in tonnes, the conversion technology, the characteristics and origin of the feedstock used for production, and the lifecycle emissions of the sustainable aviation fuel. Where one purchase includes sustainable aviation fuels with differing characteristics, the report shall provide this information for each type of sustainable aviation fuel.
Amendment 352 #
2021/0205(COD)
Proposal for a regulation
Annex I – point d
Annex I – point d
(d) From 1 January 2040, a minimum share of 32% of SAF, of which a minimum share of 8% of synthetic aviation fuels;
Amendment 352 #
2021/0205(COD)
Proposal for a regulation
Annex I – point d
Annex I – point d
(d) From 1 January 2040, a minimum share of 32% of SAF, of which a minimum share of 8% of synthetic aviation fuels;
Amendment 356 #
2021/0205(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
For the purpose of reporting sustainable aviation fuels use under the provisions of Article 7 of this Regulation, or under a greenhouse gas scheme, aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge, not later than 31January of each reporting year.
Amendment 357 #
2021/0205(COD)
Proposal for a regulation
Annex I – point e
Annex I – point e
(e) From 1 January 2045, a minimum volume share of 38% of SAF, of which a minimum share of 11% of synthetic aviation fuels.
Amendment 357 #
2021/0205(COD)
Proposal for a regulation
Annex I – point e
Annex I – point e
(e) From 1 January 2045, a minimum volume share of 38% of SAF, of which a minimum share of 11% of synthetic aviation fuels.
Amendment 359 #
2021/0205(COD)
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
By 31 MarchJanuary of each reporting year, aviation fuel suppliers shall report in the Union Database referred to in Article 28 of Directive (EU) 2018/2001, the following information relative to the reporting period:
Amendment 362 #
2021/0205(COD)
Proposal for a regulation
Annex I – point f
Annex I – point f
(f) From 1 January 2050, a minimum volume share of 63% of SAF, of which a minimum share of 28% of synthetic aviation fuels
Amendment 362 #
2021/0205(COD)
Proposal for a regulation
Annex I – point f
Annex I – point f
(f) From 1 January 2050, a minimum volume share of 63% of SAF, of which a minimum share of 28% of synthetic aviation fuels
Amendment 363 #
2021/0205(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) The lifecycle emissions, of sustainable aviation fuel, the characteristics and origin of feedstock and conversion process of each sustainable aviation fuel type supplied at Union airports.
Amendment 373 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
(1) Member States shall designate the competent authority or authorities responsible for enforcing the application of this Regulation and for imposing the fines for aircraft operators, Union airports, the relevant parties involved in fuel supply and fuel suppliers. Member States shall inform the Commission thereof.
Amendment 375 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 3
Article 10 – paragraph 3
(3) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of an aircraft operator shall be determined pursuant to Commission Regulation (EC) No 748/200916 . _________________ 16 Commission Regulation (EC) No 748/2009 of 5 August 2009 on the list of aircraft operators which performed an aviation activity listed in Annex I to Directive 2003/87/EC
Amendment 376 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 4
Article 10 – paragraph 4
(4) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of Union airports shall be determined on the basis of the respective territorial jurisdiction.
Amendment 377 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 5
Article 10 – paragraph 5
(5) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of aviation fuel suppliers shall be determined pursuant to their Member State of establishment.
Amendment 378 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
(1) Member StatesThe Commission shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this Regulation and Member States shall take all measures necessary to ensure that they are implemented. The penalties provided for must be effective, proportionate and dissuasive. Member States shall notifyThe Commission shall deliver these provisions to the CommissionMember States by 31 December 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.
Amendment 391 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 6
Article 11 – paragraph 6
Amendment 396 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 7
Article 11 – paragraph 7
(7) Member States shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. Member States shall transfer the amount collected through those administrative fines as contribution to the InvestEU Green Transition Investment Facility, as a top-up to the EU guaranteeAviation Fund.
Amendment 401 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point b
Article 12 – paragraph 1 – point b
(b) The amount of sustainable aviation fuel and of synthetic aviation fuel per type of fuel feedstock supplied at Union level in aggregate and by Union airport;
Amendment 406 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point d
Article 12 – paragraph 1 – point d
(d) The status of compliance of airports and the relevant parties involved in fuel supply regarding obligations set out in Article 6;
Amendment 409 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point f
Article 12 – paragraph 1 – point f
(f) The origin and the characteristics and the conversion technology of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from Union airports., covered by this Regulation;
Amendment 412 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point f a (new)
Article 12 – paragraph 1 – point f a (new)
(f a) The state of play of the SAF life cycle development and deployment.
Amendment 422 #
2021/0205(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
By 31 December 2025, the Commission shall conduct a comprehensive impact assessment, assessing the effect of all Fit for 55 proposals, where this Regulation is an integral part of, including an analysis of EU competitiveness, including hub transfer, risk of mobility reduction, cost effectiveness of GHG emissions reductions, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.Following its result, the Commission shall determine whether it is justified to revise this Regulation, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level-playing field. By 1 January 20286 and every fivthree years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extension of the scope of this Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directivreflecting upon available policy options on other energy sources defined under the Renewable Energy Directive, taking into consideration the principle of technological neutrality and propose, where appropriate, the possible revision of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. The report shall also inform on technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuels, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level.
Amendment 432 #
2021/0205(COD)
Proposal for a regulation
Article 14 – paragraph 1 a (new)
Article 14 – paragraph 1 a (new)
By 1 January 2029, the Commission shall reassess the targets referred to in Article 4 and Annex I as of 1 January 2035 based on the development of the fuel market, research and technological development as well as the condition of the aviation sector in order to facilitate the green transition and reach the climate goals.
Amendment 435 #
2021/0205(COD)
Proposal for a regulation
Article 14 a (new)
Article 14 a (new)
Article 14 a Compensatory regulatory reduction The Commission shall present, by [1 year before the entry into force of this Regulation], and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum
Amendment 453 #
2021/0205(COD)
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 510% of SAF, of which a minimum share of 0.7% of synthetic aviation fuels;
Amendment 13 #
2021/0201(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council30 , the Union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. That Regulation also establishes a binding Union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. All sectors of the economy are expected to contribute to achieving that target, including the land use, land use change and forestry sectorwith the highest priority being the reduction of fossil emissions. As regards the land use, land use change and forestry (LULUCF) sector, it should contribute to climate change mitigation in several ways, in particular by reducing emissions, maintaining and enhancing sinks and carbon stocks, replacing fossil fuels with renewable energy from forest biomass and by harnessing the removal potential of organic materials from sustainable forestry management and their potential as a substitute for fossil fuels, taking into account the entire life cycle of those materials, from the production of the raw material to the processing and manufacturing stages. The bioeconomy and bioenergy are an indispensable path towards a fossil-free and green economy. The contribution of net removals to the 2030 Union climate target is limited to 225 million tonnes of CO2 equivalent. In the context of Regulation (EU) 2021/1119, the Commission reaffirmed in a corresponding statement its intention to propose a revision of Regulation (EU) 2018/841 of the European Parliament and of the Council31 , in line with the ambition to increase net carbon removals to levels above 300 million tonnes of CO2 equivalent in the land use, land use change and forestry sector by 2030. __________________ 30Regulation (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).’. 31 Regulation (EU) 2018/841 of the European Parliament and of the Council of 30 May 2018 on the inclusion of greenhouse gas emissions and removals from land use, land use change and forestry in the 2030 climate and energy framework, and amending Regulation (EU) No 525/2013 and Decision No 529/2013/EU (OJ L 156, 19.6.2018, p. 1).
Amendment 18 #
2021/0201(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) Member States are encouraged to ensure that the planning, authorisation and deployment of transport infrastructure contribute to the sustainable fulfilment of this Regulation.
Amendment 32 #
2021/0201(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) The Commission should review the current system of reporting CO2 and non- CO2 greenhouse gas emissions within one reporting scheme before any new legislative proposal in that area is submitted. That review should reflect the difference between short lifecycle gases such as methane and long lifecycle gases such as carbon. The review should as well take into account the potential of capturing biogenic methane as an energy source for transport.
Amendment 40 #
2021/0201(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) In order to enhance greenhouse gas removals and overall emission reduction across sectors, individual farmers or forest managers and owners need a direct incentive to store more carbon on their land and, their forests and carbon facility. New business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. Such incentives and business models will enhance climate mitigation in the bio- economy, including through the use of durable harvested wood products, in full respect of ecological principles fostering biodiversity and the circular economy. Renewable bio-based raw material and biofuels contribute significantly to the circular bioeconomy and also allow for decarbonisation in other sectors, specifically those raw bio materials are the only available green alternative. Hence, new categories of carbon storage products should be introduced in addition to the harvested wood products. The emerging business models, farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. They also create opportunities for new jobs and provide incentives for relevant training, reskilling and upskilling.
Amendment 51 #
2021/0201(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Due to the change to reporting- based targets, the greenhouse gas emissions and removals need to be estimated with a higher level of accuracy. Moreover, the Communication from the Commission on EU Biodiversity Strategy for 203038 , the updated EU Bioeconomy Strategy1a, the Farm to Fork Strategy for a fair, healthy and environmentally-friendly food system39 , the EU Forest Strategy40 , the revised Directive (EU) 2018/2001 of the European Parliament and of the Council41 and the Communication from the Commission on Forging a climate-resilient Europe - the new EU Strategy on Adaptation to Climate Change42 will all require enhanced monitoring of land, thereby helping to protect and enhance the resilience of nature-based carbon removals throughout the Union. The monitoring and reporting of emissions and removals needs to be upgraded, using advanced technologies available under Union programmes, such as Copernicus, and digital data collected under the Common Agricultural Policy, applying the twin transition of green and digital innovation. __________________ 37aEuropean Commission, Directorate- General for Research and Innovation, A sustainable bioeconomy for Europe : strengthening the connection between economy, society and the environment : updated bioeconomy strategy, Publications Office, 2018, https://data.europa.eu/doi/10.2777/478385 38 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions EU Biodiversity Strategy for 2030 - Bringing nature back into our lives (COM(2020) 380 final). 39 COM/2020/381 final. 40 […] 41Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82). 42 COM/2021/82 final.
Amendment 72 #
2021/0201(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
4. The Union-wide greenhouse gas emissions in the sectors set out in Article 2(3), points (a) to (j), shall aim to be net zero by 2035 and the Union shall achieve negative emissions thereafter. The Union and the Member States shall take the necessary measures to enable the collective achievement of the target for 2035, while prioritising substitution of fossil fuels and achieving a balance between emission reductions and removals.
Amendment 75 #
2021/0201(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 – point b
Article 1 – paragraph 1 – point 7 – point b
Regulation (EU) 2018/841
Article 9 – paragraph 2
Article 9 – paragraph 2
2. The Commission shall adopt delegated acts in accordance with Article 16 in order to amend paragraph 1 of this Article and Annex V by adding new categories of carbon storage products, including short and long-life harvested wood products, that have a carbon sequestration effect, and by introducing a life-cycle assessment of those products, including recycled products, based on IPCC Guidelines as adopted by the Conference of the Parties to the UNFCCC or the Conference of the Parties serving as the Meeting of the Parties to the Paris Agreement, and ensuring environmental integrity. The Commission shall, in addition, develop a methodology for an additional category of “Fossil Substitution Products”. That methodology shall calculate the positive substitution effect of carbon storage products and assess the inclusion of bioenergy carbon capture and storage processes in carbon storage products.;
Amendment 109 #
2021/0201(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council30 , the Union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. That Regulation also establishes a binding Union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. All sectors of the economy are expected to contribute to achieving that target, including the land use, land use change and forestry sectorwith the highest priority being the reduction of fossil emissions. As regards the land use, land use change and forestry (LULUCF) sector, it should contribute to climate change mitigation in several ways, in particular by reducing emissions, maintaining and enhancing sinks and carbon stocks, replacing fossil fuels with renewable energy from forest biomass and by harnessing the removal potential of organic materials from sustainable forestry management and their potential as a substitute for fossil fuels, taking into account the entire life cycle of those materials, from the production of the raw material to the processing and manufacturing stages. The bioeconomy and bioenergy are an indispensable path towards a fossil-free and green economy. The contribution of net removals to the 2030 Union climate target is limited to 225 million tonnes of CO2 equivalent. In the context of Regulation (EU) 2021/1119, the Commission reaffirmed in a corresponding statement its intention to propose a revision of Regulation (EU) 2018/841 of the European Parliament and of the Council31 , in line with the ambition to increase net carbon removals to levels above 300 million tonnes of CO2 equivalent in the land use, land use change and forestry sector by 2030. __________________ 30Regulation (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).’. 31 Regulation (EU) 2018/841 of the European Parliament and of the Council of 30 May 2018 on the inclusion of greenhouse gas emissions and removals from land use, land use change and forestry in the 2030 climate and energy framework, and amending Regulation (EU) No 525/2013 and Decision No 529/2013/EU (OJ L 156, 19.6.2018, p. 1).
Amendment 121 #
2021/0201(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) Member States are encouraged to ensure that the planning, authorisation and deployment of transport infrastructure contribute to the sustainable fulfilment of this Regulation.
Amendment 178 #
2021/0201(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) The Commission should review the current system of reporting CO2 and non- CO2 greenhouse gas emissions within one reporting scheme before any new legislative proposal in that area is submitted. That review should reflect the difference between short life cycle gases, such as methane, and long life cycle gases, such as carbon dioxide. The review should as well take into account the potential of capturing biogenic methane as an energy source for transport.
Amendment 224 #
2021/0201(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) In order to enhance greenhouse gas removals and overall emission reduction across sectors, individual farmers or forest managers and owners need a direct incentive to store more carbon on their land and, their forests and carbon facility. New business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. Such incentives and business models will enhance climate mitigation in the bio- economy, including through the use of durable harvested wood products, in full respect of ecological principles fostering biodiversity and the circular economy. Renewable bio-based raw material and biofuels contribute significantly to the circular bioeconomy and also allow for decarbonisation in other sectors, specifically where those raw bio-materials are the only available green alternative. Hence, new categories of carbon storage products should be introduced in addition to the harvested wood products. The emerging business models, farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. They also create opportunities for new jobs and provide incentives for relevant training, reskilling and upskilling.
Amendment 292 #
2021/0201(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Due to the change to reporting- based targets, the greenhouse gas emissions and removals need to be estimated with a higher level of accuracy. Moreover, the Communication from the Commission on EU Biodiversity Strategy for 203038 , the updated EU Bioeconomy Strategy38a, the Farm to Fork Strategy for a fair, healthy and environmentally-friendly food system39 , the EU Forest Strategy40 , the revised Directive (EU) 2018/2001 of the European Parliament and of the Council41 and the Communication from the Commission on Forging a climate-resilient Europe - the new EU Strategy on Adaptation to Climate Change42 will all require enhanced monitoring of land, thereby helping to protect and enhance the resilience of nature-based carbon removals throughout the Union. The monitoring and reporting of emissions and removals needs to be upgraded, using advanced technologies available under Union programmes, such as Copernicus, and digital data collected under the Common Agricultural Policy, applying the twin transition of green and digital innovation. __________________ 38 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions EU Biodiversity Strategy for 2030 - Bringing nature back into our lives (COM(2020) 380 final). 38aEuropean Commission, Directorate- General for Research and Innovation, A sustainable bioeconomy for Europe : strengthening the connection between economy, society and the environment : updated bioeconomy strategy, Publications Office, 2018, https://data.europa.eu/doi/10.2777/478385 39 COM/2020/381 final. 40 […] 41Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82). 42 COM/2021/82 final.
Amendment 450 #
2021/0201(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EU) 2018/841
Article 4 – paragraph 4 – subparagraph 1
Article 4 – paragraph 4 – subparagraph 1
4. The Union-wide greenhouse gas emissions in the sectors set out in Article 2(3), points (a) to (j), shall aim to be net zero by 2035 and the Union shall achieve negative emissions thereafter. The Union and the Member States shall take the necessary measures to enable the collective achievement of the target for 2035, while prioritising substitution of fossil fuels and achieving a balance between emission reductions and removals.
Amendment 499 #
2021/0201(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 – point b
Article 1 – paragraph 1 – point 7 – point b
Regulation (EU) 2018/841
Article 9 – paragraph 2
Article 9 – paragraph 2
2. The Commission shall adopt delegated acts in accordance with Article 16 in order to amend paragraph 1 of this Article and Annex V by adding new categories of carbon storage products, including short and long-life harvested wood products, that have a carbon sequestration effect, and by introducing a life cycle assessment of those products, including recycled products, based on IPCC Guidelines as adopted by the Conference of the Parties to the UNFCCC or the Conference of the Parties serving as the Meeting of the Parties to the Paris Agreement, and ensuring environmental integrity.; The Commission shall, in addition, develop a methodology for an additional category of “Fossil Substitution Products”. That methodology shall calculate the positive substitution effect of carbon storage products and assess the inclusion of bioenergy carbon capture and storage processes in carbon storage products.;
Amendment 31 #
2021/0197(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource us and vibrant industries that remain world-leaders in their respective segment and global innovation drivers while securing high-paid quality jobs in Europe. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.
Amendment 41 #
2021/0197(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) In line with Regulation (EU) 2019/631 the emissions of the entire life cycle of vehicles should be taken into account in order to ensure that emissions are reduced in the most effective manner. Given the strengthened target for 2030, it is important to ensure that a methodology of full life-cycle CO2 emissions for vehicles follows suit. It is therefore necessary that the Commission develop no later than December 31, 2023, an harmonized methodology to report the carbon footprint of the life-cycle of vehicles in order to consider the global impact of passenger cars and light commercial vehicles on the environment. This regulation should be reviewed in 2028 to incorporate this harmonized methodology of an extended carbon accounting as new indicator for further reduction targets beyond 2030.
Amendment 49 #
2021/0197(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging. _________________ 25Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).
Amendment 53 #
2021/0197(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of net zero-emission vehicles and fuels being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation and employment levels in the automotive value chain can be maintained in Europe and that mobility remains accessible and affordable for everyone. Within the global context, also the EU automotive chain must be a leading actor in the on- going transition towards net zero-greenhouse gas emission mobility and fuels solutions. The strengthened CO2 emission reduction standards armust be technology neutral in reaching the fleet- wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide targets. ZLow and zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, depending on their respective full lifecycle emissions and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, and vehicles powered by alternative sustainable biofuels and biogases which can continue to play a role in the transition pathway.
Amendment 64 #
2021/0197(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Thoseis targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero- emission technologies in a cost- efficient way.
Amendment 66 #
2021/0197(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource us and vibrant industries that remain world-leaders in their respective segment and global innovation drivers while securing high-paid quality jobs in Europe. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must thereforeIt must be ensured that the transition is just and inclusive, leaving no one behind.
Amendment 68 #
2021/0197(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale- up of the manufacturing of low- and zero- emission vehicles and associated technologies, and fuels, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities, while maintaining automotive employment levels in Europe. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.
Amendment 77 #
2021/0197(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) All sectors of the economy are expected to contribute to achieving those net greenhouse gas emission reductions, including the road transport sector and fuel suppliers.
Amendment 77 #
2021/0197(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of low- and zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of low- and zero- emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll- out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re- skilling of workers and reconversion of activities. The progress report will also build on the two-yearly progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. _________________ 26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
Amendment 83 #
2021/0197(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in. For this reason, considering the weak and slow implementation of Directive 2014/94/EU of the European Parliament and of the Council27 . _________________ 27 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on, this proposal should be accompanied by an ambitious proposal for a Regulation on Alternative Fuel Infrastructure, providing for ambitious mandatory targets for the deployment of alternative fuels infrastructure (OJ L 307 28.10.2014, p. 1)throughout the 27 Member States.
Amendment 84 #
2021/0197(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) In line with Regulation (EU) 2019/631 the emissions of the entire life cycle of vehicles should be taken into account in order to ensure that emissions are reduced in the most effective manner. Given the strengthened target for 2030, it is important to ensure that a methodology of full life-cycle CO2 emissions for vehicles follows suit. It is therefore necessary that the Commission develop no later than December 31, 2023, an harmonized methodology to report the carbon footprint of the life-cycle of vehicles in order to consider the global impact of passenger cars and light commercial vehicles on the environment. This regulation should be reviewed in 2028 to incorporate this harmonized methodology of an extended carbon accounting as new indicator for further reduction targets beyond 2030.
Amendment 91 #
2021/0197(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging. _________________ 25Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).
Amendment 91 #
2021/0197(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards low- and zero-emission vehicles in a cost-efficient manner, and it is therefore appropriat. The progressively more ambitious emission reduction targets as set in Regulation (EU) 2019/631 have increased the costs of compliance for manufacturers. It is therefore of the utmost importance to maintain the approach of decreasing target levels in five-year steps.
Amendment 96 #
2021/0197(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) With the stricter EU fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed as of 2030. Before that date and therefore throughout this decade, the incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date, plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meetlow- and zero- emission vehicles on the Union market. The incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km.
Amendment 100 #
2021/0197(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of net zero-emission vehicles and fuels being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation and employment levels in the automotive value chain can be maintained in Europe and that mobility remains accessible and affordable for everyone. Within the global context, also the EU automotive chain must be a leading actor in the on- going transition towards net zero-greenhouse gas emission mobility and fuel solutions. The strengthened CO2 emission reduction standards armust be technology neutral in reaching the fleet- wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide targets. ZLow and zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, depending on their respective full lifecycle emissions and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, and vehicles powered by alternative fuel which can continue to play a role in the transition pathway.
Amendment 109 #
2021/0197(COD)
Proposal for a regulation
Recital 21
Recital 21
Amendment 118 #
2021/0197(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, a new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards2030. Thoseis targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost- efficient way.
Amendment 119 #
2021/0197(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 20268. For this review, all aspects considered in the two yearly reporting should be considered.
Amendment 120 #
2021/0197(COD)
Proposal for a regulation
Recital 23 a (new)
Recital 23 a (new)
(23a) The regulations review is an important part of tracking the Union progress towards its climate ambitions while ensuring that concrete reduction targets can be met through an harmonized methodology for reporting on the life-cycle of vehicles, and taking into account industrial and social consequences of the defined targets.
Amendment 125 #
2021/0197(COD)
Proposal for a regulation
Recital 24 a (new)
Recital 24 a (new)
Amendment 128 #
2021/0197(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale- up of the manufacturing of low- and zero- emission vehicles and associated technologies and fuels, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities while maintaining automotive employment levels in Europe. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.
Amendment 129 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point –a (new)
Article 1 – paragraph 1 – point 1 – point –a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4
Article 1 – paragraph 4
(-a) paragraph 4 is replaced by the following: 4. From 1 January 2025, the following EU fleet-wide targets shall apply: "(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021determined in accordance with point 6.1.1 of Part A of Annex I; as set in Regulation (EU) 2019/631; " "(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I. content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019 as set in Regulation (EU) 2019/631. " Or. en(https://eur-lex.europa.eu/legal- %3A111%3ATOC)
Amendment 145 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point i
Article 1 – paragraph 1 – point 1 – point a – point i
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(i) in point (a), the figure “37,5 %” is replaced by ‘545 %’,
Amendment 147 #
2021/0197(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of low- and zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of low- and zero- emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll- out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re- skilling of workers and reconversion of activities. The progress report will also build on the two-yearly progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. _________________ 26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
Amendment 152 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point ii
Article 1 – paragraph 1 – point 1 – point a – point ii
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(ii) in point (b), the figure “31 %” is replaced by ‘540 %’,
Amendment 157 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a
Article 1 – paragraph 5a
Amendment 159 #
2021/0197(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Those EU fleet-wide targets are toshould be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in. For this reason, considering the weak and slow implementation of Directive 2014/94/EU of the European Parliament and of the Council27 . _________________ 27Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on, this proposal should be accompanied by an ambitious proposal for a Regulation on Alternative Fuel Infrastructure, providing for ambitious mandatory targets for the deployment of alternative fuels infrastructure (OJ L 307 28.10.2014, p. 1)throughout the 27 Member States.
Amendment 159 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a
Article 1 – paragraph 5a
Amendment 165 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point c
Article 1 – paragraph 1 – point 1 – point c
Amendment 173 #
2021/0197(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards low- and zero-emission vehicles in a cost-efficient manner, and it is therefore appropriat. The progressively more ambitious emission reduction targets as set in Regulation (EU) 2019/631 have increased the costs of compliance for manufacturers. It is therefore of the utmost importance to maintain the approach of decreasing target levels in five-year steps.
Amendment 181 #
2021/0197(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) With the stricter EU fleet-wide targets forom 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed as of 2030. Before that date and therefore throughout this decade, the incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date, plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meetlow- and zero- emission vehicles on the Union market. The incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km.
Amendment 183 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/631
Article 4 – paragraph 1
Article 4 – paragraph 1
Amendment 184 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 4 – paragraph 3 a (new)
Article 4 – paragraph 3 a (new)
Amendment 185 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/631
Article 6 – paragraph 6
Article 6 – paragraph 6
4a) in Article 6 paragraph 6 is amended as follows: "6. Paragraph 5 shall not apply where all the manufacturers included in the pool are part of the same group of connected manufacturers or where the credit transfer consists of only one manufacturer transferring respective credits between the passenger car and light commercial vehicle fleets; (b) The respective individual manufacturer(s) targets shall be replaced by a modified target for the manufacturer(s) where there is credit transfer of passenger and light commercial vehicles differences between specific targets (M1 or N1) and specific emissions (M1 or N1). The modification is defined as follows: the difference between a manufacturer’s specific emission target and its specific emissions in one category (M1 or N1) with the difference between a manufacturer’s specific emission target and its specific emissions in the other category (M1 or N1).When the volume based credit trading in one category allows to compensate the exceedance of the other category, the combination shall be considered to have met the two specific emissions targets." Or. en(Regulation (EU) 2019/631)
Amendment 200 #
2021/0197(COD)
Proposal for a regulation
Recital 18
Recital 18
Amendment 201 #
2021/0197(COD)
Proposal for a regulation
Recital 21
Recital 21
Amendment 202 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation 2019/631
Article 10 – paragraph 2
Article 10 – paragraph 2
Amendment 203 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation 2019/631
Article 12 – paragraph 3a (new)
Article 12 – paragraph 3a (new)
(6b) 6a. in Article 12, the following paragraph is inserted: ‘3a. ‘The Commission shall draw up, no later than 31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of fuels and energy consumed by vehicles on the EU market.’
Amendment 204 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)Regulation 2019/631
Article 1 – paragraph 1 – point 6 a (new)Regulation 2019/631
Article 11 a (new)
(6a) the following Article 11a is inserted: “Use of synthetic and alternative fuels (1) Upon application by a manufacturer, CO2savings achieved through the use of synthetic and advanced alternative fuels(hereinafter "alternative fuels") shall be considered in accordance with paragraphs 2 and 3 of this Article. (2) The contribution of the CO2 savings achieved through the use of alternative fuels can be accounted for the manufacturer’s average specific CO2 emissions as referred to in paragraph 1 of this Article, In alternative, CO2 savings achieved through the use of alternative fuels may be allocated to individual vehicles which are technically capable of using the credited alternative fuel in accordance with Regulation (EC) 715/2007. (3) Each Member State shall record for each calendar year the quantities of alternative fuels placed on the market by a manufacturer, or the quantities of alternative fuels allocated to a manufacturer, and shall provide appropriate certification of these quantities and the resulting CO2 savings by correspondingly applying the certification and documentation procedure laid down in Directive (EU) 2018/2001. The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001. The credits must indicate the issuing Member State, their period of validity, and the quantity and type of alternative fuel for which they were issued. The credits must be tradable. With a view to minimising the risk of single quantities being claimed more than once in the Union, Member States and the Commission shall strengthen cooperation among national systems, including, where appropriate, the exchange of data. Where the competent authority of one Member State suspects or detects a fraud, it shall, where appropriate, inform the other Member States. (4) The amount of the savings referred to in paragraphs 1 and 2 shall be calculated in accordance with Annex I, Part C.
Amendment 213 #
2021/0197(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 20268. For this review, all aspects considered in the two yearly reporting should be considered.
Amendment 214 #
2021/0197(COD)
Proposal for a regulation
Recital 23 a (new)
Recital 23 a (new)
(23a) The regulations review is an important part of tracking the Union progress towards its climate ambitions while ensuring that concrete reduction targets can be met through an harmonized methodology for reporting on the life-cycle of vehicles, and taking into account industrial and social consequences of the defined targets.
Amendment 221 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14a – paragraph 1
Article 14a – paragraph 1
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.
Amendment 223 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation 2019/631
Article 14a – paragraph 2
Article 14a – paragraph 2
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, to be analysed not under a purely tailpipe-emissions-based measurement, but under a holistic life- cycle analysis-based approach to emissions of vehicles, fuel and energy, taking into account also the green-house gas intensity at mineral extraction, production and end-of-life stages, allowing inter alia for the accounting of green steel and recycled materials, as well as the energy mix in the respective Member State of circulation, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;
Amendment 226 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9 a (new)
Article 1 – paragraph 1 – point 9 a (new)
Regulation (EU) 2019/631
Article 14 b (new)
Article 14 b (new)
Amendment 234 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a
Article 1 – paragraph 1 – point 10 – point a
Regulation 2019/631
Article 15 – paragraph 1
Article 15 – paragraph 1
The report shall, where appropriate, be accompanied by a proposal for amending this Regulation and identifying a clear pathway for further CO2 emissions reductions by introducing EU fleet-wide targets for new passenger cars fleet and for new light commercial vehicles fleet from 1 January 2035 and from 1 January 2040, based on a LCA methodology developed by the European Commission no later than 31 December 2023.
Amendment 235 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a (new)
Article 1 – paragraph 1 – point 1 – point -a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4 – point a
Article 1 – paragraph 4 – point a
(-a) in paragraph 4 point (a) is replaced by the following: "(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021determined in accordance with point 6.1.1 of Part A of Annex I; as set in Regulation (EU) 2019/631;" Or. en (Regulation 2019/631 https://eur-lex.europa.eu/legal- content/EN/TXT/?uri=celex%3A32019R0631)
Amendment 237 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraph 2
Article 15 – paragraph 2
(b) paragraphs 2 to 5 are deleted, is replaced by the following: "In the report referred to in paragraph 1, the Commission shall consider, inter alia, the real-world representativeness of the CO2 emission and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007; the deployment on the Union market of zero- and low-emission vehicles, in particular with respect to light commercial vehicles; the roll-out of recharging and refuelling infrastructure reported under Regulation(XXX) of the European Parliament and of the Council on the deployment of alternative fuels infrastructure , including their financing; the implementation of the Energy Performance of the building Directive 2010/31/EU and its foreseen review; the potential contribution of the use of synthetic and advanced alternative fuels produced with renewable energy to emissions reductions; the CO2 emissions reduction actually observed at the existing fleet level; the functioning of the incentive mechanism for zero- and low-emission vehicles; the potential effects of the transitional measure set out in point 6.3 of Part A of Annex I; the impact of this Regulation on consumers, particularly on those on low and medium incomes; as well as aspects to further facilitate an economically viable and socially fair transition towards clean, competitive and affordable mobility in the Union."
Amendment 240 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a a (new)
Article 1 – paragraph 1 – point 1 – point -a a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4 – point (b)
Article 1 – paragraph 4 – point (b)
(-aa) paragraph 4 point (b) is replaced by the following "(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I. as set in Regulation (EU) 2019/631." Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32019R0631)
Amendment 240 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraph 3 to 5
Article 15 – paragraph 3 to 5
(b ) paragraphs 23 to 5 are deleted
Amendment 242 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a b (new)
Article 1 – paragraph 1 – point 1 – point -a b (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4 – point b
Article 1 – paragraph 4 – point b
(-ab) paragraph 4 point (b) is replaced by the following "(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I. as set in Regulation (EU) 2019/631." Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32019R0631)
Amendment 245 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a
Annex I – paragraph 1 – point 1 – point a
Regulation 2019/631
Annex I – Part A – point 6.1
Annex I – Part A – point 6.1
EU fleet-wide targets for 2025 onwardsand 2030’,
Amendment 252 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b
Annex I – paragraph 1 – point 1 – point b
Regulation 2019/631
Annex I Part A point 6.1.2
Annex I Part A point 6.1.2
Amendment 257 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point i
Article 1 – paragraph 1 – point 1 – point a – point i
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(i) in point (a), the figure “37,5 %” is replaced by ‘545 %’,
Amendment 257 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point c
Annex I – paragraph 1 – point 1 – point c
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.3
Annex I – Part A – point 6.1.3
Amendment 263 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point ii
Article 1 – paragraph 1 – point 1 – point a – point ii
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(ii) in point (b), the figure “31 %” is replaced by ‘540 %’,
Amendment 267 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation 2019/631
Annex A – Part A – point 6.3.1
Annex A – Part A – point 6.3.1
6.3.1 Specific emissions targets for 2025 to 2029onwards:
Amendment 272 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a (new)
Article 1 – paragraph 5 a (new)
Amendment 284 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – Point 6.3.2.
Annex I – Part A – Point 6.3.2.
6.3.2 Specific emissions targets for 2030 to 2034onwards
Amendment 290 #
2021/0197(COD)
Amendment 302 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3.
Annex I – Part A – point 6.3.3.
Amendment 322 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – introductory part
Article 1 – paragraph 1 – point 4 – introductory part
Regulation (EU) 2019/631
Article 4
Article 4
(4) in Article 4(1), the following subparagraph is added, is amended as follows:
Amendment 323 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/631
Article 4 – paragraph 1 – subparagraph 2
Article 4 – paragraph 1 – subparagraph 2
Amendment 325 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation 2019/631
Article 4 – paragraph 1– subparagraph 2
Article 4 – paragraph 1– subparagraph 2
‘For the purposes of point (c),where the specific emission target determined in accordance with Part A, point 6.3., of Annex I or Part B, point 6.3., of Annex I is negative, the specific emission target shall be 0 g/km.’;
Amendment 325 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point a
Annex I – paragraph 1 – point 2 – point a
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.
Annex I – Part B – point 6.1.
The EU fleet-wide targets for 2025 onwardsand 2030
Amendment 332 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 4 – paragraph 3 a (new)
Article 4 – paragraph 3 a (new)
(4a) in Article 4 the following paragraph is added: ‘3a. Manufacturers, other than manufacturers which have been granted a derogation, may form a pool or may trade credits for the purposes of meeting their obligations. For the purposes of determining each manufacturer’s average specific emissions of CO2,a potential over-achievement of a manufacturer’s CO2 target in one category (M1or N1) could be combined with an exceedance in the other category (M1 or N1) by the same or another manufacturer. Due to the different target definitions of M1 & N1, this specific credit transfer mechanism option can only combine the difference between a manufacturer’s specific emission target and its specific emissions in one category (M1 or N1) with the difference between a manufacturer’s specific emission target and its specific emissions in the other category (M1 or N1).When the credit trading in one category allows to compensate the exceedance of the other category, the combination shall be considered to have met the two specific emissions targets. For fleet compliance, the maximum amount of grammes that can be traded between M1 and N1 segments of the same or a different manufacturer is capped to 7g WLTP.’
Amendment 334 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point b
Annex I – paragraph 1 – point 2 – point b
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.2
Annex I – Part B – point 6.1.2
Amendment 337 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point c
Annex I – paragraph 1 – point 2 – point c
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.3.
Annex I – Part B – point 6.1.3.
Amendment 341 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 6 – paragraph 6
Article 6 – paragraph 6
Amendment 348 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point d
Annex I – paragraph 1 – point 2 – point d
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.2.
Annex I – Part B – point 6.2.2.
Amendment 355 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 10 – paragraph 2
Article 10 – paragraph 2
Amendment 355 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.3.
Annex I – Part B – point 6.2.3.
Amendment 359 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.1
Annex I – Part B – point 6.3.1
(e) Point 6.3.1 is replaced by the following: "6.3.1. Specific emissions targets for 2025 to 2029 The sSpecific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) ·correction). ZLEV factor where: sSpecific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1; øtargets EU fleet-wide target2025correction = (øtarget – EU fleet-wide target2021)· (1- reduction factor2025) øtarget is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1; , by 31 October 2024 and every second year thereafter, the figures Øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023. The new respective Øtarget shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where; y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehiclepassenger cars calculated as the total number of new zero- and low- emission vehicles, where each of them is counted as ZLEV specific in accordance with the following formula, divided by the total number of new light commercial vehiclepassenger cars registered in the relevant calendar year: ZLEVspecific = x is 15% (𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛 50 𝑜𝑓 𝐶𝑂2 ) ZLEVspecific = (𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛 50 𝑜𝑓 𝐶𝑂2 ) x is 15% Or. en(Regulation (EU) 2019/631)
Amendment 369 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2.
Annex I – Part B – point 6.3.2.
6.3.2. Specific emissions targets for 2030 to 2034onwards
Amendment 373 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)
Article 1 – paragraph 1 – point 6 a (new)
Regulation (EU) 2019/631
Article 11a (new)
Article 11a (new)
Amendment 373 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
Specific emissions target = (specific emissions reference target – (øtargets - EU fleet-wide target2030)correction) ZLEV factor
Amendment 377 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
EU fleet-wide target2030correction = (øtarget – EU fleet-widetarget2021) · (1- reduction factor2030) øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.2;1, by 31 October 2024 and every second year thereafter, the figures Øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023. The new respective Øtarget shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x),unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEV specific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: ZLEV specific = 1 – (specific emissions of
Amendment 378 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)
Article 1 – paragraph 1 – point 6 a (new)
Regulation (EU) 2019/631
Article 12 – paragraph 3a (new)
Article 12 – paragraph 3a (new)
(6a) In Article 12, the following paragraph is inserted: ‘3a. ‘The Commission shall draw up, no later than 31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of fuels and energy consumed by vehicles on the EU market.’
Amendment 379 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
Amendment 381 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point g
Annex I – paragraph 1 – point 2 – point g
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2..
Annex I – Part B – point 6.3.2..
Amendment 392 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 3 (new)
Annex I – paragraph 1 – point 3 (new)
Regulation (EU) 2019/631
Annex I – Part C – point (new)
Annex I – Part C – point (new)
In Annex 1 , the following, new Part C is added: “PART C Calculation of the CO2 savings achieved through the use of alternative fuels pursuant to Art. 11a The total (origin) of all CO2 savings credits (credit total) in g in year t pursuant to Art. 11a shall be calculated using the formula: credittotal,t = ∑𝒌(𝒇𝒖𝒆𝒍𝒌,𝒕 × 𝑪𝑶𝟐𝒓𝒆𝒇 × 𝑪𝑶𝟐𝒔𝒂𝒗𝒊𝒏𝒈𝒌) + bankingt-1 The total (usage) of all CO2 savings credits is also calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount in g credited in year t to the specific average emissions in accordance with Article 11a(1) (reduction amount fleet) shall be calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount credited in year t to an individual vehicle “j” in accordance with Article 11a(2) (reduction amountvehicle,j,t) shall be calculated using the formula: 𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 reduction amountvehicle,j,t = 𝒎𝒊𝒍𝒆𝒂𝒈𝒆 Where: ∑𝒌(.) Total of all alternative fuels placed on the market across all fuel types ∑𝒋(.) Total of all CO2 reductions credited to individual vehicles pursuant to Article 11a(2) fuelk,t Contributed or allocated quantity in MJ of an alternative fuel k placed on the market in year t CO2ref CO2 emission comparator for fossil fuels in g/MJ pursuant to Directive (EU) 2018/2001 CO2savingk Greenhouse gas emissions saving of each alternative fuel pursuant Directive (EU) 2018/2001 in comparison to fossil fuels in % bankingt Alternative fuels credits not used and transferred by a manufacturer in year t creditfleet,t Total emission reduction credits in g CO2 credited in year t pursuant to Article 11a(1) creditvehicle,j,t Emission reductions in g CO2 credited to vehicle j in year t pursuant to Article 11a(2) mileage Average expected lifetime distance driven in km of a manufacturer’s newly registered vehicle. According to historical values 180,000 km can be used. This is in line with the Report for the European Commission by Ricardo-AEA (Ref: Ares (2014)2298698) the average diesel car lifetime mileage is approximately 208,000 km while petrol lifetime mileages fluctuate between 160,000 and 170,000 km. Diesel cars accounted for approx. 35% of new passenger cars in 2018. vehiclest Number of vehicles registered by a manufacturer in year t “
Amendment 394 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14a – paragraph 1
Article 14a – paragraph 1
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.
Amendment 402 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14a – paragraph 2
Article 14a – paragraph 2
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, to be analysed not under a purely tailpipe-emissions-based measurement, but under a holistic life- cycle analysis-based approach to emissions, taking into account also the green-house gas intensity at mineral extraction, production and end-of-life stages, allowing inter alia for the accounting of green steel and recycled materials, as well as the energy mix in the respective Member State of circulation, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;
Amendment 426 #
2021/0197(COD)
The report shall, where appropriate, be accompanied by a proposal for amending this Regulation and identifying a clear pathway for further CO2 emissions reductions by introducing EU fleet-wide targets for new passenger cars fleet and for new light commercial vehicles fleet from 1 January 2035 and from 1 January 2040, based on a LCA methodology developed by the European Commission no later than 31 December 2023.
Amendment 430 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a a (new)
Article 1 – paragraph 1 – point 10 – point a a (new)
Regulation (EU) 2019/631
Article 15 – paragraph 2
Article 15 – paragraph 2
Amendment 440 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraphs 3 and 5
Article 15 – paragraphs 3 and 5
(b) paragraphs 23 to 5 are deleted,
Amendment 457 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a
Annex I – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Annex I – Part A – point 6.1
Annex I – Part A – point 6.1
EU fleet-wide targets for 2025 onwards’and 2030,
Amendment 466 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b
Annex I – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.2
Annex I – Part A – point 6.1.2
Amendment 480 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point c
Annex I – paragraph 1 – point 1 – point c
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.3
Annex I – Part A – point 6.1.3
Amendment 505 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex 1 – Part A – point 6.3.1
Annex 1 – Part A – point 6.3.1
6.3.1 Specific emissions targets for 2025 to 2029onwards:
Amendment 528 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation 2019/631
Annex I – Part A – Point 6.3.2.
Annex I – Part A – Point 6.3.2.
6.3.2 Specific emissions targets for 2030 to 2034onwards
Amendment 546 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3
Annex I – Part A – point 6.3.3
Amendment 557 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point a
Annex I – paragraph 1 – point 2 – point a
Regulation (EU) 2019/631
Annex I – Part B – point 6.1
Annex I – Part B – point 6.1
The EU fleet-wide targets for 2025 onwardsand 2030
Amendment 564 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point b
Annex I – paragraph 1 – point 2 – point b
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.2
Annex I – Part B – point 6.1.2
Amendment 572 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point c
Annex I – paragraph 1 – point 2 – point c
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.3
Annex I – Part B – point 6.1.3
Amendment 589 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point d
Annex I – paragraph 1 – point 2 – point d
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.2
Annex I – Part B – point 6.2.2
Amendment 599 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.3
Annex I – Part B – point 6.2.3
Amendment 615 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e a (new)
Annex I – paragraph 1 – point 2 – point e a (new)
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.1
Annex I – Part B – point 6.3.1
Amendment 622 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
6.3.2. Specific emissions targets for 2030 to 2034onwards
Amendment 629 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
Specific emissions target = (specific emissions reference target – (øtargets - EU fleet-wide target2030)correction) ZLEV factor
Amendment 638 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
EU fleet-wide target2030correction = (øtarget – EU fleet-widetarget2021) · (1- reduction factor2030) øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.2; 1, by 31 October 2024 and every second year thereafter, the figures Øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023.The new respective Øtarget shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x),unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEVfactor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: ZLEVspecific = 1 – (specific emissions of CO2 / 50) x is [x] %’
Amendment 639 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
Amendment 643 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point g
Annex I – paragraph 1 – point 2 – point g
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.3
Annex I – Part B – point 6.3.3
Amendment 656 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 a (new)
Annex I – paragraph 1 – point 2 a (new)
Regulation (EU) 2019/631
Annex I – Part C (new)
Annex I – Part C (new)
Amendment 1 #
2020/2276(INI)
Motion for a resolution
Citation 1 a (new)
Citation 1 a (new)
- having regard to Article 349 of the Treaty on the Functioning of the European Union;
Amendment 7 #
2020/2276(INI)
Motion for a resolution
Citation 14 a (new)
Citation 14 a (new)
- having regard to its resolution of 25 March 2021 on establishing an EU strategy for sustainable tourism;
Amendment 8 #
2020/2276(INI)
Motion for a resolution
Citation 14 b (new)
Citation 14 b (new)
- having regard to the 'Mission Starfish 2030: Restore our Ocean and Waters by 2030' of September 2020;
Amendment 27 #
2020/2276(INI)
Motion for a resolution
Recital J a (new)
Recital J a (new)
Ja. whereas Atlantic Action Plan 2.0 unfortunately contains no reference to the Atlantic Outermost Regions (ORs) that enhance the maritime and Atlantic dimension of the European Union;
Amendment 40 #
2020/2276(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Is pleased to see that the Atlantic regions are more closely involved in the Atlantic strategy’s governance, that national delegations are free to invite representatives of their regions to participate in committee work and that the Conference of Peripheral Maritime Regions (CPMR) has been asked to take on an advisory role; points out in this connection that coastal municipalities could significantly contribute to the implementation of this action plan;
Amendment 41 #
2020/2276(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls for representatives of all the regions concerned to be included in national delegations and for the strategy to be opened up to participation by third countries, including Cape Verde, which is part of Macaronesia;
Amendment 48 #
2020/2276(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Deplores the fact that the EU budget contains no appropriations for the Atlantic action plan; stresses the importance of promoting and facilitating access to European funding and calls on the European Commission to issue a digital guide to all existing funding opportunities;
Amendment 58 #
2020/2276(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls for the development of enhanced prevention and risk-management capabilities to deal with accidents on land and at sea and natural disasters, the establishment of a common system for preventing and combating oil spills and the designation of large protected maritime areas, and emphasises the importance of protecting all marine species; underlines, in this connection, the role of the European Maritime Safety Agency;
Amendment 62 #
2020/2276(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Stresses the importance of ending the Atlantic regions’ isolation, linking up transport, energy and information networks, easing the constraints resulting from remoteness or low population density and developing rural and urban areas;
Amendment 65 #
2020/2276(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Underscores the importance of fisheries and aquaculture and warns against the harmful long-term effects of overfishing;
Amendment 72 #
2020/2276(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Stresses the need to develop high- quality, sustainable smart tourism; and calls on the European Commission to launch pilot projects in this area; urges the European Commission to ensure that this action plan is properly coordinated with with the coastal and maritime tourism strategy and calls for an immediate reassessment of the latter;
Amendment 80 #
2020/2276(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Hopes that the strategy will encourage joint planning and development of the sectors of the blue economy in the Atlantic area, with environmental and climate policies as central pillars, thus contributing towards the achievement of the Union's decarbonisation objectives and promoting renewable offshore power generation technologies, such as tidal or wave energy and offshore wind energy;
Amendment 86 #
2020/2276(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Calls for digitisation and innovation to be fostered in ththroughout the entire Atlantic maritime sectorsonomy, in and around ports, all along the Atlantic shoreline and in the maritime territories, thereby contributing to European Union digital transition objectives;
Amendment 90 #
2020/2276(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Stresses that the fisheries sector should not be sidelined within this strategy because of its structural importance to the economic development of many coastal communities in the Atlantic, including ORs;
Amendment 93 #
2020/2276(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Urges that support be given to the construction of centres for the collection and treatment of plastics and other marine refuse, particularly in the Atlantic ORs, which are heavily affected by waste carried by marine currents; calls for the establishment in one of the Atlantic ORs of a centre to combat marine pollution;
Amendment 98 #
2020/2276(INI)
20. Calls for the strategy to focus squarely on jobs; wishes to see an ambitious social component to combat poverty and social exclusion and promote job creation and, in particular, training for and access to maritime professions for young people;
Amendment 99 #
2020/2276(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Stresses the importance of formal and non-formal education for improving the skills of maritime populations and combating early school leaving and encourages efforts to coordinate moves by the various relevant sectors to promote inclusive and competitive blue growth;
Amendment 101 #
2020/2276(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Calls for the concept of Atlantic connectivity to include links between ports and airports, enhancing their sustainability, and the development of maritime hinterland areas;
Amendment 103 #
2020/2276(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Stresses the importance of creating public and private partnerships in the strategic sectors of this action plan, in particular transport, energy and education;
Amendment 110 #
2020/2276(INI)
Motion for a resolution
Paragraph 24 a (new)
Paragraph 24 a (new)
21a. Stresses the importance of launching pilot projects in the Atlantic region in the field of ocean governance and knowledge - in the ORs and elsewhere, with the involvement of universities, research centres and maritime colleges;
Amendment 115 #
2020/2276(INI)
Motion for a resolution
Paragraph 27 a (new)
Paragraph 27 a (new)
27a. Underscores the importance to this strategy of 'Mission Starfish 2030: Restore our Ocean and Waters' and calls for support measures and coordination with Member States and their regions in implementing policies to achieve its five general objectives: knowledge, regeneration, zero pollution, decarbonisation and governance;
Amendment 117 #
2020/2276(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Takes the view that environmental NGOs should be supported and involved in education and other sectors whose specific areas of economic or other activity are directly related to the sea;
Amendment 122 #
2020/2276(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Calls for an increase in the number of specific calls for projects as part of the Atlantic strategy, including small and large-scale transatlantic projects, possibly in partnership with American coastal regions;
Amendment 4 #
2020/2260(INI)
Motion for a resolution
Citation 1
Citation 1
— having regard to the Treaty on the Functioning of the European Union (TFEU), and, in particular Article 192(1) and Article 349 thereof,
Amendment 57 #
2020/2260(INI)
Motion for a resolution
Citation 8 b (new)
Citation 8 b (new)
- having regard to the Commission communication of 24 October 2017 entitled ‘A stronger and renewed strategic partnership with the EU’s outermost regions’ (COM(2017)623),
Amendment 59 #
2020/2260(INI)
Motion for a resolution
Citation 9 a (new)
Citation 9 a (new)
- having regard to the Commission communication of 20 June 2012 entitled ‘The outermost regions of the European Union: towards a partnership for smart, sustainable and inclusive growth’ (COM(2012) 287),
Amendment 105 #
2020/2260(INI)
Motion for a resolution
Citation 21 a (new)
Citation 21 a (new)
- having regard to its resolution of 14 June 2017 on promoting cohesion and development in the outermost regions of the EU: implementation of Article 349 of the TFEU (2016/2250(INI)),
Amendment 319 #
2020/2260(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas the implementation of this strategy will have to take into account the different starting points and differences in potential for improvement of the various Member States and their regions; whereas, consequently, the transition to a healthy and sustainable food system will naturally have an impact on the economic fabric of many EU regions, such as the outermost regions, with natural disadvantages, such as distance, the fact that they are islands, small surface area, rugged terrain, harsh climate and undiversified agricultural sectors that account for a large proportion of their economies; whereas, on the other hand, there is potential for the exploitation of those regions’ renewable resources and biodiversity;
Amendment 1035 #
2020/2260(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Emphasises that the EU quality schemes already incorporate the guidelines laid down in the farm to fork strategy, and therefore already contribute to sustainable farming and to the development of rural communities in the EU; urges the Commission to increase the total amounts allocated to promotion, awareness-raising and recognition campaigns in respect of these schemes, in particular those relating to:(i) Products bearing the labels of the protected designation of origin (PDO), protected geographical indication (PGI), traditional speciality guaranteed (TSG) and voluntary certification schemes;(ii) The organic production method;(iii) The logo for quality agricultural products specific to the outermost regions of the Union;
Amendment 1066 #
2020/2260(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Welcomes the notion of rewarding carbon sequestration in soils; stresses, however, that intensive and industrial agriculture and farming models with severe and proven negative impacts on biodiversity should not receive climate funding or be incentivised; calls for the proposals to be in line with the environmental objectives and the ‘do no harm’ principle of the Green Deal; stresses, therefore, the need to measure effectively the negative impact of agriculture on biodiversity and the environment; recalls that the outermost regions constitute prime areas for introducing pilot projects; urges the Commission, in this connection, to establish a programme to support the reconversion of farms that employ intensive agriculture methods by making support, qualified technical advice and adequate funding available in these regions;
Amendment 1253 #
2020/2260(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls for CAP National Strategic Plans to ensure adequate financial support and incentives to promote new ecological ‘green’ business models for agriculture and artisanal food production, notably through fostering short supply chains, in particular for local and regional products, and quality food production;
Amendment 2101 #
2020/2260(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Underlines the importance EU funding for research and innovation as a key driver in accelerating the transition to a more sustainable, healthy and inclusive European food system while facilitating investments needed to encourage agro- ecological practices in both social and technological innovation, and the crucial role of farm advisory services in ensuring the transfer of knowledge to the farming community, drawing on the existing specialised training systems for farmers in Member States; emphasises the importance of higher education institutions in fostering the promotion of research and innovation, and providing advice on agroecological best practices; recognises the role of universities in the development and transition of the agri- food sectors of regions with distinct characteristics, such as the outermost regions;
Amendment 4 #
2020/2120(INI)
Motion for a resolution
Citation 18 a (new)
Citation 18 a (new)
- having regard to the Joint Declaration by the Presidents of the Outermost Regions of the European Union (CPOR), resulting from the mid- term meeting of 3 May 2021;
Amendment 7 #
2020/2120(INI)
Motion for a resolution
Recital A
Recital A
A. whereas the outermost regions (ORs) are connected to three Member States (Spain, and whereas they currently number nine (Fraence and Portugal) and whereas they currently number nineh Guiana, Guadeloupe, Mayotte, Martinique and Saint Martin (France), the Azores and Madeira (Portugal) and the Canary Islands (Spain)), spread across two oceans (the Atlantic and Indian oceans), with more than 4.8 million inhabitants;
Amendment 9 #
2020/2120(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas the ORs add to the maritime dimension of the European Union;
Amendment 12 #
2020/2120(INI)
Motion for a resolution
Recital B
Recital B
B. whereas there are concerns aboutthat the current COVID-19 crisis has exposed the already vulnerable OR economies and whereas, given the long-term social, economic, environmental and cultural consequences on the ORs of the COVID-19f this crisis and Brexit, and whereas these crises legitimately reinforce the demand that Article 349 TFEU, which provides for a special status for the ORs, be applied and complied with;
Amendment 16 #
2020/2120(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas the current health crisis has also exposed the weaknesses of the regional health services in the ORs, particularly the archipelagic ORs where many islands do not have a hospital, with the evacuation of emergency cases depending on air or sea transport and weather conditions; whereas this situation restricts the ability to combat the pandemic in the ORs;
Amendment 18 #
2020/2120(INI)
Motion for a resolution
Recital B b (new)
Recital B b (new)
Bb. whereas the school drop-out rate among young people aged between 18 and 24 in the ORs exceeds 20%, which is significantly higher than the EU average (10%)1a; _________________ 1a https://ec.europa.eu/info/sites/default/files /demography_report_2020_n.pdf
Amendment 21 #
2020/2120(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Notes with satisfaction the extension and maintenance until 2027 of several tax derogations for the ORs (AIEM, dock dues, reduced tax rates on liqueurs, rum and eaux-de-vie from the Azores and Madeira, etc.), and recalls the importance of maintaining the arrangements based on Article 349 TFEU for the ORs, which must reconcile the twin imperatives of protecting local production and tackling the high cost of living;
Amendment 33 #
2020/2120(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls for the establishment of a new communication strategy which would, in particular, involve young people and inform them about the opportunities offered by the EU and raise their awareness of the usefulness of Europe in their daily lives; calls for a Commission office to be set up in each OR, taking into account the archipelagic nature of many of these regions and their multiple (and geographically separated) territories;
Amendment 37 #
2020/2120(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
Amendment 41 #
2020/2120(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls on the Commission to help build a new strategy for the ORs, based on respect for their specific characteristics, consolidation of what has been achieved and optimisation of existing arrangements, innovation and an appreciation of the ORs as ‘territories offering solutions’, which responds to their concerns and reflects the recommendations made by the European Parliament; recommends that an action plan be defined, in collaboration with the regional and local authorities, for this new strategic partnership;
Amendment 46 #
2020/2120(INI)
Motion for a resolution
Subheading 5
Subheading 5
Investing in the battle for jobs, harnessing the potential of the territories and focusing on youth
Amendment 52 #
2020/2120(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Calls on the Commission and the Member States to invest in the ORs and to make the fight against poverty, social exclusion and unemployment the priorities of European solidarity, while investing in future projects focusing on innovation and reskilling;
Amendment 53 #
2020/2120(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Reiterates the fact that in the ORs the strength of youth is a major asset which is often insufficiently valued and that it should be a priority for building tangible solutions through the large-scale mobilisation of EU funding for education, training and support for young people, and that it is therefore important to offer full support for mobility and exchange in the ORs within the ERASMUS+ programme, as well as increased funding, including within the DiscoverEU initiatives;
Amendment 58 #
2020/2120(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Calls on the European Commission to create a preparatory action with a view to developing an ERASMUS+ programme that allows mobility with third countries in the geographical, cultural and historical area of each OR;
Amendment 59 #
2020/2120(INI)
Motion for a resolution
Paragraph 14 b (new)
Paragraph 14 b (new)
14b. Stresses the need to prioritise investment in all levels of education and lifelong training in the ORs as a way of preventing school drop-out and reversing the impact of this trend in the ORs; urges the European Commission to regard education as the ‘key element’ in the development of remote regions such as the ORs, by helping regional and local authorities to design public policies that encourage young people and offer them attractive educational, training, skilling and reskilling options at local and regional level, including digital skills, whether through face-to-face learning or distance learning, so that they continue their studies and may therefore remain in the ORs;
Amendment 69 #
2020/2120(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Calls on the European Commission and Member States to support the recovery and growth of the tourism sector in the ORs by enabling the necessary social, environmental and digital transformation, with particular emphasis on SMEs in this sector, by using existing EU funds and by creating pilot projects for sustainable and smart remote destinations;
Amendment 71 #
2020/2120(INI)
Protecting health and strengthening the social dimension of development in the ORs
Amendment 73 #
2020/2120(INI)
Motion for a resolution
Paragraph 15 b (new)
Paragraph 15 b (new)
Amendment 74 #
2020/2120(INI)
Motion for a resolution
Paragraph 15 c (new)
Paragraph 15 c (new)
15c. Emphasises the key role played by the social economy in the ORs, which partners the regional and local authorities in tackling the constraints caused by their remoteness, combating poverty and social exclusion, generating jobs in these regions and developing initiatives, in line with the various European strategies; calls for this situation to be recognised at European level and for this non-profit sector to have direct access to EU subsidies enabling it to continue helping the regions, such as the ORs, to achieve the EU’s goals;
Amendment 77 #
2020/2120(INI)
Motion for a resolution
Subheading 7
Subheading 7
Agricultural and fisheries policy and the green and blue economy
Amendment 78 #
2020/2120(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Calls for the specific measurefinancial allocations under the CAP throughfor the POSEI scheme and within the EMFAF to be strengthento be increased, in order to achieve the objective of food autonomy and to support the green and blue growth in the ORsgrowth of the ORs, as the current amount allocated to this scheme is not sufficient to meet local needs or enable agriculture in the ORs to contribute to a green, digital and inclusive transition; points out, in this respect, that the POSEI amounts have not been adjusted for inflation, unlike the other payments under the CAP;
Amendment 83 #
2020/2120(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Reiterates the importance of keeping the EAFRD cofinancing rates for the ORs at 85%; deplores the fact that, following the interinstitutional negotiations on reforming the CAP, the OR cofinancing rate may be reduced to 80%;
Amendment 91 #
2020/2120(INI)
Motion for a resolution
Paragraph 16 b (new)
Paragraph 16 b (new)
16b. Deplores the turmoil and delay that have occurred in the CAP reform negotiations, particularly with regard to the POSEI programme, which have led to uncertainty and distrust in the agricultural sector of the ORs;
Amendment 95 #
2020/2120(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Reaffirms the need to make professions connected with agriculture, livestock farming, fisheries and the sea, and the environment in the ORs more attractive, particularly to young people, on account of their structural importance in economic, social and environmental terms;
Amendment 98 #
2020/2120(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Urges the European Commission to increase the total amounts allocated to campaigns to promote, raise awareness of and recognise EU quality schemes, particularly those relating to: (i) products with a Protected Designation of Origin (PDO), Protected Geographical Indication (PGI) and Traditional Speciality Guaranteed (TSG), and also voluntary certification schemes; (ii) organic production methods; (iii) logos for specific quality agricultural products from the ORs;
Amendment 102 #
Amendment 103 #
2020/2120(INI)
Motion for a resolution
Paragraph 17 b (new)
Paragraph 17 b (new)
17b. Stresses the need for the EMFAF to offer simple, accessible and red tape- free support for the purchase of new vessels under the Multiannual Financial Framework 2021-2027, as a way of renovating the small-scale fishing fleet and therefore attracting young people to the fishing sector in the ORs; reiterates the importance of reprising a POSEI Fisheries programme, with funding for the specific needs of the ORs in the fishing sector;
Amendment 104 #
2020/2120(INI)
Motion for a resolution
Paragraph 17 c (new)
Paragraph 17 c (new)
17c. Considers that the fishing sector in the ORs should seek complementarity with other sectors, such as tourism; reiterates, in this respect, the need for the Member States and their regions to cut red tape associated with tourist fishing; considers, further, that the European Commission should support the restoration of the material and non- material heritage associated with various maritime activities, with the aim of preserving the identity of coastal communities in the ORs and developing the use of this heritage for tourism purposes;
Amendment 105 #
2020/2120(INI)
Motion for a resolution
Paragraph 17 d (new)
Paragraph 17 d (new)
17d. Calls for specific measures under the CFP within the EMFAF to be strengthened in order to achieve the objective of food autonomy and support the blue growth of the ORs;
Amendment 106 #
2020/2120(INI)
Motion for a resolution
Paragraph 17 e (new)
Paragraph 17 e (new)
17e. Calls on the European Commission to set up pilot projects in the ORs focusing on the blue economy and literacy, which would give these regions a leading position in ocean governance;
Amendment 107 #
2020/2120(INI)
Motion for a resolution
Paragraph 17 f (new)
Paragraph 17 f (new)
17f. Calls on the European Commission to establish a centre for combating marine pollution in one of the nine ORs, and to support the development of infrastructure for collecting and treating marine litter in these regions;
Amendment 108 #
2020/2120(INI)
Motion for a resolution
Paragraph 17 g (new)
Paragraph 17 g (new)
17g. Considers that universities, marine research centres and sea schools in the ORs should participate in European and international research networks due to their knowledge of the unique characteristics of these regions, with a view to strengthening their innovation systems and creating more ‘blue jobs’; urges the European Commission to make an effort to equip these regions with the means to study and better understand their ecosystems and biodiversity;
Amendment 109 #
2020/2120(INI)
Motion for a resolution
Paragraph 17 h (new)
Paragraph 17 h (new)
17h. Calls again on the European Commission, in cooperation with national and regional authorities and stakeholders in the sector, to find an effective air transport solution for fish products in the ORs, so that they can quickly reach the relevant markets, bearing in mind their perishable nature;
Amendment 111 #
2020/2120(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Welcomes the fact that the Green Deal takes into account the exceptional potential of the ORs, but points out that the starting positions of these regions mean that the EU’s legislative framework must take account of their particular circumstances and, if necessary, grant derogations and financial and technical incentives;
Amendment 124 #
2020/2120(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
Amendment 136 #
2020/2120(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Calls on the European Commission to invite applications for OR projects under the Horizon Europe programme, following on from the achievements of the Horizon 2020 programme;
Amendment 159 #
2020/2120(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Considers that, with the need to ensure a form of territorial continuity, derogations for the ORs should be envisaged in the CO2 quota trading scheme for both maritime and air transport, and, if necessary, financial and technical incentives;
Amendment 166 #
2020/2120(INI)
Motion for a resolution
Paragraph 27 a (new)
Paragraph 27 a (new)
27a. Calls on the European Commission to provide the technical support needed to set up European digital innovation hubs in the ORs, as envisaged in the Digital Europe Programme;
Amendment 168 #
2020/2120(INI)
Motion for a resolution
Paragraph 27 b (new)
Paragraph 27 b (new)
27b. Urges the European Commission to ensure that the Connecting Europe Facility involves a call specific to the ORs with adapted eligibility criteria, so that support can be provided for alternative and sustainable fuel supply infrastructure in the regions’ main ports, as well as for urban mobility and aviation;
Amendment 171 #
2020/2120(INI)
Motion for a resolution
Paragraph 27 c (new)
Paragraph 27 c (new)
27c. Calls on the European Commission to include the ORs in priority corridors, relax the conceptual framework of motorways of the sea and include the rail network when revising Regulation (EU) No 1315/2013 on trans-European transport networks;
Amendment 172 #
2020/2120(INI)
Motion for a resolution
Paragraph 27 d (new)
Paragraph 27 d (new)
Amendment 174 #
2020/2120(INI)
Motion for a resolution
Paragraph 27 e (new)
Paragraph 27 e (new)
27e. Calls on the European Commission to consider establishing a POSEI Transport programme as additional support to compensate for all the disadvantages and losses resulting from increased passenger and goods transport costs during the pandemic;
Amendment 175 #
2020/2120(INI)
Motion for a resolution
Paragraph 27 f (new)
Paragraph 27 f (new)
27f. Reiterates the importance of increasing the flexibility of public aid for airport, port and road infrastructure in the ORs, and calls on the European Commission to consider this approach for all economic sectors;
Amendment 179 #
2020/2120(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Calls on the Commission to ensure that the ORs benefit fully from international agreements (EPAs, FTAs, etc.) concluded between the EU and third countries; calls for vigilance with regard to the consequences of these agreements and recommends that effective measures be put in place as part of trade policy, including safeguard clauses and specific checks by the Chief Trade Enforcement Officer, while ensuring that the principle of ‘equivalence’ does not lead toto prevent situations which discriminate against the ORs;
Amendment 192 #
2020/2120(INI)
Motion for a resolution
Paragraph 29 a (new)
Paragraph 29 a (new)
29a. Calls for the characteristics of the Atlantic ORs to be used to foster the relationship between the European and American continents, in particular by capitalising on the advantages offered by the geostrategic position of some of them and by their historical links with the American continent;
Amendment 29 #
2020/2071(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Calls on the Member States to enhance their cooperation in order to improve the distribution chain through better visibility and efficient monitoring, particularly on cross-border routes, and to establish corridors where medical supplies have priority of delivery; calls on the Commission to maintain the green lanes to address future unexpected events;
Amendment 65 #
2020/2071(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Stresses the importance of catering to specific transport needs at local and regional levels, particularly in rural, mountain and insular areas and outermost regions that are more difficult to access and involve higher delivery costs; believes that the strategic plans to upgrade Member States infrastructure should deliver concrete actions for these areas and regions; notes that there are new automated delivery tools, such as via drones, available on the market that could help operators to access these areas;
Amendment 70 #
2020/2071(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Notes that the COVID-19 outbreak has laid bare the weaknesses of the European production system, highlighting the importance of delivering medicines swiftly in urgent and exceptional circumstances that could arise in the future.; calls on the Commission to establish plans and protocols with a multi- dimensional approach to respond to the causes of shortage of medicines but also to prepare the Union to address future exceptional periods;
Amendment 78 #
2020/2071(INI)
Draft opinion
Paragraph 7 – point 1 (new)
Paragraph 7 – point 1 (new)
(1) Calls on the Commission to extend the competences of the ECDC in the area of public health; notes that in the future ECDC should be the centre of coordination and evaluation of the Union in situations of health crises, which can lead to medicines shortages, such as the one we have experienced;
Amendment 4 #
2020/2023(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Underlines the close economic ties and mutual dependence between the UK and the EU and therefore calls for an agreement maintaining, to the greatest extent possible, current transport connectivity.
Amendment 5 #
2020/2023(INI)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
Amendment 6 #
2020/2023(INI)
Draft opinion
Paragraph 2 c (new)
Paragraph 2 c (new)
2 c. Asks for a “think small first” approach, to ensure that measures in the future agreement are designed to facilitate the conducting of business for SMEs.
Amendment 10 #
2020/2023(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Raises concern about the UK’s position on the future partnership with the EU, and thus eEmphasises that rights and privileges entail obligations and that the level of access to the EU single market should fully correspond to the extent of regulatory convergence and commitments agreed with respect to observing a level playing field for open and fair competition with a view to dynamic alignment;
Amendment 32 #
2020/2023(INI)
Draft opinion
Paragraph 11
Paragraph 11
Amendment 47 #
2020/2023(INI)
Draft opinion
Paragraph 14 a (new)
Paragraph 14 a (new)
14 a. Urges the parties to cooperate closely on the deployment of alternative fuels and charging infrastructure.
Amendment 1 #
2020/2018(INL)
Draft opinion
Recital A
Recital A
A. whereas the framework in the e- Commerce Directive pre-dates the digital economy era and thus does not reflect the technical, economic and social reality of today´s online services in the transport and tourism sector and consider the interaction with national and local regulation that is not typically harmonised at EU level;
Amendment 12 #
2020/2018(INL)
Draft opinion
Paragraph 1
Paragraph 1
1. Notes that the scope of the definition of information society services provided for in the e-Commerce directive has been subject to a rich case-law by the European Court of Justice, especially regarding online platforms in the transport and short-rentals sectors, and hence needs to be clarified; notes that encouraging proactive measures by platforms ensure greater trust, security and safety for users;
Amendment 22 #
2020/2018(INL)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls on the Commission to clarify the liability of Transport and Tourism platforms, depending on the business model employed in each case; invites the Commission to set a uniform obligation for platforms to verify the legality of the service offered and the service provider and to act on illegal content, once a competent authority has provided with information to constitute actual knowledge of an illegality, through a legally binding Notice and Action procedure.
Amendment 31 #
2020/2018(INL)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Invites the Commission to set up an EU-wide principles to clarify the highly fragmented notice and action processes, depending on the type of digital service offered and actors involved; believes that different services come with different responsibilities and the approach to regulate harmful content should take this principle into consideration;
Amendment 43 #
2020/2018(INL)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Asks the EC to further clarify how the country of origin principle works, including the possible derogations, to guarantee legal certainty across the EU;
Amendment 24 #
2020/2014(INL)
Draft opinion
Paragraph 2
Paragraph 2
2. Underlines that automated functionalities can bring significant safety improvements in the medium and long term; notes that AI could also be used for planning and guiding logistics chains, and for increasing efficiency, resilience, reliability and flexibility. The coexistence of various levels of automation represents a challenge;
Amendment 42 #
2020/2014(INL)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Emphasises the need of a swift compensation for victims regardless of the chain of liability. The first objective should be to allow victims to be taken care of and compensated, especially if it takes a long time to establish liability.
Amendment 45 #
2020/2014(INL)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Notes that the protection of EU citizens and businesses using those technologies shall requires the consideration of liabilities of the different involved parties irrespectively of the fact that those organisations are EU-based organizations or not (extra-territorial effect).
Amendment 126 #
2020/0380(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) In order to enable Member States to deploy the additional resources and to ensure sufficient financial means to swiftly implement measures under the Reserve, a substantial amount thereof should be disbursed in 2021 as pre-financing. The distribution method should have a minimum threshold and take into account the importance of trade with the United Kingdom and the importance of fisheries in the United Kingdom exclusive economic zone, based on reliable and official statistics. Given the unique nature of the event that the withdrawal of the United Kingdom from the Union constitutes and the uncertainty that has surrounded key aspects of the relationship between the United Kingdom and the Union after the expiry of the transition period, it is difficult to anticipate the appropriate measures Member States will have to take rapidly to counter the effects of the withdrawal. It is therefore necessary to grant Member States flexibility and in particular to allow the Commission to adopt the financing decision providing the pre-financing without the obligation pursuant to Article 110(2) of the Financial Regulation to provide a description of the concrete actions to be financed.
Amendment 170 #
2020/0380(COD)
Proposal for a regulation
Article 4 – paragraph 1 a (new)
Article 4 – paragraph 1 a (new)
1a. In accordance with the allocation criteria set out in Annex I of this Regulation, Member States adversely affected in the fisheries sector shall receive minimum resources of EUR 2 653 020 in current prices due to limitation of fishing activities.
Amendment 175 #
2020/0380(COD)
Proposal for a regulation
Article 4 – paragraph 3 – point a
Article 4 – paragraph 3 – point a
(a) a pre-financing amount of EUR 4 244 832 000782 811 575 shall be made available in 2021 in accordance with Article 8;
Amendment 182 #
2020/0380(COD)
Proposal for a regulation
Article 4 – paragraph 3 – point b
Article 4 – paragraph 3 – point b
(b) additional amounts of EUR 1 126 162 000588 182 425 shall be made available in 2024 in accordance with Article 11.
Amendment 14 #
2020/0365(COD)
Proposal for a directive
Recital 2
Recital 2
(2) Despite existing measures at Union19 and national level aimed at supporting the protection of critical infrastructures in the Union, the entities operating those infrastructures are not adequately equipped to address current and anticipated future risks to their operations that may result in disruptions of the provision of services that are essential for the performance of vital societal functions or economic activities. This is due to a dynamic threat landscape with an evolving terrorist threat, criminal infiltration, foreign interference, and growing interdependencies between infrastructures and sectors, as well as an increased physical risk due to natural disasters and climate change, which increases the frequency and scale of extreme weather events and brings long-term changes in average climate that can reduce the capacity and efficiency of certain infrastructure types if resilience or climate adaptation measures are not in place. Moreover, relevant sectors and types of entities are not recognised consistently as critical in all Member States. _________________ 19European Programme for Critical Infrastructure Protection (EPCIP).
Amendment 16 #
2020/0365(COD)
Proposal for a directive
Recital 2 a (new)
Recital 2 a (new)
(2 a) The growing problem of criminal infiltration in critical transport infrastructure, in particular logistic nodes such as ports and airports, is undermining the operations of critical entities in this sector and therefore the effective provision of essential services throughout the European Union;
Amendment 18 #
2020/0365(COD)
Proposal for a directive
Recital 2 c (new)
Recital 2 c (new)
(2 c) The transport sector encompasses critical entities in the subsectors of road, rail, air, inland waterways, and maritime transport, including ports and terminals;
Amendment 19 #
2020/0365(COD)
Proposal for a directive
Recital 2 d (new)
Recital 2 d (new)
(2 d) Certain critical infrastructures have a pan-European dimension, such as the European aviation organisation Eurocontrol and the European global satellite positioning system Galileo;
Amendment 27 #
2020/0365(COD)
Proposal for a directive
Recital 6
Recital 6
(6) In order to achieve that objective, Member States should identify critical entities that should be subject to specific requirements and oversight, but also particular support and guidance, including to SMEs, and awareness raising aimed at achieving a high level of resilience in the face of all relevant risks.
Amendment 30 #
2020/0365(COD)
Proposal for a directive
Recital 8 a (new)
Recital 8 a (new)
(8 a) The swift technological development in and digitalisation of the transport sector, via the growing use of smart mobility systems such as cooperative intelligent transport systems, connected and automated mobility, and mobility as a service, underline the interconnectedness between the physical and digital world in this sector and calls for an effective approach to allow for resilient digital transport infrastructure in Europe;
Amendment 34 #
2020/0365(COD)
Proposal for a directive
Recital 11
Recital 11
(11) The actions of Member States to identify and help ensure the resilience of critical entities should follow a risk-based approach that targets efforts to the entities most relevant for the performance of vital societal functions or economic activities. In order to ensure such a targeted approach, each Member State should carry out, within a harmonised framework, an assessment of all relevant natural and man- made risks that may affect the provision of essential services, including accidents, natural disasters, public health emergencies such as pandemics, criminal infiltration, and antagonistic threats, including foreign interference and terrorist offences. When carrying out those risk assessments, Member States should take into account other general or sector-specific risk assessment carried out pursuant to other acts of Union law and should consider the dependencies between sectors, including from other Member States and third countries. The outcomes of the risk assessment should be used in the process of identification of critical entities and to assist those entities in meeting the resilience requirements of this Directive.
Amendment 35 #
2020/0365(COD)
Proposal for a directive
Recital 14
Recital 14
(14) Entities pertaining to the digital infrastructure sector are in essence based on network and information systems and fall within the scope of the NIS 2 Directive, which addresses the physical security of such systems as part of their cybersecurity risk management and reporting obligations. Since those matters are covered by the NIS 2 Directive, the obligations of this Directive do not apply to such entities. However, considering the importance of the services provided by entities in the digital infrastructure sector for the provision of other essential services, such as critical transport services, Member States should identify, based on the criteria and using the procedure provided for in this Directive mutatis mutandis, entities pertaining to the digital infrastructure sector that should be treated as equivalent to critical entities for the purposes of Chapter II only, including the provision on Member States’ support in enhancing the resilence of these entities. Consequently, such entities should not be subject to the obligations laid down in Chapters III to VI. Since the obligations for critical entities laid down in Chapter II to provide certain information to the competent authorities relate to the application of Chapters III and IV, those entities should not be subject to those obligations either.
Amendment 36 #
2020/0365(COD)
Proposal for a directive
Recital 19
Recital 19
(19) Member States should support critical entities in strengthening their resilience, in compliance with their obligations under this Directive, without prejudice to the entities’ own legal responsibility to ensure such compliance. Member States could in particular develop guidance materials and methodologies, raise awareness, support the organisation of exercises to test their resilience and provide training to personnel of critical entities. Moreover, given the interdependencies between entities and sectors, Member States should establish information sharing tools to support voluntary information sharing between critical entities, without prejudice to the application of competition rules laid down in the Treaty on the Functioning of the European Union.
Amendment 38 #
2020/0365(COD)
Proposal for a directive
Recital 19 a (new)
Recital 19 a (new)
(19 a) In their implementation of this Directive, Member States should take all the necessary actions to prevent any excessive administrative burdens, particularly on SMEs, and avoid duplications or unnecessary obligations. Member States should assist and facilitate adequate support to SMEs when requested in taking the technical and organisational measures required under this Directive.
Amendment 44 #
2020/0365(COD)
Proposal for a directive
Recital 24
Recital 24
(24) The risk of employees of critical entities misusing for instance their access rights within the entity’s organisation to harm and cause damage is of increasing concern, which is particularly the case for critical entities in the transport sector, such as logistic hubs like ports and airports, where there is a substantial and growing problem of criminal infiltration. That risk is exacerbated by the growing phenomenon of radicalisation leading to violent extremism and terrorism. It is therefore necessary to enable critical entities to request background checks on persons falling within specific categories of its personnel and to ensure that those requests are assessed expeditiously by the relevant authorities, in accordance with the applicable rules of Union and national law, including on the protection of personal data.
Amendment 45 #
2020/0365(COD)
Proposal for a directive
Recital 25
Recital 25
(25) Critical entities should notify, as soon as reasonably possible under the given circumstances, Member States’ competent authorities, as well as to other entities on a voluntary basis, of incidents that significantly disrupt or have the potential to significantly disrupt their operations. The notification should allow the competent authorities to respond to the incidents rapidly and adequately and to have a comprehensive overview of the overall risks that critical entities face. For that purpose, a procedure should be established for the notification of certain incidents and parameters should be provided for to determine when the actual or potential disruption is significant and the incidents should thus be notified. Given the potential cross-border impacts of such disruptions, a procedure should be established for Member States to inform other affected Member States via single points of contacts.
Amendment 48 #
2020/0365(COD)
Proposal for a directive
Recital 30
Recital 30
(30) Member States should ensure that their competent authorities have certain specific powers for the proper application and enforcement of this Directive in relation to critical entities, where those entities fall under their jurisdiction as specified in this Directive. Those powers should include, notably, the power to conduct inspections, supervision and audits, raise awareness, require critical entities to provide information and evidence relating to the measures they have taken to comply with their obligations and, where necessary, issue orders to remedy identified infringements. When issuing such orders, Member States should not require measures which go beyond what is necessary and proportionate to ensure compliance of the critical entity concerned, taking account of in particular the seriousness of the infringement and the economic capacity of the critical entity. More generally, those powers should be accompanied by appropriate and effective safeguards to be specified in national law, in accordance with the requirements resulting from Charter of Fundamental Rights of the European Union. When assessing the compliance of a critical entity with its obligations under this Directive, competent authorities designated under this Directive should be able to request the competent authorities designated under the NIS 2 Directive to assess the cybersecurity of those entities. Those competent authorities should cooperate and exchange information for that purpose.
Amendment 70 #
2020/0365(COD)
Proposal for a directive
Article 4 – paragraph 1 – subparagraph 1
Article 4 – paragraph 1 – subparagraph 1
The risk assessment shall account for all relevant natural and man-made risks, including accidents, natural disasters, public health emergencies, criminal infiltration, antagonistic threats, including foreign interference and terrorist offences pursuant to Directive (EU) 2017/541 of the European Parliament and of the Council34 . _________________ 34Directive (EU) 2017/541 of the European Parliament and of the Council of 15 March 2017 on combating terrorism and replacing Council Framework Decision 2002/475/JHA and amending Council Decision 2005/671/JHA (OJ L 88, 31.3.2017, p. 6).
Amendment 97 #
2020/0365(COD)
Proposal for a directive
Article 9 – paragraph 1
Article 9 – paragraph 1
1. Member States shall support critical entities in enhancing their resilience. That support may include developing guidance materials and methodologies, raise awareness, supporting the organisation of exercises to test their resilience and providing training to personnel of critical entities.
Amendment 102 #
2020/0365(COD)
Proposal for a directive
Article 11 – paragraph 1 – point f
Article 11 – paragraph 1 – point f
(f) raise awareness about the incidents and disruptions that may occur, including criminal infiltration, as well as measures referred to in points (a) to (e) among relevant personnel.
Amendment 127 #
2020/0365(COD)
Proposal for a directive
Article 22 – paragraph 2
Article 22 – paragraph 2
The Commission shall periodically review the functioning of this Directive, and report to the European Parliament and to the Council. The report shall in particular assess the impact and added value of this Directive on ensuring the resilience of critical entities and whether the scope of the Directive should be extended to cover other sectors or subsectors. The first report shall be submitted by [sixfour years after the entry into force of this Directive] and shall assess in particular whether the scope of the Directive should be extended to include the food production, processing and distribution sector.
Amendment 50 #
2020/0360(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) The Commission has set out, in its Communication of 11 December 2019 entitled ‘The European Green Deal’21 , a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. The Commission’s communication on the Climate Target Plan22 proposing to increase the greenhouse gas emissions’ reduction level to at least 55% by 2030 - an ambition that was endorsed by the European Council on 11 December 2020 - and its underlying impact assessment confirms that the energy mix of the future will be very different from the one of today and underpins the necessity to review and if necessary to revise the energy legislation. The current energy infrastructure investments are clearly insufficient to transform and build the energy infrastructure of the future. That also means infrastructure needs to be in place to evolve and adapt itself to support the European energy transition, including rapid electrification, scaling up of renewable electricity generation, the increased use of renewable and low-carbon gases, energy system integration and a higher uptake of innovative solutions. _________________ 21 Commission Communication - The European Green Deal, COM(2019) 640 final of 11 December 2019. 22 Commission Communication - Stepping up Europe’s 2030 climate ambition, Investing in a climate-neutral future for the benefit of our people, COM(2020) 562 final of 17 September 2020
Amendment 54 #
2020/0360(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4 a) The European Council and Parliament have repeatedly stressed the need to strengthen electricity interconnections between Member States. These interconnections have multiple positive effects for the Union, such as more renewable energy integration capacity, increased security of supply and improved competition in the internal energy market. As part of the Clean Energy for All Europeans package, an agreement was reached on a 15 % electricity interconnection target in 2030. The Commission Communication of 23 November 2017 entitled ‘Strengthening Europe’s energy networks’ assesses progress towards achieving the 10 % interconnection target by 2020 and proposes ways to implement the 15 % target by 2030.
Amendment 60 #
2020/0360(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The TEN-E policy is a central instrument in the development of an internal energy market and necessary to achieve the European Green Deal objectives. To achieve climate neutrality by 2050 and higher levels of greenhouse gas emission reductions by 2030, Europe will need a more integrated energy system, relying on higher levels of electrification and the use of hydrogen based on renewable sources and the decarbonisation of the gas sector. The TEN-E policy can ensure that the Union energy infrastructure development supports the required energy transition to climate neutrality in line with the energy efficiency first principle.
Amendment 69 #
2020/0360(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Security of supply, as one main driver behind Regulation (EU) No 347/2013, has been significantly improved through projects of common interest. Moreover, the Commission’s climate target impact assessment27 expects the consumption of natural gas to be reduced significantly because its non-abated use is not compatible with carbon-neutrality. On the other hand, the consumption of biogas, renewable and low-carbon hydrogen and synthetic gaseous fuels will increase significantly towards 2050, which will require substantial changes for gas infrastructures to support the energy transition. Therefore, the natural gas infrastructure no longer needs the same kind of support through the TEN-E policy. The planning of energy infrastructure should reflect this changing gas landscape. is support should be aimed mainly at the progressive integration of hydrogen and renewable gases in gas networks. The planning of energy infrastructure should reflect this changing gas landscape and should condition the support so that gas infrastructure can be used in the future for hydrogen. _________________ 27 SWD(2020) 176 final
Amendment 88 #
2020/0360(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Moreover, the Commission’s Hydrogen Strategy29 concluded that for the required deployment of hydrogen a large- scale infrastructure network is an important element that only the Union and the single market can offer. There is currently very limited dedicated infrastructure in place to transport and trade hydrogen across borders. Such should consist of a significant extent of assets converted from natural gas, complemented by new assets dedicated to hydrogen. Furthermore, the Hydrogen Strategy sets a strategic goal to increase installed electrolyser capacity to 40 GW by 2030 in order to scale up the production of renewable hydrogen and facilitate the decarbonisation of fossil-fuel dependent sectors, such as industry or transport. Therefore, the TEN-E policy should include new and repurposed hydrogen transmission infrastructure, retrofitted pipelines for regional and temporary blending solutions and storage as well as electrolyser facilities. Hydrogen transmission and storage infrastructure should also be included in the Union-wide ten-year network development plan so as to allow a comprehensive and consistent assessment of their costs and benefits for the energy system, including their contribution to sector integration and decarbonisation, with the aim of creating a hydrogen backbone for the Union. _________________ 29A hydrogen strategy for a climate- neutral Europe, COM(2020) 301 final.
Amendment 97 #
2020/0360(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) Furthermore, to achieve the Union’s 2030 and 2050 climate and energy targets and climate neutrality objective, Europe needs to significantly scale up renewable electricity generation, also in the islands and the outermost regions. The existing infrastructure categories for electricity transmission and storage are crucial for the integration of the significant increase in renewable electricity generation in the power grid. In addition, that requires stepping up investment in offshore renewable energy30 . Coordinating long- term planning and development of offshore and onshore electricity grids should also be addressed. In particular, offshore infrastructure planning should move away from the project-by-project approach towards a coordinated comprehensive approach ensuring the sustainable development of integrated offshore grids in line with the offshore renewable potential of each sea basin, environmental protection and other uses of the sea. _________________ 30 Offshore Strategy Communication
Amendment 111 #
2020/0360(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation lays down guidelines for the timely development and interoperability of the priority corridors and areas of trans-European energy infrastructure set out in Annex I (‘energy infrastructure priority corridors and areas’) that contribute to the Union’s 2030 climate and energy targets, as set in article 2(11) of Regulation (EU) on the Governance of the Energy Union and Climate Action, and the climate neutrality objective by 2050.
Amendment 131 #
2020/0360(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c – point ii a (new)
Article 4 – paragraph 1 – point c – point ii a (new)
(ii a) is located on the territory of one Member State, on islands non sufficiently connected to the trans-European energy networks, falling under the definition of small connected systems or isolated systems according to Directive 2019/944, and makes a significant contribution to the Union´s 2030 climate and energy targets.
Amendment 141 #
2020/0360(COD)
Proposal for a regulation
Article 4 – paragraph 3 – point a – point i
Article 4 – paragraph 3 – point a – point i
(i) market integration, including through lifting the isolation of at least oneby increasing the level of interconnection between Member State ands, reducing energy infrastructure bottlenecks;, increasing competition and system flexibility;
Amendment 208 #
2020/0360(COD)
Proposal for a regulation
Article 18 – paragraph 4
Article 18 – paragraph 4
4. Projects of common interest falling under the categories set out in points (1)(d), (2), (4), (4a) and (5) of Annex II shall also be eligible for Union financial assistance in the form of grants for works, where the concerned project promoters can clearly demonstrate significant positive externalities, such as security of supply, system flexibility, solidarity or innovation, generated by the projects and provide clear evidence of their lack of commercial viability, in accordance with the cost- benefit analysis, the business plan and assessments carried out, in particular by potential investors or creditors or, where applicable, a national regulatory authority.
Amendment 233 #
2020/0360(COD)
Proposal for a regulation
Annex I – Part 4 – point 13 a (new)
Annex I – Part 4 – point 13 a (new)
(13 a) Integration of small connected or isolated systems and islands, including outermost regions: Development of electricity transmission and storage infrastructures (as referred to in point a) of the third paragraph of Article 4) contributing to a better interconnection of islands and to a more efficient integration of renewables and overall energy system integration.
Amendment 240 #
2020/0360(COD)
Proposal for a regulation
Annex II – paragraph 1 – point 2 – point a
Annex II – paragraph 1 – point 2 – point a
(a) any of the following equipment or installation aiming at enabling and facilitating the integration of renewable and low-carbon gases (including biomethane or hydrogen) into the network: retrofitting of gas transmission, storage and LNG infrastructures enabling to increase the blend of hydrogen, digital systems and components integrating ICT, control systems and sensor technologies to enable the interactive and intelligent monitoring, metering, quality control and management of gas production, transmission, distribution and consumption within a gas network. Furthermore, such projects may also include equipment to enable reverse flows from the distribution to the transmission level and related necessary upgrades to the existing network.
Amendment 246 #
2020/0360(COD)
Proposal for a regulation
Annex II – paragraph 1 – point 3 – point d – paragraph 1
Annex II – paragraph 1 – point 3 – point d – paragraph 1
Any of the assets listed in points (a), (b), (c), and (d) may be newly constructed assets or assets converted or repurposed from natural gas dedicated to hydrogen, or a combination of the two.
Amendment 253 #
2020/0360(COD)
Proposal for a regulation
Annex II – paragraph 1 – point 4 – point a
Annex II – paragraph 1 – point 4 – point a
Amendment 256 #
2020/0360(COD)
(b) related equipment, including pipeline connections to the gas network.
Amendment 257 #
2020/0360(COD)
Proposal for a regulation
Annex II – paragraph 1 – point 4 a (new)
Annex II – paragraph 1 – point 4 a (new)
(4 a) concerning gas: a) transmission pipelines for the transport of natural gas and biomethane that form part of a network which mainly contains high-pressure pipelines, excluding high- pressure pipelines used for upstream or local distribution of natural gas; b) underground storage facilities connected to the above-mentioned high- pressure gas pipelines; c) reception, storage and regasification or decompression facilities for liquefied natural gas (LNG) or compressed natural gas (CNG); d) any equipment or installation essential for the system to operate safely, securely and efficiently or to enable bi-directional capacity, including compressor stations; Any of the assets listed in points a), b), c), and d) shall avoid a gas lock-in risk and ensure its compatibility with pure hydrogen through cost-efficient conversion or repurposing;
Amendment 268 #
2020/0360(COD)
(f) for electrolysers, the project provides at least 1060 MW installed capacity and the brings benefits directly or indirectly to at least two Member States;. For innovative midstream value chains, the project provides at least 30 MW installed capacity and brings benefits directly or indirectly to at least two Member States. The project can reach these capacities through several phases and/or projects.
Amendment 291 #
2020/0360(COD)
Proposal for a regulation
Annex V – point 4
Annex V – point 4
(4) it shall give guidance for the development and use of network and market modelling necessary for the cost- benefit analysis. The modelling shall allow for a full assessment of economic, including market integration, security of supply, improving capacity to integrate renewable production, cross-sectorial investment optimisation and competition, social and environmental and climate impacts, including the cross-sectorial efficiency and sustainability impacts. The methodology shall include details on why, what and how each of the benefits and costs are calculated.
Amendment 2 #
2020/0319(NLE)
Draft legislative resolution
Paragraph 1
Paragraph 1
1. Refuses to gGives its consent to the conclusion of the agreement;
Amendment 26 #
2020/0300(COD)
Proposal for a decision
Recital 4
Recital 4
(4) According to the EEA report ‘The European environment – state and outlook 2020, Knowledge for transition to a sustainable Europe’ (‘SOER 2020’), 2020 represents a unique window of opportunity for the Union to show leadership on sustainability and to face the urgent sustainability challenges requiring systemic solutions. As stated in SOER 2020, the changes in the global climate and ecosystems observed since the 1950s are unprecedented over decades to millennia. The global population has tripled since 1950, while the population living in cities has quadrupled. With the current growth model, environmental pressures are expected to increase further, causing direct and indirect harmful effects on human health and well-being, for which reason sustainable growth and investment, and a competitive economy should be favoured. This is especially true for the sectors with the highest environmental impact – food, mobility, energy as well as infrastructure and buildings. Thus, it is important to ensure sufficient investment in developing appropriate infrastructures for smart and low-emission mobility, tailored to the situations in the various European regions;
Amendment 33 #
2020/0300(COD)
Proposal for a decision
Recital 6
Recital 6
(6) The European Green Deal underpins the Next Generation EU Recovery Plan which promotes the investments in key green sectors needed to build resilience, and create growth and jobs in a fair and inclusive society. The Recovery and Resilience Facility which together with the Union budget for 2021-2027 will power the Union’s economic recovery from the coronavirus crisis together with the Union budget for 2021-2027and promote the digital and climatic transition, commiting to the decarbonisation of transport and the tourism sector, and to sustainable and neutral technologies, is also based on the priority objectives set out in the European Green Deal. Furthermore, all initiatives under Next Generation EU Recovery Plan should respect the European Green Deal’s “do no harm” oathobjectives.
Amendment 43 #
2020/0300(COD)
Proposal for a decision
Recital 9
Recital 9
(9) The 8th EAP should accelerate the transition to a regenerative economy that gives back to the planet more than it takes. A regenerative growth model recognises that the wellbeing and prosperity of our societies depend on a stable climate, a healthy environment and thriving ecosystems, which provide a safe and competitive operating space for our economies. As the global population and the demand for natural resources continues to grow, economic activity should develop in a way that does no harm but, on the contrary, reverses climate change and environmental degradation, minimises pollution and results in maintaining and enriching natural capital, therefore ensuring the abundance of renewable and non-renewable resources. Through continuous innovation, adaptation to new challenges and co-creation, the regenerative economy strengthens resilience, provides solutions and protects present and future generations’ wellbeing.
Amendment 47 #
2020/0300(COD)
Proposal for a decision
Recital 10
Recital 10
(10) The 8th EAP should set out thematic priority objectives in areas of climate neutrality, adaption to climate change, protecting and restoring biodiversity, circular economy, the zero pollution ambition and reducing environmental pressures from production and consumption. It should furthermore identify the enabling conditions to achieve the long-term and the thematic priority objectives for all actors involved, taking account of the outermost, rural, coastal, mountain and island regions, and the links between cities and their hinterlands.
Amendment 54 #
2020/0300(COD)
Proposal for a decision
Recital 11
Recital 11
(11) Environment policy being highly decentralised, offering sufficient scope for appropriate adjustment at local and regional level, action to achieve the priority objectives of the 8th EAP should be taken at different levels of governance, i.e. at the European, the national, the regional and the local level, with a collaborative approach to multi-level governance. The integrated approach to policy development and implementation should be strengthened with a view to maximising the synergies between economic, environmental and social objectives, while paying careful attention to potential trade-offs and to the needs of vulnerable groups. Moreover, transparent engagement with non- governmental actors is important for ensuring the success of the 8th EAP and the achievement of its priority objectives.
Amendment 65 #
2020/0300(COD)
Proposal for a decision
Recital 15
Recital 15
(15) The Commission and the EEA and other relevant agencies should access and re-use the data and indicators provided by the Member States in accordance with applicable Union legal acts. In addition, other data sources, such as satellite data and processed information from the European Earth Monitoring Programme (Copernicus), the European Forest Fire Information System and the European Flood Awareness System, or data platforms such as European Marine Observation and Data Network or the Information Platform for Chemical Monitoring should be utilised. The application of modern digital tools and artificial intelligence allows managing and analysing the data in an effective way and thereby reducing administrative burden whilst increasing timeliness and quality, to address the lack of knowledge and shortcomings in data.
Amendment 68 #
2020/0300(COD)
Proposal for a decision
Recital 16
Recital 16
(16) Furthermore, in accordance with the requirements set out in Directives 2003/4/EC, 2007/2/EC and 2019/1024/EU from the European Parliament and the Council, Member States should ensure that the relevant data, information and indicators for monitoring the implementation of the 8th EAP are freely available, non-discriminatory, with open access, adequate, of high quality, comparable, up-to-date, user friendly and easily accessible through a single platform online.
Amendment 80 #
2020/0300(COD)
Proposal for a decision
Article 1.º – paragraph 2
Article 1.º – paragraph 2
2. The 8th EAP aims at accelerating the transition to a climate-neutral, competitive, resource-efficient, clean and circular economy in a just and inclusive way, and endorses the environmental and climate objectives of the European Green Deal and its initiatives.
Amendment 82 #
2020/0300(COD)
Proposal for a decision
Article 1.º – paragraph 3
Article 1.º – paragraph 3
3. The 8th EAP forms the basis for achieving the environmental and climate objectives defined under the United Nations 2030 Agenda and its Sustainable Development Goals and its monitoring framework constitutes the environment and climate part of the EU’s efforts to measure progress towards greater sustainability, including climate neutrality and resource efficiency, wellbeing and resilience, reconciling environmental, social and economic objectives.
Amendment 86 #
2020/0300(COD)
Proposal for a decision
Article 2.º – paragraph 1
Article 2.º – paragraph 1
1. The 8th EAP has the long-term priority objective for 2050 that citizens live well, within the planetary boundaries in a regenerative economy where nothing is wasted, no net emissions of greenhouse gases are produced and economic growth is decoupled from resource use andor are reduced by 2030, and economic growth is sustainable in its resource use and has a reduced impact in terms of environmental degradation. A healthy environment underpins the well-being of citizens, biodiversity thrives and natural capital is protected, restored and valued in ways that enhance resilience to climate change and other environmental risks. The Union sets the pace for ensuring the prosperity of present and future generations globally.
Amendment 93 #
2020/0300(COD)
Proposal for a decision
Article 2.º – paragraph 2 – point c
Article 2.º – paragraph 2 – point c
(c) advancing towards a regenerative growth model that gives back to the planet more than it takes, decouplingwith economic growth from resource use andwhich is sustainable in resource use and with a reduced impact in terms of environmental degradation, and accelerating the transition to a circular economy;
Amendment 101 #
2020/0300(COD)
Proposal for a decision
Article 2.º – paragraph 2 – point f
Article 2.º – paragraph 2 – point f
(f) promoting environmental sustainability and reducing key environmental and climate pressures related to production and consumption, in particular in the areas of energy, industrial development, buildings and infrastructure, mobility, guaranteeing accessibility, and the food system.
Amendment 108 #
2020/0300(COD)
Proposal for a decision
Article 3.º – paragraph 1 – point a
Article 3.º – paragraph 1 – point a
(a) ensuring effective and efficient implementation of Union legislation on environment and climate and striving for excellence in environmental performance at Union, national, regional and local levels including through providing appropriate administrative and compliance assurance capacity, as laid out in the regular Environmental Implementation Review, as well as stepping up action against environmental crimeoffences,
Amendment 113 #
2020/0300(COD)
Proposal for a decision
Article 3.º – paragraph 1 – point b – indent 1
Article 3.º – paragraph 1 – point b – indent 1
— mainstreaming the priority objectives set out in Article 2 in all relevant strategies, legislative and non- legislative initiatives, programmes, investments and projects at Union, national, regional and local levels so that they and their implementation do no harm to any ofmeet the priority objectives set out in Article 2;
Amendment 117 #
2020/0300(COD)
Proposal for a decision
Article 3.º – paragraph 1 – point b – indent 3
Article 3.º – paragraph 1 – point b – indent 3
— paying careful attention to synergies and potential trade-offs between economic, environmental and social objectives so as to ensure that citizens’ needs for nutrition, housing and mo, wellbeing, mobility and accessibility are met in a sustainable way that leaves no- one behind;
Amendment 130 #
2020/0300(COD)
Proposal for a decision
Article 3.º – paragraph 1 – point e
Article 3.º – paragraph 1 – point e
(e) phasing out environmentally harmful subsidies at Union and national level, guaranteeing technological neutrality, making the best use of market- based instruments and green budgeting tools, including those required to ensure a socially fair transition, and supporting businesses and other stakeholders in developing standardised natural capital accounting practices;
Amendment 147 #
2020/0300(COD)
Proposal for a decision
Article 3.º – paragraph 1 – point j
Article 3.º – paragraph 1 – point j
(j) making the data and evidence linked to the implementation of the 8th EAP publicly available and easily accessible through a single platform, without prejudice to provisions on confidentiality in domain specific legislation;
Amendment 151 #
2020/0300(COD)
Proposal for a decision
Article 3.º – paragraph 1 – point k – indent 2
Article 3.º – paragraph 1 – point k – indent 2
— enhancing cooperation with governments, businesses and civil society in third countries and international organisations to form partnerships and alliances for environment protection and promoting environmental cooperation in G7 and G20, G20, IMO, ICAO and UNWTO;
Amendment 159 #
2020/0300(COD)
Proposal for a decision
Article 3.º – paragraph 2
Article 3.º – paragraph 2
2. Reaching the 8th EAP’s priority objectives will require mobilising broad support by involving citizens, social partners and other stakeholders, and encouraging cooperation in the development and implementation of strategies, policies or legislation related to the 8th EAP amongst national, regional and local authorities, in urban and rural areas, in outermost, coastal, mountain and island regions.
Amendment 161 #
2020/0300(COD)
Proposal for a decision
Article 3.º – paragraph 2 – subparagraph 1 (new)
Article 3.º – paragraph 2 – subparagraph 1 (new)
The Union should put forward transition programmes providing for specific actions and funding to facilitate the different transition processes including concrete actions at local and regional level, such as in the outermost regions. These programmes should identify challenges, joint actions and appropriate policy responses;
Amendment 95 #
2020/0036(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) Achieving climate neutrality should require a contribution from all economic sectors, taking into account their differences. In light of the importance of energy production and consumption on greenhouse gas emissions, the transition to a sustainable, affordable and secure energy system relying on a well-functioning internal energy market is essential. The digital transformation, technological innovation, and research and development are also important drivers for achieving the climate-neutrality objective.
Amendment 106 #
2020/0036(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The Union is a global leader in the transition towards climate neutrality, and is determined to help raise global ambition and to strengthen the global response to, which is necessary to fight climate change, using all tools at its disposal, including climate diplomacy.
Amendment 112 #
2020/0036(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11 a) However, on 12 March 2020 the World Health Organisation announced the outbreak of Covid-19 pandemic, which has caused an unprecedented humanitarian, social and economic crisis throughout the entire Union and at global level. When setting out the framework of the European Climate Law the European Commission should consider the effects of Covid-19 and revise its proposal accordingly.
Amendment 177 #
2020/0036(COD)
Proposal for a regulation
Recital 21
Recital 21
Amendment 193 #
2020/0036(COD)
Proposal for a regulation
Recital 23 a (new)
Recital 23 a (new)
(23 a) TEN-T infrastructures have a strategic role in achieving the climate neutrality within the Union. Thus, the completion of the core network by 2030 is of the outmost importance in order to allow the modal shift to more sustainable transport modes.
Amendment 242 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 3
Article 2 – paragraph 3
3. By September 2020, tThe Commission shall review the Union’s 2030 target for climate referred to in Article 2(11) of Regulation (EU) 2018/1999 in light of the climate-neutrality objective set out in Article 2(1) and the effects of Covid-19 pandemic, and explore options for a new 2030 target of 50 to 55% emission reductions compared to 1990. Where the Commission considers that it is necessary to amend that target, it shall make proposals to the European Parliament and to the Council as appropriateThe revision shall be based on a solid impact assessment, taking into account the social and economic effects of Covid- 19 crisis as well as potential social impact of future measures. Where the Commission considers that it is necessary to amend that target, it shall make proposals to the European Parliament and to the Council as appropriate. The Commission shall also pursue in parallel efforts to develop a methodology to calculate life-cycle emissions for some products, in particular in the case of road vehicles, aircraft and vessels.
Amendment 268 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 4 a (new)
Article 2 – paragraph 4 a (new)
4 a. By 31 December 2025, and every five years thereafter, the Commission shall review and, if necessary, update the objectives referred to in this Article, by presenting the appropriate proposal to the European Parliament and Council, taking into account the following elements: a) the national intermediate reports for the implementation of the integrated national energy and climate plans referred to in Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the governance of the Energy Union and of the action for the climate that modifies the directives (CE) n. 663/2009 and (CE) n. 715/2009 of the European Parliament and of the Council, directives 94/22 / EC, 98/70 / EC, 2009/31 / EC, 2009/73 / EC,2010/31 / EU, 2012/27 / EU and 2013 / 30 / EU of the European Parliament and of the Council, the Council Directives 2009/119 / EC and (EU) 2015/652 and which repeals Regulation (EU) no. 525/2013 of the European Parliament and of the Council; b) the level of achievement of economic and social development objectives; c) the international context and its impact on the EU climate policy; d) technological innovation and best available technologies in the sectors concerned; e) eventual situations that qualify as force majeure and preparations for such situations;
Amendment 280 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. The Commission is empowered to adopt delegated acts in accordance with Article 9 to supplement this Regulation byBased on the criteria set out in paragraph 3, the Commission shall asses the feasibility of setting out a trajectory at Union level to achieve the climate- neutrality objective set out in Article 2(1) until 2050. At the latest within six months after each global stocktake referred to in Article 14 of the Paris Agreement, the Commission shall review the trajectory.
Amendment 288 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 2
Article 3 – paragraph 2
2. The proposed trajectory shall start from the Union’s 2030 target for climate referred to in Article 2(3).
Amendment 305 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point c
Article 3 – paragraph 3 – point c
(c) best available technologyies, their current market uptake and conditions for their further deployment;
Amendment 331 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point i
Article 3 – paragraph 3 – point i
(i) international developments and efforts undertaken by third countries to achieve the long-term objectives of the Paris Agreement and the ultimate objective of the United Nations Framework Convention on Climate Change;
Amendment 341 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point j a (new)
Article 3 – paragraph 3 – point j a (new)
Amendment 343 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point j b (new)
Article 3 – paragraph 3 – point j b (new)
(j b) potential social impact of future measures;
Amendment 344 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point j c (new)
Article 3 – paragraph 3 – point j c (new)
(j c) an inclusive cross-sectoral approach based on the indicators of the climate performance of specific sectors, such as transport and mobility;
Amendment 413 #
2020/0036(COD)
Proposal for a regulation
Article 9
Article 9
Amendment 12 #
2019/2213(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Stresses that EU transport policy is essential for Europe’s economic, social and environmental development and its sustainability; strongly requests, therefore, that EU transport policy receive adequate and sufficient funding in order to secure growth, jobs and competitiveness in Europe, including in the more remote geographical areas and in the outermost regions; requests additional investments in research and innovation, and in social and territorial cohesion;
Amendment 70 #
2019/2213(BUD)
Draft opinion
Paragraph 9
Paragraph 9
9. Strongly requests the introduction of a specific allocation for sustainable tourism to better reflect the importance of tourism in the EU economy and the role the EU can play in making it more sustainable, since tourism is the Union’s fourth largest export industry and has growth potential;
Amendment 83 #
2019/2213(BUD)
Draft opinion
Paragraph 13
Paragraph 13
13. Stresses the importance of agencies and joint undertakings in improving the transport sector’s performance and in fostering a reduction of transport emissions based on technological progress and rules; considers the creation of a joint undertaking for the maritime sector crucial to the fostering of research and innovation in this mode of transport; points out the importance of these agencies and joint undertakings receiving adequate financial and human resources;
Amendment 23 #
2019/2191(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Points out that harnessing the full potential of ERTMS unquestionably depends on the completion of the TEN-T core network; therefore calls on the EC to strengthen the role of the core network coordinators in the upcoming revision of the TEN-T regulation, including measures for an European management of the core network infrastructure;
Amendment 28 #
2019/2191(INI)
Motion for a resolution
Paragraph 2 – subparagraph 1 (new)
Paragraph 2 – subparagraph 1 (new)
Stresses, that the full deployment of ERTMS is a crucial prerequisite for rail to be finally competitive with other modes of transport.
Amendment 40 #
2019/2191(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Points out the necessity to materialize synergies between ERTMS and European GNSS as soon as possible in order to: - reduce costs of deployment; - ensure a quick deployment besides the core network: - enhance the competitiveness of ERTMS outside Europe;
Amendment 51 #
2019/2191(INI)
Motion for a resolution
Paragraph 6 – subparagraph 1 (new)
Paragraph 6 – subparagraph 1 (new)
Calls on ERA to closely coordinate, support and streamline R&D of space and rail stakeholders in order to include GNSS train location in ERTMS as early as possible;
Amendment 55 #
2019/2191(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Believes, that the role of the ERTMS Coordinator needs to be significantly improved, both in ressources and implementing powers, in order to reach the deployment targets;
Amendment 57 #
2019/2191(INI)
Motion for a resolution
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Welcomes the opportunity which is provided by the upcoming revision of the TEN-T Regulation to strengthen the role of the ERMTS coordinator by making his consent obligatory for grants related to the CEF;
Amendment 59 #
2019/2191(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Underlines that an approach to ERTMS deployment coordinated between all Member States, establishing an active dialogue, in particular to conclude agreements on the cross-border sections, and led by the ERTMS Coordinator is the only way forward to overcome the current patchwork situation; More efforts need to be done by the railway infrastructure managers, acting in cooperation, to equip and put into operation ERTMS on cross- border sections simultaneously and in a technical consistent manner;
Amendment 65 #
2019/2191(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Believes, that an efficient and quick deployment of ERTMS can only be achieved by setting binding targets, accompanied by generous grants, reinforced by equally high penalties for infrastructure mangers in case the deployment deadline is missed.
Amendment 72 #
2019/2191(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Regrets that compared with the targets set, at the end of 2020 only around 13 % of the core network corridors were operated with the ERTMS, and ERTMS deployment in most of the corridors ranged between 7 % and 28 %; believes that a corridor approach dialogue shall be strength to overcome the obstacles on the deployment of ERTMS, in particular among the corridors with the lowest rates of deployment such as the Atlantic corridor, in particular within the Iberian Peninsula;
Amendment 106 #
2019/2191(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Points out that current national rules and the lack of harmonisation of operational requirements in ERTMS (such as engineering rules ) and on the entire railway network ( such as variable axle gauges, voltage, dimension of the wagons), which may differ along the network, affects interoperability, impeding seamless operation of the European rail network;
Amendment 142 #
2019/2191(INI)
Motion for a resolution
Paragraph 23 a (new)
Paragraph 23 a (new)
23 a. Calls on the Member States to grant a reduction of track access charges of 75% for at least 10 years for those railway undertakings, which succesfully equipped 100% of their locomotives with ERTMS baseline 3;
Amendment 150 #
2019/2191(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Recalls that EU funds are not sufficient to cover all the expected needs. and therefore calls on the Commission and Member States to cooperate closely and make planning, financial and political commitments to further improve the attractiveness of investing in the ERTMS, and to guarantee legal certainty for private investors;
Amendment 74 #
2019/2177(INI)
Motion for a resolution
Recital H a (new)
Recital H a (new)
H a. Whereas new policies must be implemented after a discussion and agreement between the fisheries sector and government, ensuring their applicability and effectiveness;
Amendment 91 #
2019/2177(INI)
2 a. Calls for studies on the socio- economic impact of fisheries policies, in particular the effects of the landing obligation on work conditions and the safety of fishers, in line with the recommendations of the Food and Agriculture Organization and the International Labour Organization;
Amendment 96 #
2019/2177(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Highlights the progress made in terms of stakeholder cooperation and the steps taken to improve selectivity; notes, however, that implementation of the landing obligation remains low overall and that discarding is occurring at rates roughly comparable to the years before the landing obligation was introduced; and that so far effective choke species cases haven’t occurred1a; _________________ 1aSTECF 20-02 - Adhoc - Eval MS annual LO monitoring
Amendment 99 #
2019/2177(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Despite the weak implementation of the landing obligation, which effectiveness is unknown, it should be revised to consider the effects of climate change and the distribution shift of fish species;
Amendment 116 #
2019/2177(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Stresses the specificities of the Outermost Regions, particularly in terms of vessels, aging fleets, ports with reduced storage and processing capacity, which may render the landing obligation impractical;
Amendment 117 #
2019/2177(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Notes that discard levels vary heavily from fisheries to sea basins, leading to the perception that the ‘one rule fits all’ approach may not be the optimal strategy to encourage fishers to become more selective; calls on the Commission to identify the main shortcomings and to propose adapted and tailor-made solutions for specific fisheries for each sea basin, with particular attention to small-scale artisanal fishing, especially in the Outermost Regions;
Amendment 125 #
2019/2177(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Underlines the concern that the shared stocks with third countries may not be subject to the same landing obligation provisions. Coordination with third countries, in particular with the United Kingdom, in fisheries management is essential to maintain a level playing field;
Amendment 130 #
2019/2177(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Is concerned about the lack of proper control over and compliance with the landing obligation and underlines its negative impact on sustainability, mainly due to a legislation that is difficult to apply, to the exceptions and derogations adopted; calls for better use to be made of new technologies and digital solutions and fordeveloped in cooperation betweenwith the fishing sector and the Member States’ authorities to be strengthened in order to rapidly improve control;improve monitoring, control, and surveillance.
Amendment 137 #
2019/2177(INI)
12. Stresses that while improving selectivity must be a highcontinue to be a priority, implementing the landing obligation requires a cross-sectoral approach and clear incentives to be devised to encourage best practice mitigation; recommends the following accompanying measures and management tools:
Amendment 158 #
2019/2177(INI)
Motion for a resolution
Paragraph 12 – point f
Paragraph 12 – point f
f. adopting strategies to use unwanted catches other than for human consumption, provided that they are financially and operationally feasible for fishermen;
Amendment 166 #
2019/2177(INI)
Motion for a resolution
Paragraph 12 – point h
Paragraph 12 – point h
h. using and developing artificial intelligence tools to increase selectivity and control, in close cooperation with the Member States' and the fishing sector;
Amendment 27 #
2019/2162(INI)
Motion for a resolution
Citation 12 a (new)
Citation 12 a (new)
- Having regard to the Commission communication COM(2020) 248, entitled ´Towards more sustainable fishing in the EU: state of play and orientations for 2021´of June 2020
Amendment 47 #
2019/2162(INI)
Motion for a resolution
Recital E
Recital E
Amendment 80 #
2019/2162(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Calls on the Commission and the Member States to strengthen scientific coverage with the objective that 100 % of the fish stocks exploited in European waters be assessed at the latest by 2025 and, so that the MSY can be calculated for all these stocks;
Amendment 96 #
2019/2162(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Commission to continue to support plans to improve selectivity and to take into account the results of studies showing the detrimental impacts of fishing techniques such as bottom-contacting gear or fish aggregating devices (FADs) by strongly limiting their usedemonstrating the advantages of gear that has a positive effect on ecosystems and selectivity;
Amendment 108 #
2019/2162(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
Amendment 115 #
2019/2162(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
Amendment 125 #
2019/2162(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
Amendment 151 #
2019/2162(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
Amendment 163 #
2019/2162(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Calls for MPAs to be established as part of a coherent network of connected areas, including offshore and deep-sea areas; recalls the requirement to cease fishing with bottom-contacting gear below 400 m in areas where vulnerable marine ecosystems (VMEs) are known to exist or are likely to occur;
Amendment 191 #
2019/2162(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Stresses the importance of having a comprehensive and coherent approach when establishing MPAs, by not only limiting commercial fishing activities but also tackling other activities such as fossil fuel exploration and exploitation, mining, large-scale aquaculture, dredging, offshore wind farms, transport and recreational fisheries;
Amendment 2 #
2019/2161(INI)
Motion for a resolution
Citation 2 a (new)
Citation 2 a (new)
— having regard to Article 349 of the Treaty on the Functioning of the European Union (TFEU),
Amendment 3 #
2019/2161(INI)
Motion for a resolution
Citation 3 a (new)
Citation 3 a (new)
— having regard to the Commission communication of 24 October 2017 entitled ‘A stronger and renewed strategic partnership with the EU’s outermost regions’ (COM(2017)0623),
Amendment 36 #
2019/2161(INI)
Motion for a resolution
Recital D
Recital D
D. whereas, according to the latest Eurostat data5, a total of around 180 000 people were employed in the EU fisheries industry in 2017, of whom around one third in the aquaculture sub-sector; whereas, of that total, 41 000 people were employed in the primary fisheries sector in Spain, and a further 29 000 in Italy, 21 000 in Greece, 20 000 in France and 14 700 in Portugal; whereas, although Italy, Greece and Portugal accounted for only 11% of EU fishing production in 2017, these three Member States accounted for 35.9% of employment; whereas, in this context, Spain, France and Portugal are Member States with outermost regions, which increases their maritime dimension, and whereas the fisheries sector plays a vital socio-economic role in these regions; _________________ 5https://ec.europa.eu/eurostat/statistics- explained/index.php/Fishery_statistics#The _factors_of_production
Amendment 54 #
2019/2161(INI)
Motion for a resolution
Recital G a (new)
Recital G a (new)
Ga. whereas there is considerable potential for growth and employment in the outermost regions' blue economies and the fishing industry is important in these regions; whereas these regions' positioning puts them in a prime position in the monitoring of coastal areas and the tackling of illegal fishing;
Amendment 63 #
2019/2161(INI)
Motion for a resolution
Recital J
Recital J
J. whereas safety issues – fishing activity is universally considered a risky profession – and the arduous nature of work on fishing boats are significant factors in younger people’s lack of interest in fishing;
Amendment 71 #
2019/2161(INI)
Motion for a resolution
Recital M
Recital M
M. whereas, a significant proportion of fishermen have low and irregular incomes, which put them in an unstable position and do not provide them with enough social protection, and these facts are a further factor that lessens fishing’s attractiveness among young people;
Amendment 90 #
2019/2161(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Reiterates that, as with stock and habitat management, the best scientific knowledge, based on reliable, near-realup-to-date data with extended time series, is key to managing and monitoring social developments in the sector, particularly employment developments, without which it will not be possible to follow up and fully implement one of the three sustainability pillars advocated under the CFP – the social pillar;
Amendment 96 #
2019/2161(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Welcomes the establishment by the EU's statistics service, Eurostat, in cooperation with the statistics services of Portugal, Spain and France and their respective outermost regions, of a webpage providing data on the outermost regions1-A; deplores, however, the fact that it still does not provide data on the fisheries sector, given the activity's importance to these regions' economies; urges the Commission, and Eurostat in particular, to gather sound and up-to-date date on the blue economy and on changes in the job market in the fisheries sector, changes to fishers' average earnings, their training levels, participation by gender and age group, along with data on the extent and performance of these activities in the outermost regions; _________________ 1-A https://ec.europa.eu/eurostat/cache/RCI/# ?vis=outermost.population⟨=en
Amendment 100 #
2019/2161(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Points out that professional maritime activities in general are considered high risk and dangerous, particularly fishing, and this situation is made worse by the fact that 85% of EU vessels are small-scale coastal vessels (less than 12 m in total length) and are, therefore, exposed to greater risks caused by adverse weather conditions and by operating close to shore; stresses that the outermost regions are particularly vulnerable to serious meteorological events associated with climate change, the occurrence of which also causes problems in the fisheries sector; stresses the need for sustained and coordinated action at all levels, and on a number of policies, that directs investment towards increasing adaptation capacity, bolstering resilience and preparing for these phenomena, and, at the same time, guarantees the safety of workers in the sector and does not put young people off joining the sector;
Amendment 120 #
2019/2161(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Recalls that the ultimate goal of the CFP is to make fishing activity socially, environmentally and economically sustainable, and that only with good working, living and safety conditions will it be possible to attract young people and achieve the generational renewal which is essential for the survival of this activity, which also provides EU citizens with healthy food;
Amendment 128 #
2019/2161(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Insists on the need to ensure that the European Maritime, Fisheries and Aquaculture Fund (EMFAF) makes a significant contribution to improving the working, living and safety conditions on EU vessels, finding ways to improve those conditions without increasing fishing capacity, with particular attention paid to small-scale coastal fishing vessels; urges the Commission and the Member States to provide a support system that is easier to use, cutting red tape from operational programmes under the EMFAF, with a view to making them accessible to artisanal and small-scale fisheries;
Amendment 139 #
2019/2161(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Believes, further, that other conditions must be obtained to maintain fishing activity and secure the succession of new generations in the sector, including by investing in the modernisation of port infrastructure;
Amendment 161 #
2019/2161(INI)
Motion for a resolution
Subheading 4
Subheading 4
Amendment 163 #
2019/2161(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
Amendment 167 #
2019/2161(INI)
Motion for a resolution
Paragraph 32
Paragraph 32
32. Points out that, despite the dangers of fishing activity,Believes that there is no reason to exclude or hamper access for women to this profession, as demonstrated by the increasing number of female crew members and skippers on working fishing vessels; observstresses that there are fortunately a number of particularly active associations representing women employed in the fisheries sector, especially in the regional advisory councils;
Amendment 174 #
2019/2161(INI)
Motion for a resolution
Paragraph 33
Paragraph 33
33. NotBelieves that, while the role of women in the fisheries sector is frequently informal, they must be given economic and social recognition and properly paid; points out that better information regarding their activities and measures to improve their status and heighten their profile will help to not only enhance their personal and social advancement, but also demystify their role in the fisheries sector;
Amendment 203 #
2019/2161(INI)
Motion for a resolution
Paragraph 38
Paragraph 38
Amendment 204 #
2019/2161(INI)
Motion for a resolution
Paragraph 38 a (new)
Paragraph 38 a (new)
38a. Points out that developing marine research and innovation potential in the outermost regions is essential to driving the growth of the blue economy in those regions. Boosting their participation in international research networks that involve their universities, with knowledge of their unique characteristics, may help the outermost regions to improve their innovation systems and create jobs; urges the Commission to make an effort to equip these regions with the means to study and harness their biodiversity efficiently;
Amendment 209 #
2019/2161(INI)
Motion for a resolution
Paragraph 39
Paragraph 39
39. Observes that, given the right training and specific skills, fishermen could contribute even more to the advancement of scientific knowledge through the in situ collection and registration of environmental data, providing verification of that obtained by remote observation using satellites and other instruments; stresses, in that regard, the important role played by universities, marine research centres, in cooperation with sea schools, with regard to training fishers to meet this need; in 2019, the Community fleet, consisting of over 81 000 fishing vessels of all sizes, provided an incomparable number of platforms constantly collecting fishing and other marine data on an almost daily basis; this is a facility that can and should be used for the collection of even more data regarding the seas of Europe and the world;
Amendment 217 #
2019/2161(INI)
Motion for a resolution
Paragraph 40
Paragraph 40
40. Points outBelieves that the involvement of young people and generational renewal will not only ensure the continuity of the oldest activity of the blue economy, but also keep younger generations better informed and more aware of sustairinging new knowledge to the sector, enability issues and of the need for all to contribute to tackling andng it to play an important role in combating climate change, which is impacting hardest on sea and coastal areas around the planet;
Amendment 218 #
2019/2161(INI)
Motion for a resolution
Paragraph 40 a (new)
Paragraph 40 a (new)
40a. Believes that the fisheries sector would be more attractive to more young people if it was affiliated and complemented with emerging sectors, for example, tourism; urges, in this context, the Member States and their regions to cut the red tape in fishing tourism as a source of income; calls, further, on the Commission to promote back-up lines, within the framework of existing EU programmes, for the restoration of the tangible and intangible heritage associated with maritime activities, preserving the identity of coastal communities, optimising their use for tourism;
Amendment 222 #
2019/2161(INI)
Motion for a resolution
Paragraph 41
Paragraph 41
41. Stresses the importance of ocean literacy, which must not exclude digital literacy and digitisation of fishing activity; despite improved skills among older users, software applications are easier and more intuitive for younger generations when it comes to collecting and registering data under the new Fisheries Control Regulation, which is currently under review, or utilising new applications and equipment to improve the safety, working conditions and wellbeing of fishermen at sea; believes that gradually digitalising the sector would make it more attractive to young people; calls for balance in this transition, however, to prevent the sector from losing the added value of the experience acquired by older fishers; urges the Commission and the Member States to step up investment in lifelong learning, including in this sector, so that fishers in older age groups can keep up with the transition;
Amendment 231 #
2019/2161(INI)
Motion for a resolution
Paragraph 42
Paragraph 42
42. Points out that improvements in the conservation status of fish stocks have boosted fishermen’s productivity and average earnings, as well as achieving a reduction in carbon dioxide and other greenhouse gas emissions; notes that fishermen have been increasingly involved in the collection of all marine refuse, including but not only lost or abandoned fishing gear, and that their ecological contribution in this respect should be recognised and, encouraged and duly rewarded;
Amendment 260 #
2019/2161(INI)
Motion for a resolution
Paragraph 46 a (new)
Paragraph 46 a (new)
46a. Encourages the Commission to design, in cooperation with the Member States and their coastal regions, a proper strategy to promote European fish, accompanied by proper financial support, including for species for which there is less demand and which have less commercial value, with a view to increasing their value and, at the same time, preventing the concentration of effort on species that have a higher value and are, therefore, more likely to be overfished;
Amendment 266 #
2019/2161(INI)
Motion for a resolution
Paragraph 48
Paragraph 48
48. Concludes that generational renewal must take into account the objectives of the European Green Deal and the need to ensure digital transition in the blue economy also; this means not only attracting young people to fishing but also ensuring that they are informed and properly trained, offering them attractive career prospects and the opportunity to improve their personal situation and contribute to the cohesion of their local communities, especially in the most isolated coastal regions and with fewer job opportunities, enabling them to work for economic, social and environmental change in these areas, while enhancing the role of women in this sector through enhanced mobility and employment opportunities throughout the EU without difficulties or restrictions regarding recognition of their skills and training; warns the Commission and the Member States that generational renewal in the fisheries sector must not lead to a clash between generations, who have complementary fishing knowledge; the generational renewal process should include fishers from older age groups as they play an important role in ensuring that experience is passed on; it is essential that balance is struck in the fisheries sector's ecological and digital transition to prevent the loss of that important legacy;
Amendment 15 #
2019/2160(INI)
Motion for a resolution
Citation 31 a (new)
Citation 31 a (new)
- having regard to the Food and Agricultural Organisation of the United Nations Voluntary Guidelines for the Marking of Fishing Gear, adopted by the Committee on Fisheries, July 2018,
Amendment 16 #
2019/2160(INI)
Motion for a resolution
Citation 31 b (new)
Citation 31 b (new)
- having regard to the International Maritime Organization Action Plan to address Marine Plastic Litter from Ships,
Amendment 17 #
2019/2160(INI)
Motion for a resolution
Citation 31 c (new)
Citation 31 c (new)
- having regard to the International Convention for the Prevention of Pollution from Ships (MARPOL) - Annex V, entering into force 31 December 1988,
Amendment 18 #
2019/2160(INI)
Motion for a resolution
Citation 31 d (new)
Citation 31 d (new)
- having regard to the European Council Conclusions addressing the formulation of an international agreement on plastic pollution, published 19 November 2019,
Amendment 84 #
2019/2160(INI)
Motion for a resolution
Recital G a (new)
Recital G a (new)
Ga. Whereas coastal areas, in particular islands and European Outermost Regions, are the ones that most experience the harmful effects of marine litter;
Amendment 121 #
2019/2160(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission and the Member States to lead efforts towards an ambitious legally binding agreement on plastic pollution at the United Nations Environment Assembly covering the full lifecycle of plastics, including shared global objectives for the reduction of plastic pollution and a vision for a transition to a safe, circular economy for plastics;
Amendment 123 #
2019/2160(INI)
Motion for a resolution
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Urges the Member States to implement, promptly and without delays, the Directive 2019/833, of 17 April 2019, on Port Reception Facilities for the Delivery of Waste from Ships;
Amendment 126 #
2019/2160(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Calls on all other relevant stakeholders, namely the Fisheries Advisory Councils (ACs), to support the reduction of marine waste with effective and efficient measures. Call on the EC and Member States to adopt the FAO Voluntary Guidelines for the Marking of Fishing Gear to promote responsible fishing gear management, improve efforts to identify lost gear and support the sustainability of fisheries through the reduction of abandoned, lost and otherwise discarded fishing gear, also in line with the provisions of the EU Fisheries Control Regulation. Calls on the Commission to support efforts to operationalise the marking and reporting of lost fishing gear in European waters and through efforts at the International Maritime Organization boost international cooperation to reduce this source of marine plastic pollution;
Amendment 152 #
2019/2160(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls for information on the loss of fishing gear at sea to be put toon the Commission to improve the marking of fishing gear following the FAO Voluntary Guidelines for the Marking of Fishing Gear. Points out that the reporting of information on the loss of fishing gear at sea needs to include more information, such as vessel name, gear type used, time and position of loss, recovery measures used, to be more effective use when it comes to tackling marine pollution through improved data- sharing among Member States and EU agencies, and for this information to be used to develop new tools for identifying and tracking fishing gear lost at sea;
Amendment 169 #
2019/2160(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Calls the use of the European Maritime and Fisheries Fund (EMFF) for the support of the fisheries and aquaculture sector in the transition to more sustainable materials, including the acquisition of new technically more efficient and less polluting vessels for small-scale artisanal fleets, in particular in the Outermost Regions;
Amendment 208 #
2019/2160(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Encourage, through financial support or material supply, fishermen in the collection of marine waste, avoiding the increase in costs for those who voluntarily do so;
Amendment 218 #
2019/2160(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Due to its natural vulnerability, calls on the Commission to create a support mechanism for the collection of marine litter in the outermost regions, providing these regions with infrastructure for their cycling of collected waste;
Amendment 228 #
2019/2160(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Stresses that little is known about nanmicro- and micrnanoplastic pollution and its effect on the environment and, the basis of the marine food chain, and ultimately on human health; points out that this lack of knowledge may make consumersneeds to be overcome by more research because otherwise consumers may become distrustful of the quality of fisheries and aquaculture products;
Amendment 3 #
2019/2028(BUD)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Emphasises that the core objectives of the CFP should balance the viability of a sector of strategic importance for the European Union with the need to preserve marine ecosystems by developing economically and environmentally sustainable fisheries.
Amendment 9 #
2019/2028(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Considers that important efforts have been made to increase sound scientific knowledge of marine biological resources. Although knowledge has improved, we are still far from optimum in order to provide for an appropriate assessment; considers that Union funds must therefore be increasedcoherent with these objectives for both international and Member States’ scientific research organisations to further improve the evaluation of stocks.
Amendment 24 #
2019/2028(BUD)
Draft opinion
Paragraph 5
Paragraph 5
5. Highlights that special importance should be granted in the 2020 budget to the financial resources designated to help the fleet to a smooth implementation ofneeded to support the fishing sector while the landing obligation schemes are implemented.
Amendment 35 #
2019/2028(BUD)
Draft opinion
Paragraph 6
Paragraph 6
6. Reiterates the importance of coastal and small artisanal fleet; emphasises that sector represents nearly 75 % of all fishing vessels registered in the Union and nearly half of all employment in the fisheries sector; notes that operators from small- scale coastal fisheries are dependent on healthysustainable fish stocks for their main source of income.
Amendment 40 #
2019/2028(BUD)
Draft opinion
Paragraph 7
Paragraph 7
7. Calls on the Commission and Member States to help communities that depend on fisheries to diversify their economies into other maritime activities such as tourismsources of income into other sectors of the blue economy, and help them to add more value to their fishing activities.
Amendment 45 #
2019/2028(BUD)
Draft opinion
Paragraph 8
Paragraph 8
8. Remarks that the adoption of the current multiannual plans and the implementation of new technical measures to contribute to achieving fishing at sustainable levels requires a robustsuitable control policy supported by adequate funds.
Amendment 1 #
2018/2110(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Deplores the poor implementation of Regulation 1/2005, leading to persistentwhich should be based in concrete figures; Asks the Commission to present to the European Parliament the ongoing report with regard to the overall application and enforcement of the current legislation in the Union to reduce severe animal welfare problems during transport; considers that the requirements of the Regulation have not been sufficiently met;
Amendment 10 #
2018/2110(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls for a ban on all journeys over eight hours and for journeys to slaughter to bn assessment by the Commission and the EFSA, jointly with the EU platform on animal welfare, on the limited to four hourpact of long journeys on the welfare of animals;
Amendment 19 #
2018/2110(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Favours a more efficient transport system that gives priority to the transport of meat over live animals, whenever possible;
Amendment 28 #
2018/2110(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Echoes the Court of Justice of the European Union’s judgment, C-424/13 to the effect that EU traders must comply with the Regulation until the final destination; believes that if compliance cannot be guaranteed, livfeeding, watering and resting periods in the Regulation until the final destination even when a consignment has left the Union; Asks the Commission to promote animal welfare transport should be bannedinternationally and conduct initiatives to increase awareness among third countries;
Amendment 38 #
2018/2110(INI)
Draft opinion
Paragraph 5 – introductory part
Paragraph 5 – introductory part
5. Highlights poorthe need to improve conditions during maritime transport, as established by the current regulation and calls for:
Amendment 47 #
2018/2110(INI)
Draft opinion
Paragraph 5 – indent 2
Paragraph 5 – indent 2
– the Commission to provide a list of ports with adequate animal inspection facilitieMember States to provide the Commission with detailed plans of their inspection facilities before using any port as exit point for animals and asks the Commission for mapping a list of ports with adequate animal inspection facilities and through this list disseminate the best practices among EU and non- EU ports;
Amendment 52 #
2018/2110(INI)
Draft opinion
Paragraph 5 – indent 3
Paragraph 5 – indent 3
– a veterinarian to be present throughout all sea journeys, whenever possible; Member States should have a system in the ports to monitor and prove compliance with the current regulation, which allows the competent authority to take appropriate measures;
Amendment 56 #
2018/2110(INI)
Draft opinion
Paragraph 6 – introductory part
Paragraph 6 – introductory part
6. DeploreHighlights the fact that, despite clear the European Commission should take into consideration recommendations from the European Food Safety Authority (EFSA), parts of the Regulation are not in line with current scientific knowledge, and calls for updated and scientific reports on animals transport and calls on Member States for a proper implementation on the following rules on:
Amendment 70 #
2018/2110(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Insists that Member States that detect breaches of the proper implementation of the Regulation, which leads totake corrective actions and sanctions to avoid unfair competition, inform the Commission thereof, provided that all the possibilities afforded by the regulation have been exhausted; calls on the Commission as guardian of the Treaties to take action against the Member States concerned, to undertake a mapping exercise identifying sanction systems, and, which systematically fail to implement and enforce the Regulation concerned, to ensure that penalties are effective and dissuasive;
Amendment 78 #
2018/2110(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
Amendment 112 #
2018/2089(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Highlights the expected congestion challenges to urban mobility resulting from the widespread uptake of autonomous vehicles and underlines the need for new solutions incorporating mobilty platforms for car sharing, ride hailing and other models;
Amendment 134 #
2018/2089(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Calls on the Commission to outline and define the levels of automation for both inland and sea navigation and common standards, as well as port facilities, in order to harmonise and stimulate the uptake of autonomous ships in cooperation with the sector;
Amendment 138 #
2018/2089(INI)
Motion for a resolution
Paragraph 22 – subparagraph 1 (new)
Paragraph 22 – subparagraph 1 (new)
Stresses that the standards applicable to vessels must be developed with, and aligned with those of, the International Maritime Organization in order to establish an international legal framework for the safe operation of ships;
Amendment 1 #
2018/2046(BUD)
Draft opinion
Paragraph 2
Paragraph 2
The core objectives of the CFP are to balance the viability of a sector of strategic economic importance for the European Union – a sector which contributes to food supply, employment and the economic and social cohesion of the EU’s coastal and outermost regions – with the need to preserve marine ecosystems by developing economically and environmentally sustainable fisheries.
Amendment 7 #
2018/2046(BUD)
Draft opinion
Paragraph 2
Paragraph 2
Amendment 27 #
2018/2046(BUD)
Draft opinion
Paragraph 9
Paragraph 9
9. Notes that one of the challenges facing the fisheries sector is generational renewal and that this must be fostered by taking special policy and financial support measures to encourage young people to work in the sector and offer them conditions similar to those in other sectors of the economy, particularly in the outermost regions;
Amendment 40 #
2018/2037(INI)
Motion for a resolution
Citation 10 d (new)
Citation 10 d (new)
– having regard to the Commission report of 15 December 2016 on the implementation of the scheme of specific measures for agriculture in favour of the outermost regions of the Union,
Amendment 334 #
2018/2037(INI)
Motion for a resolution
Recital P a (new)
Recital P a (new)
Pa. whereas the POSEI is an effective tool intended for the development and strengthening of sector structuring, which addresses the specific agricultural issues in the outermost regions; whereas the Commission, in its report to Parliament and the Council on the implementation of the POSEI, concluded that ‘taking into account the assessment of the [POSEI] scheme, a modification of basic Regulation (EU) No 228/2013 is not deemed necessary’;
Amendment 545 #
2018/2037(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Calls on the Commission to keep the current POSEI as a separate agricultural policy instrument for the outermost regions;
Amendment 14 #
2018/2023(INI)
Motion for a resolution
Recital D
Recital D
D. whereas, in order to keep the increase in the global temperature to well below 2°C while pursuing the 1.5°C target as signed up to in the Paris Agreement, road transport needs to be fully decarbonised with zero net emissions by 2050 at the latestaim for new emissions reduction targets; whereas, in accordance with the European Strategy for Low-Emission mobility, by 2050 greenhouse gas emissions from transport will need to be at least 60% lower than in 1990 and firmly on the path towards zero;
Amendment 26 #
2018/2023(INI)
Motion for a resolution
Recital F
Recital F
F. whereas the price disadvantages of alternative-fuel vehicles compared to regular internal combustion engine (ICE) vehicles are still one of the main barriers to customers’ purchasing decisions; whereas, in this context, buyers’ premiums, tax exemptions and non-fiscal incentives have proven to accelerate market uptake and should reflect the GHG and pollutant emissions performance of different alternative fuels;
Amendment 28 #
2018/2023(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas a number of European cities exceed the air quality limits laid down in EU legislation owing to excessively high levels of pollution emitted by road traffic, and whereas the promotion of alternative fuels can make an equally important contribution in improving both the urban environment and people’s health;
Amendment 41 #
2018/2023(INI)
Motion for a resolution
Recital J
Recital J
J. whereas according to Directive 2014/94/EU, alternative fuels still encompass some fuels of fossil origin, thus contradicting the goal of decarbonisation and the phasing out of fossil fuelswith pollutant and GHG emissions substantially lower than those of the fossil fuels traditionally used in transport;
Amendment 65 #
2018/2023(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Notes that the Commission’s evaluation of the National Framework Plans (NFPs) reveals differing levels of effort and ambition between Member States and that the deployment of alternative fuels is falling short; calls therefore on the Commission to replace NFPs with mandatory objectives such as those put forward in the 2013 proposalMember States to implement NFPs, while also taking into account the projected and realised uptake of alternative-fuel vehicles and their technological progress, as well as the goal of having a trans- European infrastructure network for all alternative fuels;
Amendment 68 #
2018/2023(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission to review Directive 1999/94/EC on consumer information on cars; takes the view that such a review should aim to substantially improve the information consumers receive about fuel consumption, CO2 emissions and pollutant emissions, and to make it possible to compare the efficiency of and emissions from traditional and alternative fuel technologies for transport under real-life conditions;
Amendment 114 #
2018/2023(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Calls on the Commission to support the decarbonisation of the maritime sector with a clear focus on innovation, digitization and adaptation of ports and ships; calls on the Commission, together with the Member States and their regions, to establish a common 'LNG blue corridors project for islands' in the maritime sector, in particular for the outermost regions, including TEN-T network ports, in order to establish the necessary LNG infrastructures, link this network to the TEN-T core network and adapt ships to cleaner fuels, in order to comply more closely with the NFPs;
Amendment 33 #
2018/0356M(NLE)
Draft opinion
Paragraph 3
Paragraph 3
3. Encourages the Vietnamese authorities to closely monitor the country’s fishing fleet and to implement measures to ensure the full traceability of fisheries products destined for export to the EU market to ensure that these fishery products also meet the general health requirements for entry into the EU market;
Amendment 463 #
2018/0248(COD)
Proposal for a regulation
Article 26 – paragraph 2
Article 26 – paragraph 2
2. Emergency assistance may take the form of grants awarded directly to the decentralised agencies and local and regional bodies subjected to heavy migratory pressure, and in particular those responsible for the reception and integration of unaccompanied child migrants.
Amendment 90 #
2018/0229(COD)
Proposal for a regulation
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
1. The InvestEU Fund shall operate through the following four policy windows that shall address market failures or sub- optimal investment situations, especially in outermost regions, within their specific scope:
Amendment 143 #
2018/0229(COD)
Proposal for a regulation
Article 20 – paragraph 6
Article 20 – paragraph 6
6. The InvestEU Advisory Hub shall have local presence, where necessary, especially in outermost regions. It shall be established in particular in Member States or regions that face difficulties in developing projects under the InvestEU Fund. The InvestEU Advisory Hub shall assist in the transfer of knowledge to the regional and local level with a view to building up regional and local capacity and expertise for support referred to in paragraph 1.
Amendment 169 #
2018/0229(COD)
Proposal for a regulation
Annex II – paragraph 1 – point 2 – point d
Annex II – paragraph 1 – point 2 – point d
(d) railway infrastructure, other rail projects, and maritime ports and motorways of the sea;
Amendment 174 #
Amendment 476 #
2018/0229(COD)
Proposal for a regulation
Annex II – paragraph 1 – point 13 a (new)
Annex II – paragraph 1 – point 13 a (new)
13a. Seas and Oceans, through the development of a sustainable blue economy in line with the objectives of the Integrated Maritime Policy in particular through (a) maritime entrepreneurship (b) an innovative and competitive maritime industry (c) ocean literacy and blue careers (d) the International Ocean Governance agenda (e) maritime surveillance and security (f) cross-border cooperation (g) the implementation of the Sustainable Development Goals, in particular SDG 14 (Life Below Water)
Amendment 185 #
2018/0228(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) In order to improve the completion of transport projects in less developed parts of the network, a Cohesion Fund allocation should be transferred to the Programme to finance transport projects in the Member States eligible for financing from the Cohesion Fund. In an initial phase and within a limit of 70% of the transferred envelope, the selection of projects eligible for financing should respect the national allocations under the Cohesion Fund. The remaining 30% of the transferred envelope should be allocated on a competitive basis to projects located in the Member States eligible for financing from the Cohesion Fund with priority to cross- border links and missing links. The Commission should support Member States eligible for financing from the Cohesion Fund in their efforts to develop an appropriate pipeline of projects, in particular by strengthening the institutional capacity of the public administrations concerned.
Amendment 212 #
2018/0228(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) In its Communication "A stronger and renewed strategic partnership with the EU's outermost regions"26 , the Commission highlighted the outermost regions' specific transport, energy and digital needs and the necessity to provide Union funding to match these needs, including through the Programme. by applying co-financing rates to a maximum of 85% for financial assistance and open specific calls for outermost regions; __________________ 26 COM (2017)623
Amendment 252 #
2018/0228(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) The Communication on "Connectivity for a Competitive Digital Single Market - Towards a European Gigabit Society"30 (the Gigabit Society Strategy) sets out strategic objectives for 2025, in view of optimising investment in digital connectivity infrastructure. Directive (EU) 2018/XXX [European Electronic Communications Code] aims inter alia at creating a regulatory environment which incentivises private investments in digital connectivity networks. It is nevertheless clear that network deployments will remain commercially non-viable in many areas throughout the Union, due to various factors such as remoteness and territorial or geographical specificities, low population density, various socio-economic factors, particularly in outermost regions as stated in article 349.º of the TFEU. The Programme should therefore be adjusted to contribute to the achievement of these strategic objectives set out in the Gigabit Society Strategy, complementing the support provided for the deployment of very high capacity networks by other programmes, in particular the European Regional Development Fund (ERDF) and Cohesion Fund and the InvestEU fund. __________________ 30 COM(2016) 587 COM(2016) 587
Amendment 268 #
2018/0228(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) Unconnected territories in all areas of the Union, including in central ones, represent bottlenecks and unexploited potential to the digital single market. In most rural and remote areas, particularly in outermost regions as stated in article 349.º of the TFEU, high quality Internet connectivity can play an essential role in preventing digital divide, isolation and depopulation by reducing the costs of delivery of both goods and services and partially compensating for remoteness. High quality Internet connectivity is necessary for new economic opportunities such as precision farming or the development of a bio-economy in rural areas. The Programme should contribute to providing all European households, rural or urban, with very high capacity fixed or wireless connectivity, focusing on those deployments for which a degree of market failure is observed and which can be addressed using low intensity grants. In doing so, the Programme should aim at achieving a comprehensive coverage of households and territories, as gaps in an already covered area are uneconomic to address at a later stage.
Amendment 271 #
2018/0228(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) The deployment of backbone electronic communications networks, including with submarine cables connecting European territories, including outermost regions, to third countries on other continents or connecting outermost regions, European islands or overseas territories to the mainland, is needed in order to provide necessary redundancy for such vital infrastructure, and to increase the capacity and resilience of the Union's digital networks. However, such projects are often commercially non-viable without public support.
Amendment 465 #
2018/0228(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – point ii a (new)
Article 3 – paragraph 2 – point a – point ii a (new)
(iia) strength social, economic and territorial cohesion;
Amendment 567 #
2018/0228(COD)
Proposal for a regulation
Article 4 – paragraph 8
Article 4 – paragraph 8
8. As regards the amounts transferred from the Cohesion Fund, 30% of thesthe amounts shall be made available immediately to all Member States eligible for funding from the Cohesion Fund to finance transport infrastructure projects in accordance with this Regulation, with priority to cross- border and missing links. Until 31 December 2023, the selection of projects eligible for financing shall respect the national allocations under the Cohesion Fund with regard to 70% of the resources transferred. As of 1 January 2024, resources transferred to the Programme which have not been committed to a transport infrastructure project shall be made available to all Member States eligible for funding from the Cohesion Fund to finance transport infrastructure projects in accordance with this Regulation.
Amendment 645 #
2018/0228(COD)
Proposal for a regulation
Article 8 – paragraph 3 – point d
Article 8 – paragraph 3 – point d
(d) projects aiming at the deployment of cross-border backbone networks linking the Union to third countries and reinforcing links within the Union territory, particularly projects in outermost regions, including with submarine cables, shall be prioritised according to the extent to which they significantly contribute to increasing the resilience and capacity of electronic communications networks in Union territory;
Amendment 647 #
2018/0228(COD)
Proposal for a regulation
Article 8 – paragraph 3 – point e
Article 8 – paragraph 3 – point e
(e) with regard to coverage with very high capacity networks, priority shall be given to actions contributing to coverage of territories and population, particularly in outermost regions, in inverse proportion to the intensity of the grant support that would be required to allow the project to be implemented, relative to the applicable maximum co-financing rates laid down in Article 14. The extent to which the action contributes to ensuring comprehensive coverage of the territory and population within a certain project deployment area, while maximising potential positive spill- overs for territories and population in the vicinity of the project deployment area shall also be taken into account.
Amendment 793 #
2018/0228(COD)
Proposal for a regulation
Article 9 – paragraph 3 – point b
Article 9 – paragraph 3 – point b
(b) actions supporting cross-border projects and projects in outermost regions in the field of renewable energy, including their conception, as defined in Part IV of the Annex to this Regulation, subject to the fulfilment of the conditions laid down in Article 7 of this Regulation.
Amendment 888 #
2018/0228(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point i a (new)
Article 13 – paragraph 1 – point i a (new)
(ia) social, economic and territorial cohesion impact;
Amendment 913 #
2018/0228(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. For studies, the amount of Union financial assistance shall not exceed 50 % of the total eligible cost. For studies financed with the amounts transferred from the Cohesion Fund, the maximum co- financing rates shall be those applicable to the Cohesion Fund as specified in paragraph 2 (b). For studies in outermost regions the co-financing rates shall be to a maximum of 85%.
Amendment 920 #
2018/0228(COD)
Proposal for a regulation
Article 14 – paragraph 2 – point a
Article 14 – paragraph 2 – point a
(a) for works relating to the specific objectives referred to in Article 3 (2) (a), the amount of Union financial assistance shall not exceed 30 % of the total eligible cost. The co-financing rates may be increased to a maximum of 50 % for actions relating to cross-border links under the conditions specified in point (c) of this paragraph, for actions supporting the motorways of the sea and maritime links, including actions supporting ports of the comprehensive network, for actions supporting telematic applications systems, for actions supporting new technologies and innovation, for actions supporting improvements of infrastructure safety in line with relevant Union legislation and for actions located in outermost regions;
Amendment 959 #
2018/0228(COD)
Proposal for a regulation
Article 14 – paragraph 2 – point c a (new)
Article 14 – paragraph 2 – point c a (new)
(ca) As regards actions implementing sections of the comprehensive network located in outermost regions as provided in article 9 (2)(a) (iii), the co-financing rates shall be to a maximum of 85%.
Amendment 964 #
2018/0228(COD)
Proposal for a regulation
Article 14 – paragraph 3 – point b a (new)
Article 14 – paragraph 3 – point b a (new)
(ba) For works in outermost regions the co-financing rates shall be to a maximum of 85%.
Amendment 965 #
2018/0228(COD)
Proposal for a regulation
Article 14 – paragraph 4
Article 14 – paragraph 4
4. For works in the digital sector, the following maximum co-financing rates shall apply: for works relating to the specific objectives referred to in Article 3 (2) (c), the amount of Union financial assistance shall not exceed 30% of the total eligible cost. For works in outermost regions the co-financing rates shall be to a maximum of 85%. The co-financing rates may be increased up to 50% for actions with a strong cross-border dimension, such as uninterrupted coverage with 5G systems along major transport paths or deployment of backbone networks between Member States and between the Union and third countries, and up to 75% for actions implementing the Gigabit connectivity of socio-economic drivers. Actions in the field of providing local wireless connectivity in local communities shall be funded by Union financial assistance covering up to 100 % of the eligible costs, without prejudice to the principle of co- financing.
Amendment 970 #
2018/0228(COD)
Proposal for a regulation
Article 14 – paragraph 5 a (new)
Article 14 – paragraph 5 a (new)
5a. Opening specific calls for projects in outermost regions, covering the three thematics of the programme to the specific objectives referred to in Article 3 (2) (a) (iii).
Amendment 1115 #
2018/0228(COD)
Proposal for a regulation
Annex I – part III – point 1 – table – Core network corridor “Atlantic”
Annex I – part III – point 1 – table – Core network corridor “Atlantic”
Core network corridor "Atlantic" Alignment Gijón – León – Valladolid A Coruña – Vigo – Orense – León– Zaragoza – Pamplona/Logroño – Bilbao Tenerife/Gran Canaria – Huelva/Sanlúcar de Barrameda – Sevilla – Córdoba Algeciras – Bobadilla – Madrid Madeira Island/Sines/Lisboa – Madrid – Valladolid Lisboa – Aveiro – Leixões/Porto – Douro river Aveiro – Valladolid – Vitoria-Gasteiz – Bergara – Bilbao/Bordeaux – Tours – Paris – Le Havre/Metz – Mannheim/Strasbourg Saint Nazaire – Nantes – Tours Pre- Cross- Evora – Merida Rail identified border sections Vitoria-Gasteiz – San Sebastián – Bayonne – Bordeaux Aveiro – Salamanca Douro river (Via Navegável do Douro) Inland waterways
Amendment 106 #
2018/0227(COD)
Proposal for a regulation
Annex I – part 5 – subpart I – point 4
Annex I – part 5 – subpart I – point 4
4. Transport, energy and environment: Deploy decentralised solutions and infrastructures required for large-scale digital applications such as smart cities or, smart rural areas or outermost regions in support of transport, energy and environmental policies.
Amendment 107 #
2018/0227(COD)
Proposal for a regulation
Annex I – part 5 – subpart I – point 5
Annex I – part 5 – subpart I – point 5
5. Education and culture, culture and the tourism sector: Provide creators and creative industry in Europe and the tourism sector with access to latest digital technologies from AI to advanced computing. Exploit the European cultural heritage and the tourism sector as a vector to promote cultural diversity, social cohesion and European citizenship. Support the uptake of digital technologies in education and the tourism sector.
Amendment 28 #
2018/0225(COD)
Proposal for a decision
Recital 7
Recital 7
(7) Reflecting the important contribution that research and innovation should make to address challenges in food, agriculture, fisheries and aquaculture, rural development and the bioeconomy, and to seize the corresponding research and innovation opportunities in close synergy with Common Agricultural Policy and Common Fisheries Policy, relevant actions under the Specific Programme will be supported with EUR 106 billion for the cluster '‘Food and, Natural Resources', Seas and Oceans’ for the period 2021-2027.
Amendment 43 #
2018/0225(COD)
Proposal for a decision
Article 3 – paragraph 1 – point 2 – point e
Article 3 – paragraph 1 – point 2 – point e
(e) cluster Food and, Natural Resources, Seas and Oceans', as described in Annex I, Pillar II, section 5;
Amendment 76 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 2 – point 2.2 – point 2.2.2 – introductory part
Annex I – part II – point 2 – point 2.2 – point 2.2.2 – introductory part
2.2.2. Cultural Hheritage and tourism
Amendment 80 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 2 – point 2.2 – point 2.2.2 – paragraph 1
Annex I – part II – point 2 – point 2.2 – point 2.2.2 – paragraph 1
Cultural heritage is the fabric of our lives, meaningful to communities, groups and societies, giving a sense of belonging. It is the bridge between the past and the future of our societies. It is a driving force of local economies and a powerful source of inspiration for creative and cultural industries and the tourism sector. Accessing, conserving, safeguarding and restoring, interpreting and harnessing the full potential of our cultural heritage are crucial challenges now and for future generations. Cultural heritage is the major input and inspiration for the arts, traditional craftsmanship, the cultural, entrepreneurial and, creative and tourism sectors that are drivers of sustainable economic growth, new job creation and external trade.
Amendment 87 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 2 – point 2.2 – point 2.2.2 – paragraph 2 – indent 3
Annex I – part II – point 2 – point 2.2 – point 2.2.2 – paragraph 2 – indent 3
– Connect cultural heritage with emerging creative sectors and tourism;
Amendment 89 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 2 – point 2.2 – point 2.2.2 – indent 1 (new)
Annex I – part II – point 2 – point 2.2 – point 2.2.2 – indent 1 (new)
– Approaches, innovative technologies, business digitisation and professional skills in the tourism sector;
Amendment 90 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 2 – point 2.2 – point 2.2.2 – indent 2 (new)
Annex I – part II – point 2 – point 2.2 – point 2.2.2 – indent 2 (new)
– Knowledge base for the development of tourism, as well as challenges and opportunities;
Amendment 94 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 2 – point 2.2 – point 2.2.4 – paragraph 2 – indent 2
Annex I – part II – point 2 – point 2.2 – point 2.2.4 – paragraph 2 – indent 2
– The capacities of society and the private sector, in particular the tourism and travel industry, which is most vulnerable, to better manage and reduce disaster risk, including through nature- based solutions, by enhancing prevention, preparedness and response to existing and new risks
Amendment 110 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 4 – point 4.1 – paragraph 10
Annex I – part II – point 4 – point 4.1 – paragraph 10
Activities under this Cluster contribute in particular to the goals of the Energy Union, as well as to those of the Digital Single Market, the Jobs, Growth and Investment agenda, the strengthening of the EU as a global actor, the new EU Industrial Policy Strategy, the Circular Economy, the Raw Materials Initiative, the Security Union and the Urban Agenda, the Maritime Policy as well as the Common Agricultural Policy of the EU as well as EU legal provisions to reduce noise and air pollution.
Amendment 117 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 4 – point 4.2 – point 4.2.4 – paragraph 4 – indent 7
Annex I – part II – point 4 – point 4.2 – point 4.2.4 – paragraph 4 – indent 7
– Energy performance of buildings, including tourist accommodation, monitoring and optimisation;
Amendment 124 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 4 – point 4.2 – point 4.2.4 – paragraph 4 – indent 9
Annex I – part II – point 4 – point 4.2 – point 4.2.4 – paragraph 4 – indent 9
– Renovation processes of existing buildings towards 'Nearly Zero Energy Buildings', including tourist accommodation;
Amendment 147 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 4 – point 4.2 – point 4.2.8 – paragraph 2 a (new)
Annex I – part II – point 4 – point 4.2 – point 4.2.8 – paragraph 2 a (new)
Maritime Transport: support for maritime transport digitisation systems and promotion of motorways of the sea;
Amendment 148 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 5 – introductory part
Annex I – part II – point 5 – introductory part
5. CLUSTER 'FOOD AND, NATURAL RESOURCES, SEAS AND OCEANS'
Amendment 149 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 5 – point 5.1 – paragraph 7 a (new)
Annex I – part II – point 5 – point 5.1 – paragraph 7 a (new)
They will especially contribute to a mission "Clean and productive seas and oceans" described in detail in the specific Work Programme.
Amendment 153 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 5 – point 5.2 – point 5.2.4 – introductory part
Annex I – part II – point 5 – point 5.2 – point 5.2.4 – introductory part
5.2.4. Seas and Oceans
Amendment 159 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 5 – point 5.2 – point 5.2.4 – paragraph 2 – indent 8
Annex I – part II – point 5 – point 5.2 – point 5.2.4 – paragraph 2 – indent 8
– Blue innovation including in the blue and digital economies, across coastline areas, coastal cities and port, ports and island regions in order to strengthen resilience of coastal areas and increase citizens' benefits.
Amendment 166 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 6 – point 6.2 – point 6.2.2 – paragraph 2 – point 3 – indent 2
Annex I – part II – point 6 – point 6.2 – point 6.2.2 – paragraph 2 – point 3 – indent 2
– Digitisation in individual sectors, such as energy, transport, construction, health and, government and tourism;
Amendment 167 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 6 – point 6.2 – point 6.2.2 – paragraph 2 – point 5 – introductory part
Annex I – part II – point 6 – point 6.2 – point 6.2.2 – paragraph 2 – point 5 – introductory part
5. Food and, Natural Resources, Seas and Oceans
Amendment 175 #
2018/0225(COD)
Proposal for a decision
Annex II – paragraph 1 – point 8
Annex II – paragraph 1 – point 8
8. Food and, Natural Resources, Seas and Oceans
Amendment 47 #
2018/0224(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point 2 – point e
Article 4 – paragraph 1 – point 2 – point e
(e) cluster 'Food and, Natural Resources, Seas and Oceans';
Amendment 76 #
2018/0224(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point b – point 5
Article 9 – paragraph 2 – point b – point 5
(5) EUR 106 000 000 000 for cluster '‘Food and, Natural Resources', Seas and Oceans’;
Amendment 103 #
2018/0224(COD)
Proposal for a regulation
Annex I – point 2 – paragraph 4 – point b – paragraph 1
Annex I – point 2 – paragraph 4 – point b – paragraph 1
Areas of intervention: Democracy; Cultural heritage and tourism; Social and economic transformations; Disaster-resilient societies; Protection and Security; Ccybersecurity.
Amendment 283 #
2018/0218(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point c – point iii
Article 1 – paragraph 1 – point 4 – point c – point iii
Regulation (EU) No 1308/2013
Article 23 a – paragraph 4
Article 23 a – paragraph 4
4. Without exceeding the overall limit of EUR 220 804 135 laid down in paragraph 1, any Member State may transfer once per school year up to 20% of either one or the other of its indicative allocations.; (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02013R1308-that percentage may be increased up to 25% for the Member States with outermost regions listed in Article 349 TFEU and in other duly justified cases; Or. en 20180101&from=FR)
Amendment 764 #
2018/0218(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
Regulation (EU) No 228/2013
Article 30 – paragraph 2 – indent 1
Article 30 – paragraph 2 – indent 1
— in the French overseas departments: EUR 26312 877 1580 000
Amendment 767 #
2018/0218(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
Regulation (EU) No 228/2013
Article 30 – paragraph 2 – indent 2
Article 30 – paragraph 2 – indent 2
— Azores and Madeira - EUR 102 0831 210 000
Amendment 769 #
2018/0218(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
Regulation (EU) No 228/2013
Article 30 – paragraph 2 – indent 3
Article 30 – paragraph 2 – indent 3
— Canary Islands: EUR 257 970 000301 650 396
Amendment 771 #
2018/0218(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
Regulation (EU) No 228/2013
Article 30 – paragraph 3 – indent 1
Article 30 – paragraph 3 – indent 1
— in the French overseas departments: EUR 25 900 0030 230 220
Amendment 774 #
2018/0218(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
Regulation (EU) No 228/2013
Article 30 – paragraph 3 – indent 2
Article 30 – paragraph 3 – indent 2
— Azores and Madeira: EUR 20 400 003 824 560
Amendment 776 #
2018/0218(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
Regulation (EU) No 228/2013
Article 30 – paragraph 3 – indent 3
Article 30 – paragraph 3 – indent 3
— Canary Islands: EUR 69 981 700 00260
Amendment 2920 #
2018/0216(COD)
Proposal for a regulation
Article 49 – paragraph 4
Article 49 – paragraph 4
4. The Union financial assistance to the interventions referred to in paragraph 2 shall be maximum 50% of the expenditure, with the exception of the outermost regions, where this maximum shall be 85%. The remaining part of the expenditure shall be borne by the Member States.
Amendment 3027 #
2018/0216(COD)
Proposal for a regulation
Article 53 – paragraph 2 – subparagraph 1 – point c
Article 53 – paragraph 2 – subparagraph 1 – point c
(c) 785% of eligible investment costs in the outermost regions referred to in Article 349 TFEU;
Amendment 3039 #
2018/0216(COD)
Proposal for a regulation
Article 53 – paragraph 5 – subparagraph 1 – point c
Article 53 – paragraph 5 – subparagraph 1 – point c
(c) 785% of eligible investment costs in the outermost regions referred to in Article 349 TFEU;
Amendment 3932 #
2018/0216(COD)
Proposal for a regulation
Article 85 – paragraph 2 – subparagraph 1 – point a
Article 85 – paragraph 2 – subparagraph 1 – point a
(a) 7085% of the eligible public expenditure in the outermost regions and in the smaller Aegean islands within the meaning of Regulation (EU) No 229/2013;
Amendment 4218 #
2018/0216(COD)
Proposal for a regulation
Article 91 – paragraph 1
Article 91 – paragraph 1
Member States and the outermost regions shall establish CAP Strategic Plans in accordance with this Regulation to implement the Union support financed by the EAGF and the EAFRD for the achievement of the specific objectives set out to in Article 6.
Amendment 4254 #
2018/0216(COD)
Proposal for a regulation
Article 93 – paragraph 1
Article 93 – paragraph 1
Each Member State shall establish a single CAP Strategic Plan for its entire territory, except where this territory includes one of the outermost regions; said regions must each have a specific plan drawn up for them.
Amendment 4260 #
2018/0216(COD)
Proposal for a regulation
Article 93 – paragraph 1 – subparagraph 1 (new)
Article 93 – paragraph 1 – subparagraph 1 (new)
Member States with outermost regions may submit regional plans covering the interventions in Chapter IV of Title III of this Regulation, to be implemented at the most appropriate geographic level for these regions.
Amendment 4279 #
2018/0216(COD)
Proposal for a regulation
Article 94 – paragraph 3 – subparagraph 1 – point a a (new)
Article 94 – paragraph 3 – subparagraph 1 – point a a (new)
(aa) regional governments;
Amendment 4297 #
2018/0216(COD)
Proposal for a regulation
Article 94.º – paragraph 3 a (new)
Article 94.º – paragraph 3 a (new)
3a. The outermost regions should submit autonomous strategic plans directly to the European Commission, both for the first and second pillar of the CAP.
Amendment 4302 #
2018/0216(COD)
Proposal for a regulation
Article 95 – paragraph 1 – point d a (new)
Article 95 – paragraph 1 – point d a (new)
(da) a list of the regional plans referred in the second sub-paragraph of article 93, where applicable;
Amendment 4335 #
2018/0216(COD)
Proposal for a regulation
Article 96.º – paragraph 1 – point d
Article 96.º – paragraph 1 – point d
(d) where applicable, an analysis of the specific needs of vulnerable geographical areas, such as the outermost regions;
Amendment 4460 #
2018/0216(COD)
Proposal for a regulation
Article 106 – paragraph 1
Article 106 – paragraph 1
1. Each Member State and the outermost regions shall submit to the Commission a proposal for a CAP Strategic Plan, containing the information referred to in Article 95 no later than 1 January 2020].
Amendment 4527 #
2018/0216(COD)
Proposal for a regulation
Article 107 – paragraph 1
Article 107 – paragraph 1
1. Member States and outermost regions may submit to the Commission requests to amend their CAP Strategic Plans.
Amendment 111 #
2018/0210(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) The multiannual financial framework set out in Regulation (EU) xx/xx6 provides that the Union budget must continue to support fisheries and maritime policies. The EMFF budget should amount, in current prices, to EUR 6 140 000 000. EMFF resources should be split between shared, direct and indirect management. EUR 5 311 000 000 to EUR 6 867 000 000 in 2018 constant prices (i.e. EUR 7 739 000 000 in current prices). EMFF resources should be split between shared, direct and indirect management. A percentage of 86.5% of FMFF budget, corresponding to EUR 5 940 000 000 in 2018 constant prices (i.e. EUR 6 694 000 000 in current prices), should be allocated to support under shared management and a percentage of 13.5%, corresponding to EUR 829927 000 000 in 2018 constant prices (i.e. 1 045 000 000 in current prices), to support under direct and indirect management. In order to ensure stability in particular with regard to the achievement of the objectives of the CFP, the definition of national allocations under shared management for the 2021- 2027 programming period should be based on the EMFF 2014-2020 shares. Specific amounts should be reserved for the outermost regions, control and enforcement and collection and processing of data for fisheries management and scientific purposes, while amounts for permanent cessation and extraordintemporary cessation of fishing activities should be capped. _________________ 6 OJ C […], […], p. […]. OJ C […], […], p. […].
Amendment 169 #
2018/0210(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Much has been achieved over the last few years by the CFP in bringing fish stocks back to healthy levels, in increasing the profitability of the Union's fishing industry and in conserving marine ecosystems. However, substantial challenges remain to achieve the socio- economic and environmental objectives of CFP. This requires continued support beyond 2020, notably in sea basins where progress has been slower, particularly in the most isolated ones like outermost regions.
Amendment 175 #
2018/0210(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) Fisheries are vital to the livelihood and cultural heritage of many coastal communities in the Union, in particular where small-scale coastal fishing plays an important role such as outermost regions. With the average age in many fishing communities being over 50, generational renewal and diversification of activities remain a challenge.
Amendment 203 #
2018/0210(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) The success of the CFP is dependent on the availability of scientific advice for the management of fisheries, and hence on the availability of data on fisheries. In the light of the challenges and costs to obtain reliable and complete data, it is necessary to support Member States' actions to collect and process data in line with Regulation (EU) No 2017/1004 of the European Parliament and of the Council ('Data Collection Framework Regulation')9 and to contribute to the best available scientific advice. This support should allow synergies with the collection and processing of other types of marine data, including data about recreational fisheries. _________________ 9 Regulation (EU) 2017/1004 of the European Parliament and of the Council of 17 May 2017 on the establishment of a Union framework for the collection, management and use of data in the fisheries sector and support for scientific advice regarding the common fisheries policy and repealing Council Regulation (EC) No 199/2008 (OJ L 157, 20.06.2017, p. 1).
Amendment 244 #
2018/0210(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) The outermost regions, as outlined in the Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee, the Committee of the Regions and the European Investment Bank of 24 October 2017 entitled 'A stronger and renewed strategic partnership with the EU's outermost regions'10, face specific challenges linked to their remoteness, topography and climate as referred to in Article 349 of the Treaty and also have specific assets on which to develop a sustainable blue economy. Therefore, for each outermost region, an action plan for the development of sustainable blue economy sectors, including the sustainable exploitation of fisheries and aquaculture, should be attached to the programme of the concerned Member States and a financial allocation should be reserved to support the implementation of those action plans. It should also be possible for the EMFF to support a compensation of the additional costs the outermost regions face due to their locationremoteness and insularity. That support should be capped as a percentage of this overall financial allocatione lessons drawn from the 2014-2020 programming period call for a simplified implementation of the compensation of the additional costs scheme in the interest of beneficiaries, in line with the Commission’s goal of simplification. Member States should have more flexibility to modify their allocation during the budgetary period. In addition, a higher aid intensity rate than the one that applies to other operations should be applied in the outermost regions. _________________ 10COM(2017) 623.
Amendment 245 #
2018/0210(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) The outermost regions, as outlined in the Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee, the Committee of the Regions and the European Investment Bank of 24 October 2017 entitled 'A stronger and renewed strategic partnership with the EU's outermost regions'10 , face specific challenges linked to their remoteness, topography and climate as referred to in Article 349 of the Treaty and also have specific assets on which to develop a sustainable blue economy. Therefore, for each outermost region, an action plan for the development of sustainable blue economy sectors, including the sustainable exploitation of fisheries and aquaculture, should be attached to the programme of the concerned Member States and a financial allocation should be reserved to support the implementation of those action plans. It should also be possible for the EMFF to support a compensation of the additional costs the outermost regions face due to their location and insularity. That support should be capped as a percentage of this overall financial allocation. In addition, a higher aid intensity rate and EMFF financing rate than the one that applies to other operatutermost regions should be applied in the outermost regions. _________________ 10 COM(2017) 623
Amendment 247 #
2018/0210(COD)
Proposal for a regulation
Recital 29 a (new)
Recital 29 a (new)
(29a) In order to ensure the survival of the fisheries sector in the outermost regions and in compliance with the principles of differential treatment for small islands and territories mentioned in Sustainable Development Goal (SDG) 14, it should be possible for the EMFF to support, on the basis of Article 349 TFEU, the renewal of the outermost regions’ small-scale coastal fishing vessels which land all their catches in ports in the outermost regions and contribute to local sustainable development, so as to increase human safety, to comply with European hygiene standards, to fight IUU fishing and to achieve greater environmental efficiency. This fishing fleet renewal should remain within the limits of authorised capacity ceilings, should be restricted to the replacement of an old vessel by a new one, and should allow sustainable fishing and the reaching of the Maximum Sustainable Yield (MSY) objective. It should be possible for the EMFF to support associated measures, such as the construction or the modernisation of small shipyards dedicated to traditional and artisanal fishing vessels in the outermost regions, the renovation of the deck, or studies.
Amendment 251 #
2018/0210(COD)
Proposal for a regulation
Recital 29 b (new)
Recital 29 b (new)
(29b) With a view to alleviating the above-mentioned specific constraints in outermost regions and on the basis of Article 349 TFEU, it should be possible to grant State operating aid under a simplified procedure.
Amendment 256 #
2018/0210(COD)
Proposal for a regulation
Recital 30
Recital 30
(30) Under shared management, it should be possible for the EMFF to support the protection and restoration of marine and coastal biodiversity and ecosystems. For that purpose, support should be available to compensate the collection by fishers of lost fishing gears and marine litter, in particular plastic, from the sea and for investments in ports to provide adequate reception and storage facilities for lost fishing gears and marine litter collected. Support should also be available for actions to achieve or maintain a good environmental status in the marine environment as set out in Directive 2008/56/EC of the European Parliament and of the Council ('Maritime Strategy Framework Directive')11 , for the implementation of spatial protection measures established pursuant to that Directive and, in accordance with the prioritised action frameworks established pursuant to Council Directive 92/43/EEC ('Habitats Directive')12 , for the management, restoration and monitoring of NATURA 2000 areas as well as for the protection of species under Directive 92/43/EEC and Directive 2009/147/EC of the European Parliament and of the Council ('Birds Directive')13 . Under direct management, the EMFF should support the promotion of clean and healthy seas and the implementation of the European Strategy for Plastics in a Circular Economy developed in the Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions of 16 January 201614 , in coherence with the objective of achieving or maintaining a good environmental status in the marine environment. _________________ 11 Directive 2008/56/EC of the European Parliament and of the Council of 17 June 2008 establishing a framework for community action in the field of marine environmental policy (OJ L 164, 25.6.2008, p. 19). 12 Council Directive 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora (OJ L 206, 22.07.1992, p. 7). 13 Directive 2009/147/EC of the European Parliament and of the Council of 30 November 2009 on the conservation of wild birds (OJ L 20, 26.01.2010, p. 7). 14 COM(2018) 28
Amendment 342 #
2018/0210(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point 6 a (new)
Article 3 – paragraph 2 – point 6 a (new)
(6 a) 'recreational fisheries' means non- commercial fishing activities exploiting marine biological resources for recreation, tourism or sport;
Amendment 353 #
2018/0210(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point 13
Article 3 – paragraph 2 – point 13
(13) 'sea basin strategy' means an integrated framework to address common marine and maritime challenges faced by Member States, and where appropriate third countries, in a specific sea basin or in one or more sub-sea basins, and promote cooperation and coordination in order to achieve economic, social and territorial cohesion; it is developed by the Commission in cooperation with the Member States and third countries concerned, their regions and other stakeholders as appropriate;
Amendment 403 #
2018/0210(COD)
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
1. The financial envelope for the implementation of the EMFF for the period 2021-2027 shall be EUR 6 140867 000 000 in 2018 constant prices (i.e. 7 739 000 000 in current prices).
Amendment 421 #
2018/0210(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point a
Article 6 – paragraph 2 – point a
(a) EUR 102 000 00014 000 000 in 2018 constant prices (i.e. 128 566 000 in current prices) for the Azores and Madeira;
Amendment 425 #
2018/0210(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point b
Article 6 – paragraph 2 – point b
(b) EUR 82 000 00091 700 000 in 2018 constant prices (i.e. 103 357 000 in current prices) for the Canary Islands;
Amendment 431 #
2018/0210(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point c
Article 6 – paragraph 2 – point c
(c) EUR 131 000 00046 500 000 in 2018 constant prices (i.e. 165 119 000 in current prices) for Guadeloupe, French Guiana, Martinique, Mayotte, Réunion and Saint- Martin.
Amendment 524 #
2018/0210(COD)
Proposal for a regulation
Article 12 a (new)
Article 12 a (new)
Article 12 a Eligible operations In Member States programmes should be identified a variety of operations that may be supported by the EMFF, and this operations should be covered by one or more priorities of this Regulation.
Amendment 548 #
2018/0210(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point f
Article 13 – paragraph 1 – point f
(f) the transfer of ownership of a business, except for the transfer of an undertaking for young fishermen or young aquaculture producer under the age of 40;
Amendment 639 #
2018/0210(COD)
Proposal for a regulation
Article 16 – paragraph 1 – point b
Article 16 – paragraph 1 – point b
(b) the replacement or modernisation of a main or ancillary engine, or the modernization of any other component of the propulsion equipment, as well as the alterations and additions necessary for its installation on board.
Amendment 653 #
2018/0210(COD)
Proposal for a regulation
Article 16 – paragraph 2
Article 16 – paragraph 2
2. The vessels referred to in paragraph 1 shall be equipped for sea fishing and be between 5 and 30 years old, when duly justified may apply to newer vessels.
Amendment 665 #
2018/0210(COD)
Proposal for a regulation
Article 16 – paragraph 3 a (new)
Article 16 – paragraph 3 a (new)
3a. In the outermost regions, the power of the new engine or the modernized engine may exceed the current engine's kW in the case of a duly justified need for increased power for reasons of safety at sea and that does not involve an increase in fishing effort
Amendment 785 #
2018/0210(COD)
Proposal for a regulation
Article 20 – paragraph 1
Article 20 – paragraph 1
1. The EMFF may support the collection, management and use of data for fisheries and aquaculture management and scientific purposes, including data on recreational fisheries, as provided for in Article 25(1) and (2) and Article 27 of Regulation (EU) No 1380/2013 and further specified in Regulation (EU) No 2017/1004, on the basis of the national work plans referred to in Article 6 of Regulation (EU) No 2017/1004.
Amendment 818 #
2018/0210(COD)
Proposal for a regulation
Article 22 – paragraph 2 – point f a (new)
Article 22 – paragraph 2 – point f a (new)
(f a) The construction, installation or modernization of fixed or mobile devices intended to protect and enhance marine fauna and flora, including their scientific preparation and assessment and, in the case of the outermost regions, anchored fish aggregation devices that contribute to sustainable and selective fishing.
Amendment 914 #
2018/0210(COD)
Proposal for a regulation
Title 3 – chapter 5 a (new)
Title 3 – chapter 5 a (new)
Amendment 1009 #
2018/0210(COD)
Proposal for a regulation
Annex II a (new)
Annex II a (new)
Outermost Regions Area of Support MAXIMUM CO-FINANANCING RATE (% of the eligible public expenditure) Article 29 c) 85% Renewal of artisanal and small scale coastal fishing fleets and associated measures Article 29 d) 100% Compensation for additional costs for fisheries and aquaculture products
Amendment 64 #
2018/0209(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Union environmental, climate and relevant clean energy policy and legislation have delivered substantial improvements to the state of the environment. The gradual mainstreaming of environmental and climate actions within other European public policies, such as agriculture and energy, has also contributed to this improvement. However, major environmental and climate challenges remain, which if left unaddressed, will have significant negative consequences for the Union and the well- being of its citizens.
Amendment 108 #
2018/0209(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) The voluntary scheme for Biodiversity and Ecosystem Services in Territories of European Overseas (BEST) promotes the conservation of biodiversity, including marine biodiversity, and sustainable use of ecosystem services, including ecosystem-based approaches to climate change adaptation and mitigation, in the Union's Outermost Regions and Overseas Countries and Territories. Through the BEST preparatory action adopted in 2011 and the subsequent BEST 2.0 and BEST RUP programmes, BEST has helped to raise awareness for the ecological importance of the Outermost Regions and Overseas Countries and Territories forand their key role in conserving global biodiversity. Through its support, 90 projects have been established, enabling the European Union to give direct support to local stakeholders. 80% of European biodiversity is in European overseas countries and territories and the Commission’s impact study estimates that the need for financial support for projects on the ground in these territories is EUR 8 million per year. In their Ministerial Declarations in 2017 and 2018, Overseas Countries and Territories have expressed their appreciation for this small grant scheme for biodiversity. It is therefore appropriate to allowinclude the BEST initiative within theis Programme to continue financing small grants for biodiversity, including capacity building and the capitalisation of actions funded in both the Outermost Regions and the Overseas Countries and Territories.
Amendment 129 #
2018/0209(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) The improvement of governance on environmental, climate change and related clean energy transition matters requires involvement of civil society by raising public awareness, consumer engagement, and broadening of stakeholder involvement, including non-governmental organisations, in consultation on and implementation of related policiesand participation of civil society and socio-professional stakeholders, local partners and elected representatives to raise public awareness, consumer engagement, and broadening of stakeholder involvement.
Amendment 145 #
2018/0209(COD)
Proposal for a regulation
Recital 25
Recital 25
(25) In the implementation of the Programme due consideration should be given to the strategy for outermost regions30 in view of Article 349 TFEU and the specific needs and vulnerabilities of these regions. The outermost regions and the overseas countries and territories of EU Member States should also be covered by the Programme’s action in favour of biodiversity following the incorporation of BEST into the LIFE programme. Union policies other than environmental, climate and relevant clean energy transition policies should also be taken into account. _________________ 30 COM(2017) 623 final COM(2017) 623 final
Amendment 171 #
2018/0209(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 6 a (new)
Article 2 – paragraph 1 – point 6 a (new)
(6a) ‘potential candidate’ means a country or entity with a clear perspective of joining the Union in the future, but which has not yet been granted candidate status.
Amendment 172 #
2018/0209(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 6 b (new)
Article 2 – paragraph 1 – point 6 b (new)
(6b) ‘overseas countries and territories’ means the overseas countries or territories linked to a European Union Member State covered by Part 4 of the Treaty on the Functioning of the European Union (TFEU) and listed in Annex II to the TFEU.
Amendment 209 #
2018/0209(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point a – introductory part
Article 5 – paragraph 2 – point a – introductory part
(a) EUR 3 5005 322 000 000 for the field Environment, of which
Amendment 213 #
2018/0209(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point a – point 1
Article 5 – paragraph 2 – point a – point 1
(1) EUR 2 150672 000 000 for the sub- programme Nature and Biodiversity and
Amendment 221 #
2018/0209(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point a – point 2 a (new)
Article 5 – paragraph 2 – point a – point 2 a (new)
(2a) EUR 1 300 000 000 for the sub- programme Sustainable Farming Practices;
Amendment 243 #
2018/0209(COD)
Proposal for a regulation
Article 5 – paragraph 5 a (new)
Article 5 – paragraph 5 a (new)
5a. On the basis of the Commission’s impact study and its estimates, adequate amounts shall be allocated to the BEST programme in order to continue supporting actors in the outermost regions and overseas countries and territories, capacity-building and the capitalisation of the operations financed.
Amendment 295 #
2018/0209(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point f
Article 13 – paragraph 1 – point f
(f) where appropriate, special regard shall be given to projects in geographical areas with specific needs or vulnerabilities, such as areas with specific environmental challenges or natural constraints, trans- border areas or outermost regions and overseas countries and territories linked to European Union Member States. Special attention should be paid to the issues of coastal erosion, coastal flooding and the protection of marine ecosystems.
Amendment 91 #
2018/0199(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) Based on the experience with cross- border and transnational cooperation during the programming period 2014-2020 in outermost regions, where the combination of both components within a single programme per cooperation area has not brought about sufficient simplification for programme authorities and beneficiaries, a specific additional outermost regions’ component should be established in order to enable outermost regions to cooperate with their neighbouringd countries, overseas countries and territories in the most effective and simple way(OCTs), or regional cooperation organisations in the most effective and simple way that takes into account their individual characteristics.
Amendment 102 #
2018/0199(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Based on the experience with the interregional cooperation programmes under Interreg and the lack of such cooperation within programmes under the Investment for jobs and growth goal during the programming period 2014-2020, the interregional cooperation component should focus more specifically on boosting the effectiveness of cohesion policy. That component should therefore be limited to two programmes, one to enable all kind of experience, innovative approaches and capacity building for programmes under both goals and to promote European groupings of territorial cooperation ('EGTCs') set up or to be set up pursuant to Regulation (EC) No 1082/2006 of the European Parliament and of the Council24 and one to improve the analysis of development trends. Project-based cooperation throughout the Union should be integrated into the new component on interregional innovation investments and closely linked to the implementation of the Communication from the Commission 'Strengthening Innovation in Europe's Regions: Strategies for resilient, inclusive and sustainable growth25, in particular to support thematic smart specialisation platforms on fields such as energy, industrial modernisation or agrifood. Finally, integrated territorial development focusing on functional urban areas or urban areas should be concentrated within programmes under the Investment for jobs and growth goal and in one accompanying instrument, the ‘European Urban Initiative”. The two programmes under the interregional cooperation component should cover the whole Union and should also be open for the participation of OCTs, third countries and regional cooperation organisations, including the outermost neighbouring regions. _________________ 24 Regulation (EC) No 1082/2006 of the European Parliament and of the Council of 5 July 2006 on a European grouping of territorial cooperation (EGTC) (OJ L 210, 31.7.2006, p. 19). 25 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions 'Strengthening Innovation in Europe's Regions: Strategies for resilient, inclusive and sustainable growth' - COM(2017) 376 final, 18.7.2017.
Amendment 173 #
2018/0199(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation lays down rules for the European territorial cooperation goal (Interreg) with a view to fostering cooperation between Member States inside the Union and between Member States and adjacent third countries, partner countries, other territories or overseas countries and territories ('OCTs') or group of third countries forming part of a regional organisation, respectively.
Amendment 174 #
2018/0199(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation lays down rules for the European territorial cooperation goal (Interreg) with a view to fostering cooperation between Member States inside the Union and between Member States and adjacent third countries, partner countries, other territories or overseas countries and territories ('OCTs'), or regional cooperation organisations respectively.
Amendment 180 #
2018/0199(COD)
Proposal for a regulation
Article 2 – paragraph 1 a (new)
Article 2 – paragraph 1 a (new)
(1a) Regional cooperation organisations: a group of States or regions in the same geographical area that aim to cooperate closely on issues of common interest.
Amendment 205 #
2018/0199(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 3
Article 3 – paragraph 1 – point 3
(3) outermost regions' cooperation among themselves and with their neighbouring third or partner countries or OCTs, or group of third countries forming part of a regional organisation, or several thereof, to facilitate their regional integration in their neighbourhood ('component 3');
Amendment 260 #
2018/0199(COD)
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
2. The outermost regions' Interreg programmes may cover neighbouring partner countries supported by the NDICI or, OCTs supported by the OCTP, or bothregional cooperation organisations, or a combination of two or all three of these.
Amendment 264 #
2018/0199(COD)
Proposal for a regulation
Article 7 – paragraph 1
Article 7 – paragraph 1
1. For any component 4 Interreg programme or for interregional innovation investments under component 5, the entire territory of the Union shall be supported by the ERDF, including the outermost regions.
Amendment 314 #
2018/0199(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point c
Article 9 – paragraph 2 – point c
(c) 3.2 % (i.e., a total of EUR 270 100 000)5 % for outermost regions' cooperation (component 3);
Amendment 365 #
2018/0199(COD)
Proposal for a regulation
Article 13 – paragraph 1
Article 13 – paragraph 1
The co-financing rate at the level of each Interreg programme shall be not higher than 70 %, unless, with regard to external cross-border or component 3 Interreg programmes, a higher percentage is fixed in Regulations (EU) [IPA III], [NDICI] or Council Decision (EU) [OCTP] respectively or in any act adopted thereunder85 %; the outermost regions shall receive the maximum rate permitted.
Amendment 419 #
2018/0199(COD)
Proposal for a regulation
Article 16 – paragraph 1
Article 16 – paragraph 1
1. The European territorial cooperation goal (Interreg) shall be implemented through Interreg programmes under shared management with the exception of component 3, which may be implemented as a whole or partially under indirect management after consulting stakeholders, and of component 5 which shall be implemented under direct or indirect management.
Amendment 420 #
2018/0199(COD)
Proposal for a regulation
Article 16 – paragraph 2
Article 16 – paragraph 2
2. The participating Member States and, where applicable, third countries, partner countries or, OCTs, or regional cooperation organisations shall prepare an Interreg programme in accordance with the template set out in the Annex for the period from 1 January 2021 to 31 December 2027.
Amendment 424 #
2018/0199(COD)
Proposal for a regulation
Article 16 – paragraph 4 – subparagraph 1
Article 16 – paragraph 4 – subparagraph 1
The Member State hosting the prospective managing authority, shall submit an Interreg programme to the Commission by [date of entry into force plus nine months;] on behalf of all participating Member States and, where applicable, third countries, partner countries or OCT, OCTs, or regional cooperation organisations.
Amendment 459 #
2018/0199(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
3. The participating Member States and, where applicable, third or partner countries or OCT, OCTs, or regional cooperation organisations shall review the Interreg programme taking into account the observations made by the Commission.
Amendment 468 #
2018/0199(COD)
Proposal for a regulation
Article 19 – paragraph 3
Article 19 – paragraph 3
3. The participating Member States and, where applicable, third countries, partner countries or OCT, OCTs, or regional cooperation organisations shall review the amended programme and take into account the observations made by the Commission.
Amendment 507 #
2018/0199(COD)
Proposal for a regulation
Article 23 – paragraph 4 – subparagraph 2
Article 23 – paragraph 4 – subparagraph 2
For Interreg operations under component 3 Interreg programmes, the partners from outermost regions and third countries, partner countries or OCTs shall be required to cooperate only in threewo of the four dimensions listed in the first subparagraph.
Amendment 526 #
2018/0199(COD)
Proposal for a regulation
Article 24 – paragraph 2
Article 24 – paragraph 2
2. The beneficiary of a small project fund shall be a cross-border legal body or an EGTC, including legal bodies in the outermost regions.
Amendment 548 #
2018/0199(COD)
Proposal for a regulation
Article 26 – paragraph 2 – point c
Article 26 – paragraph 2 – point c
c) for component 2, 3 and 4 Interreg programmes, both for the ERDF and, where applicable, for the external financing instruments of the Union: 7%.;
Amendment 550 #
2018/0199(COD)
Proposal for a regulation
Article 26 – paragraph 2 – point c a (new)
Article 26 – paragraph 2 – point c a (new)
ca. for component 3 of Interreg programmes, both for the ERDF and, where applicable, for the external financing instruments of the Union: 10%.
Amendment 551 #
2018/0199(COD)
Proposal for a regulation
Article 27 – paragraph 1
Article 27 – paragraph 1
1. The Member States and, where applicable, the third countries, partner countries and OCT, OCTs, or regional cooperation organisations participating in that programme shall set up, in agreement with the managing authority, a committee to monitor implementation of the respective Interreg programme ('monitoring committee') within three months of the date of notification to the Member States of the Commission decision adopting an Interreg programme,
Amendment 583 #
2018/0199(COD)
Proposal for a regulation
Article 31 – paragraph 1 – subparagraph 1
Article 31 – paragraph 1 – subparagraph 1
Each managing authority shall electronically transmit to the Commission cumulative data for the respective Interreg programme by 31 January, 31 March, 31 May, 31 July, 30 SeptemberMay and 30 November of each year in accordance with the template in Annex [VII] to Regulation (EU) [new CPR].
Amendment 589 #
2018/0199(COD)
Proposal for a regulation
Article 31 – paragraph 1 – subparagraph 2
Article 31 – paragraph 1 – subparagraph 2
The first transmission shall be due by 31 JanuarMay 2022 and the last one by 31 January0 November 2030.
Amendment 636 #
2018/0199(COD)
Proposal for a regulation
Article 44 – paragraph 1
Article 44 – paragraph 1
1. Member States and, where applicable, third countries, partner countries and OCT, OCTs, and regional cooperation organisations participating in an Interreg programme shall identify, for the purposes of Article [65] of Regulation (EU) [new CPR], a single managing authority and a single audit authority.
Amendment 725 #
2018/0199(COD)
Proposal for a regulation
Chapter 8 – title
Chapter 8 – title
Participation of third countries or partner countries or OCT, OCTs, or regional cooperation organisations in Interreg programmes under shared management
Amendment 726 #
2018/0199(COD)
Proposal for a regulation
Article 51 – paragraph 1
Article 51 – paragraph 1
Chapters I to VII and Chapter X shall apply to the participation of third countries, partner countries and OCT, OCTs, or regional cooperation organisations in Interreg programmes subject to the specific provisions set out in this Chapter.
Amendment 735 #
2018/0199(COD)
Proposal for a regulation
Article 53 – paragraph 3 – subparagraph 1 – point a
Article 53 – paragraph 3 – subparagraph 1 – point a
a) under shared management both in the Member States and in any participating third country or OCT or group of third countries forming part of a regional organisation;
Amendment 736 #
2018/0199(COD)
Proposal for a regulation
Article 53 – paragraph 3 – subparagraph 1 – point b
Article 53 – paragraph 3 – subparagraph 1 – point b
b) under shared management only in the Member States and in any participating third country or OCT, or group of third countries forming part of a regional organisation, with regard to ERDF expenditure outside the Union for one or more operations, whereas the contributions from one or more external financing instruments of the Union are managed under indirect management;
Amendment 738 #
2018/0199(COD)
Proposal for a regulation
Article 53 – paragraph 3 – subparagraph 1 – point c
Article 53 – paragraph 3 – subparagraph 1 – point c
c) under indirect management both in the Member States and in any participating third country or OCT or group of third countries forming part of a regional organisation.
Amendment 766 #
2018/0199(COD)
Proposal for a regulation
Article 60 – paragraph 1
Article 60 – paragraph 1
1. Where, after consulting stakeholders, part or all of a component 3 Interreg programme is implemented under indirect management pursuant to point (b) or (c) respectively of Article 53(3), implementation tasks shall be entrusted to one of the bodies listed in point [(c) of the first subparagraph of Article 62(1)] of Regulation (EU, Euratom) [FR-Omnibus], in particular to such a body located in the participating Member State, including the managing authority of the Interreg programme concerned.
Amendment 773 #
2018/0199(COD)
Proposal for a regulation
Article 62 a (new)
Article 62 a (new)
Article 62a State aid Aid which is granted by a State, or which uses State resources, and is allocated to Interreg programmes shall be deemed compatible with the internal market.
Amendment 54 #
2018/0197(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point c – point ii
Article 2 – paragraph 1 – point c – point ii
(ii) developing a sustainable, climate resilient, intelligent, secure and intermodal TEN-T, particularly the secondary network thereof;
Amendment 56 #
2018/0197(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point c – point iii
Article 2 – paragraph 1 – point c – point iii
(iii) developing sustainable, climate resilient, intelligent and intermodal national, regional and local mobility, including improved access to TEN-T and cross-border mobility, including in the outermost regions and the links between them and the internal market;
Amendment 64 #
2018/0197(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point e – point i
Article 2 – paragraph 1 – point e – point i
(i) fostering the integrated social, economic and environmental development, cultural heritage, the tourism sector and security in urban areas;
Amendment 65 #
2018/0197(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point e – point ii
Article 2 – paragraph 1 – point e – point ii
(ii) fostering the integrated social, economic and environmental local development, cultural heritage, the tourism sector and security, including for rural and, coastal areasnd remote island areas and the outermost regions, also through community-led local development.
Amendment 67 #
2018/0197(COD)
Proposal for a regulation
Article 2 – paragraph 3 – subparagraph 2
Article 2 – paragraph 3 – subparagraph 2
Cooperation referred to in point (b) shall include cooperation with partners from cross-border regions, from non-contiguous regions or from regions located in the territory covered by a macro-regional or sea-basin strategy or a combination thereof, or among the outermost regions.
Amendment 82 #
2018/0197(COD)
Proposal for a regulation
Article 4 – paragraph 1 – subparagraph 1 – point a
Article 4 – paragraph 1 – subparagraph 1 – point a
(a) investments in infrastructure, such as transport, energy and digital infrastructure (particularly 5G corridors and undersea cables);
Amendment 96 #
2018/0197(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point g
Article 6 – paragraph 1 – point g
(g) investment in facilities for the treatment of residual waste, except for the outermost regions;
Amendment 100 #
2018/0197(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) In an increasingly interconnected world and in view of the internal and external demographic and migration dynamics, it is clear that Union migration policy requires a common approach that relies on the synergies and complementarities of the different funding instruments. In order to ensure coherent, strong and consistent support for solidarity and responsibility-sharing efforts between Member States in managing migration, the ERDF should provide support to facilitate the long-term integration of migrants.
Amendment 108 #
2018/0197(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
1. Article 3 shall not apply to the specific additional allocation for the outermost regions. The specific additional allocation for the outermost regions shall be used to offset the additional costs incurred in these regions as a result of one or several of the permanent restraints to their development listed in Article 349 of the TFEU.
Amendment 109 #
2018/0197(COD)
Proposal for a regulation
Article 11 – paragraph 3 a (new)
Article 11 – paragraph 3 a (new)
(3a) By way of derogation from Article 4(1), the ERDF may support productive investment in enterprises in the outermost regions, irrespective of the size of those enterprises.
Amendment 195 #
2018/0197(COD)
Proposal for a regulation
Recital 26
Recital 26
(26) In order to identify or provide solutions which address issues relating to sustainable urban development at Union level, the Urban Innovative Actions in the area of sustainable urban development should be replaced by a European Urban Initiative, to be implemented under direct or indirect management. That initiative should cover all urban areas and support the Urban Agenda for the European Union21. _________________ 21 Council Conclusions on an Urban Agenda for the EU of 24 June 2016.
Amendment 197 #
2018/0197(COD)
Proposal for a regulation
Recital 26 a (new)
Recital 26 a (new)
(26a) For the purpose of strengthening economic, social and territorial cohesion, as envisaged in Article 174 TFEU, the European Urban Initiative and support for rural, mountainous and isolated areas, particularly those most affected by demographic decline, should be the two sides of the same coin, that is to say, they should focus not only on the more central urban hubs and their surrounding fabric, but also on the more remote rural areas located further away from them. Indeed, priority could even be given to more remote, rural or mountainous areas with low urban or demographic density, through the formulation and development of specific measures encompassing outlying urban centres, accompanied by services or infrastructures that will inevitably be necessary to ensure a functional and successful outcome.
Amendment 473 #
2018/0197(COD)
Proposal for a regulation
Article 3 – paragraph 3 – subparagraph 3
Article 3 – paragraph 3 – subparagraph 3
Amendment 506 #
2018/0197(COD)
Proposal for a regulation
Article 3 – paragraph 4 – point c
Article 3 – paragraph 4 – point c
(c) Member States of group 3 shall allocate at least 325 % of their total ERDF resources under priorities other than for technical assistance to PO 1, and at least 320 % to PO 2.
Amendment 514 #
2018/0197(COD)
Proposal for a regulation
Article 3 – paragraph 4 – point c a (new)
Article 3 – paragraph 4 – point c a (new)
(ca) the outermost regions, due to their specific constraints and in particular their remoteness, insularity, small size, difficult topography and climate, economic dependence on a small number of products, allocate at least 25 % of their total ERDF resources to priorities other than technical assistance to PO 1 and at least 20 % to PO 2.
Amendment 621 #
2018/0197(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point f
Article 6 – paragraph 1 – point f
(f) investment in disposal of waste in landfill, except in the outermost regions in certain duly substantiated cases;
Amendment 719 #
2018/0197(COD)
Proposal for a regulation
Article 10.º – paragraph 1 – subparagraph 1
Article 10.º – paragraph 1 – subparagraph 1
The ERDF shallmust also support the European Urban Initiative, implemented by the Commission in direct and indirect management.
Amendment 759 #
2018/0197(COD)
Proposal for a regulation
Article 11 – paragraph 2 – subparagraph 1 – introductory part
Article 11 – paragraph 2 – subparagraph 1 – introductory part
The thematic concentration provided for in Article 3 (4) (c) new of this Regulation shall not apply to the allocation referred to in paragraph 1. The allocation shall support:
Amendment 765 #
2018/0197(COD)
Proposal for a regulation
Article 11 – paragraph 3 a (new)
Article 11 – paragraph 3 a (new)
3a. By way of derogation from Article 4 (1) (c), the ERDF may support productive investment in enterprises in the outermost regions, irrespective of their size.
Amendment 18 #
2018/0196(COD)
Proposal for a regulation
Recital 1 a (new)
Recital 1 a (new)
(1a) Cohesion policy financing for the period 2021-2027 should be increased as described in the resolution adopted by the European Parliament or at least remain at the same level as under the current multiannual financial framework.
Amendment 40 #
2018/0196(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
3. The Commission may implement outermost regions' cooperation under the European territorial cooperation goal (Interreg) under indirect management, with the prior agreement of the parties.
Amendment 55 #
2018/0196(COD)
Proposal for a regulation
Article 15 – paragraph 9
Article 15 – paragraph 9
9. The scope and level of the suspension of commitments or payments to be imposed shall be proportionate, shall respect the equality of treatment between Member States and shall take into account the economic and social circumstances of the Member State concerned, in particular the level of unemployment, the level of poverty or social exclusion of the Member State concerned in relation to the Union average and the impact of the suspension on the economy of the Member State concerned. The impact of suspensions on programmes of critical importance to address adverse structural, economic or social conditions, such as those in the outermost regions, shall be a specific factor to be taken into account.
Amendment 70 #
2018/0196(COD)
Proposal for a regulation
Article 19 – paragraph 5 a (new)
Article 19 – paragraph 5 a (new)
5a. For the outermost regions, the Member State may, during the programming period, transfer up to 10% of the initial allocation of a priority and no more than 5% of the programme budget to another priority of the same Fund from the same programme.
Amendment 72 #
2018/0196(COD)
Proposal for a regulation
Article 31 – paragraph 2 – point a
Article 31 – paragraph 2 – point a
(a) for the ERDF support under the Investment for jobs and growth goal, and for the Cohesion Fund support: 2.5 %; for the outermost regions, 4 %;
Amendment 74 #
2018/0196(COD)
Proposal for a regulation
Article 31 – paragraph 2 – point b
Article 31 – paragraph 2 – point b
(b) for the ESF+ support: 4 % and 5 % for the outermost regions and for programmes under Article 4(1)(c)(vii) of the ESF+ Regulation: 5 %;
Amendment 75 #
2018/0196(COD)
Proposal for a regulation
Article 31 – paragraph 2 – point c
Article 31 – paragraph 2 – point c
(c) for the EMFF support: 6 %; for the outermost regions, 7 %;
Amendment 76 #
2018/0196(COD)
Proposal for a regulation
Article 37 – paragraph 1 – subparagraph 1
Article 37 – paragraph 1 – subparagraph 1
The managing authority shall electronically transmit to the Commission cumulative data for each programme by 31 January, 31 March, 31 May, 31 July, 30 SeptemberMay and 30 November of each year in accordance with the template set out in Annex VII.
Amendment 77 #
2018/0196(COD)
The first transmission shall be due by 31 JanuarMay 2022 and the last one by 31 January 2030.
Amendment 81 #
2018/0196(COD)
Proposal for a regulation
Article 57 – paragraph 6
Article 57 – paragraph 6
6. Operations shall not be selected for support by the Funds where they have been physically completed or fully implemented before the application for funding under the programme is submitted to the managing authority, irrespective of whether all related payments have been made. This paragraph shall not apply to the aid provided for in Article 21 of Regulation (EU) No XXX (on the European Maritime and Fisheries Fund) regarding compensation for additional fishery and aquaculture product costs in the outermost regions and operations relating to the specific additional allocation for the outermost regions in Regulation (EU) XXXX (ERDF and Cohesion Fund).
Amendment 84 #
2018/0196(COD)
Proposal for a regulation
Article 61 a (new)
Article 61 a (new)
Article 61a State aid Operations financed under the programmes covered in this Regulation shall be considered to be complying with EU state aid rules.
Amendment 88 #
2018/0196(COD)
Proposal for a regulation
Article 84 – paragraph 2 – subparagraph 1 – point a
Article 84 – paragraph 2 – subparagraph 1 – point a
(a) 2021: 0.51 %;
Amendment 90 #
2018/0196(COD)
Proposal for a regulation
Article 84 – paragraph 2 – subparagraph 1 – point b
Article 84 – paragraph 2 – subparagraph 1 – point b
(b) 2022: 0.51 %;
Amendment 92 #
2018/0196(COD)
Proposal for a regulation
Article 84 – paragraph 2 – subparagraph 1 – point c
Article 84 – paragraph 2 – subparagraph 1 – point c
(c) 2023: 0.53 %;
Amendment 93 #
2018/0196(COD)
Proposal for a regulation
Article 84 – paragraph 2 – subparagraph 1 – point d
Article 84 – paragraph 2 – subparagraph 1 – point d
(d) 2024: 0.2.625 %;
Amendment 95 #
2018/0196(COD)
Proposal for a regulation
Article 84 – paragraph 2 – subparagraph 1 – point e
Article 84 – paragraph 2 – subparagraph 1 – point e
(e) 2025: 0.2.75 %;
Amendment 97 #
2018/0196(COD)
Proposal for a regulation
Article 84 – paragraph 2 – subparagraph 1 – point f
Article 84 – paragraph 2 – subparagraph 1 – point f
(f) 2026: 0.52.875 %
Amendment 99 #
2018/0196(COD)
Proposal for a regulation
Article 84 – paragraph 2 – subparagraph 1 – point f a (new)
Article 84 – paragraph 2 – subparagraph 1 – point f a (new)
(fa) 2027-2029: 3%
Amendment 103 #
2018/0196(COD)
Proposal for a regulation
Article 99 – paragraph 1
Article 99 – paragraph 1
1. The Commission shall decommit any amount in a programme which has not been used for pre-financing in accordance with Article 84 or for which a payment application has not been submitted in accordance with Articles 85 and 86 by 26 December of the seconthird calendar year following the year of the budget commitments for the years 2021 to 2026.
Amendment 111 #
2018/0196(COD)
Proposal for a regulation
Article 104 – paragraph 3 – subparagraph 2
Article 104 – paragraph 3 – subparagraph 2
Amendment 114 #
2018/0196(COD)
Proposal for a regulation
Article 104 – paragraph 4 – subparagraph 5
Article 104 – paragraph 4 – subparagraph 5
Amendment 119 #
2018/0196(COD)
Rules applicable for the transport sector under Regulation (EU) [new CEF Regulation] shall apply to the specific calls referred to in the first subparagraph. Until 31 December 2023, the selection of projects eligible for financing shall respect the national allocations under the Cohesion Fund with regard to 70 % of the resources transferred to the CEF.
Amendment 125 #
2018/0196(COD)
Proposal for a regulation
Article 104 – paragraph 4 – subparagraph 7
Article 104 – paragraph 4 – subparagraph 7
Amendment 137 #
2018/0196(COD)
Proposal for a regulation
Article 106 – paragraph 3 – subparagraph 1 – point c a (new)
Article 106 – paragraph 3 – subparagraph 1 – point c a (new)
(ca) 85% for the outermost regions referred to in Article 349 TFEU;
Amendment 138 #
2018/0196(COD)
Proposal for a regulation
Article 106 – paragraph 3 – subparagraph 2
Article 106 – paragraph 3 – subparagraph 2
Amendment 139 #
2018/0196(COD)
Proposal for a regulation
Article 106 – paragraph 3 – subparagraph 3
Article 106 – paragraph 3 – subparagraph 3
The co-financing rate for the Cohesion Fund at the level of each priority shall not be higher than 70 %, except for the outermost regions, where the rate should not be higher than 85 %.
Amendment 141 #
2018/0196(COD)
Proposal for a regulation
Article 106 – paragraph 3 – subparagraph 4
Article 106 – paragraph 3 – subparagraph 4
The ESF+ Regulation may establish higher co-financing rates for priorities supporting innovative actions in accordance with Article [14] of that Regulation, particularly for the outermost regions, where the rate should not be higher than 85 %.
Amendment 142 #
2018/0196(COD)
Proposal for a regulation
Article 106 – paragraph 4 – subparagraph 1
Article 106 – paragraph 4 – subparagraph 1
The co-financing rate for Interreg programmes shall be no higher than 70 %, except for the outermost regions, where the rate should be no higher than 85 %.
Amendment 158 #
2018/0196(COD)
Proposal for a regulation
Annex XXII – point 9
Annex XXII – point 9
9. An additional special allocation corresponding to an aid intensity of EUR 340 per inhabitant per year will be allocated to the outermost NUTS level 2 regions and the northern sparsely populated NUTS level 2 regions. That allocation will be distributed per region and Member State in a manner proportional to the total population of those regions.
Amendment 472 #
2018/0196(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
3. The Commission may implement outermost regions' cooperation under the European territorial cooperation goal (Interreg) under indirect management, following consultation with the stakeholders.
Amendment 832 #
2018/0196(COD)
Proposal for a regulation
Article 15 – paragraph 9
Article 15 – paragraph 9
9. The scope and level of the suspension of commitments or payments to be imposed shall be proportionate, shall respect the equality of treatment between Member States and shall take into account the economic and social circumstances of the Member State concerned, in particular the level of unemployment, the level of poverty or social exclusion of the Member State concerned in relation to the Union average and the impact of the suspension on the economy of the Member State concerned. The impact of suspensions on programmes of critical importance to address adverse economic or social conditionsstructural conditions, as is the case in the outermost regions in particular, shall be a specific factor to be taken into account.
Amendment 1057 #
2018/0196(COD)
Proposal for a regulation
Article 19 – paragraph 5 a (new)
Article 19 – paragraph 5 a (new)
5a. For the outermost regions, the Member State may transfer during the programming period an amount of up to 15 % of the allocation of a priority and no more than 5 % of the programme budget to another priority of the same Fund of the same programme.
Amendment 1217 #
2018/0196(COD)
Proposal for a regulation
Article 31 – paragraph 2 – point a
Article 31 – paragraph 2 – point a
(a) for the ERDF support under the Investment for jobs and growth goal, and for the Cohesion Fund support: 2,4 %; for the outermost regions it shall be 5 %;
Amendment 1236 #
2018/0196(COD)
Proposal for a regulation
Article 31 – paragraph 2 – point b
Article 31 – paragraph 2 – point b
(b) for the ESF+ support: 4% % or 5 % for the outermost regions and for programmes under Article 4(1)(c)(vii) of the ESF+ Regulation: 5 %;
Amendment 1243 #
2018/0196(COD)
Proposal for a regulation
Article 31 – paragraph 2 – point c
Article 31 – paragraph 2 – point c
(c) for the EMFF support: 6 % or 7 % for the outermost regions;
Amendment 1304 #
2018/0196(COD)
Proposal for a regulation
Article 37 – paragraph 1 – subparagraph 1
Article 37 – paragraph 1 – subparagraph 1
The managing authority shall electronically transmit to the Commission cumulative data for each programme by 31 January, 31 March, 31 May, 31 July, 30 SeptemberMay and 30 November of each year in accordance with the template set out in Annex VII.
Amendment 1315 #
2018/0196(COD)
Proposal for a regulation
Article 37 – paragraph 1 – subparagraph 2
Article 37 – paragraph 1 – subparagraph 2
The first transmission shall be due by 31 JanuarMay 2022 and the last one by 31 JanuarMay 2030.
Amendment 1435 #
2018/0196(COD)
Proposal for a regulation
Article 57 – paragraph 6
Article 57 – paragraph 6
6. Operations shall not be selected for support by the Funds where they have been physically completed or fully implemented before the application for funding under the programme is submitted to the managing authority, irrespective of whether all related payments have been made. This paragraph shall not apply to EMFF compensation for additional costs in outermost regions or expenditure financed by specific supplementary ERDF and ESF+ allocations for outermost regions.
Amendment 1454 #
2018/0196(COD)
Proposal for a regulation
Article 61 a (new)
Article 61 a (new)
Article 61a State aid Aid granted by a State or using resources allocated under programmes covered by this Regulation shall be deemed compatible with the internal market.
Amendment 1789 #
2018/0196(COD)
Proposal for a regulation
Article 99.º – paragraph 1
Article 99.º – paragraph 1
1. The Commission shall decommit any amount in a programme which has not been used for pre-financing in accordance with Article 84 or for which a payment application has not been submitted in accordance with Articles 85 and 86 by 26 December of the seconthird calendar year following the year of the budget commitments for the years 2021 to 2026.
Amendment 1844 #
2018/0196(COD)
Proposal for a regulation
Article 104 – paragraph 1 – point e
Article 104 – paragraph 1 – point e
(e) 0.4 % (i.e., a total of EUR 1 447 034 001621 456 739) as additional funding for the outermost regions identified in Article 349 of the TFEU and the NUTS level 2 regions fulfilling the criteria laid down in Article 2 of Protocol No 6 to the 1994 Act of Accession.
Amendment 1855 #
2018/0196(COD)
Proposal for a regulation
Article 104 – paragraph 3 – subparagraph 2
Article 104 – paragraph 3 – subparagraph 2
The amount of additional funding for the outermost regions referred to in point (e) in paragraph 1 allocated toprovided under the ESF+ shall be EUR 376 928 934424 296 056.
Amendment 1964 #
2018/0196(COD)
Proposal for a regulation
Article 106 – paragraph 3 – subparagraph 2
Article 106 – paragraph 3 – subparagraph 2
Amendment 2002 #
2018/0196(COD)
Proposal for a regulation
Article 106 – paragraph 4 a (new)
Article 106 – paragraph 4 a (new)
4a. The co-financing rate for the outermost regions referred to in Article 349 TFEU shall not exceed 85% for all Funds covered by this Regulation.
Amendment 2074 #
2018/0196(COD)
Proposal for a regulation
Annex XXIV – point 9
Annex XXIV – point 9
9. An additional special allocation corresponding to an aid intensity of EUR 340 per inhabitant per year will be allocated to the outermost NUTS level 2 regions andregions referred to in Article 349 TFEU and an aid intensity of EUR 30 per inhabitant per year will be allocated to the northern sparsely populated NUTS level 2 regions. That allocation will be distributed per region and Member State in a manner proportional to the total population of those regions.
Amendment 176 #
2018/0193(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) One of the objectives of the Common Fisheries Policy (CFP), as established in Regulation (EU) No 1380/20131a is to ensure that fishing and aquaculture activities are environmentally sustainable in the long term and are managed in a way that is consistent with the objectives of achieving economic, social and employment benefits, and of contributing to the availability of food supplies. 1a Regulation (EU) No 1380/2013 of the European Parliament and of the Council of 11 December 2013 on the Common Fisheries Policy, amending Council Regulations (EC) No 1954/2003 and (EC) No 1224/2009 and repealing Council Regulations (EC) No 2371/2002 and (EC) No 639/2004 and Council Decision 2004/585/EC (OJ L 354, 28.12.2013, p. 22).
Amendment 184 #
2018/0193(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) Small scale fisheries play an important role in the Union, from a biological, economic and social perspective. Considering the possible impacts of small scale fisheries on stocks, it is important to control that fishing activities and fishing efforts of smaller vessels are in compliance with the rules of the common fisheries policy. For this purpose it is necessary to obtain position data of those vessels. Therefore, Member States should be able to track all fishing vessels, including fishing vessels which are less than 12 metres' length. For vVessels less than 12 metres' in length it is now possible tomay use mobile devices, which are less expensive and easyier to use.
Amendment 223 #
2018/0193(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) Fishing restricted areas are established under Union legislation, national legislation and international agreements. Therefore the provisions on the control of fishing restricted areas by Member States should apply to fishing restricted areas wherever they are located. Also recreational vessels fishing in restricted areas shouldmay be controlled, where appropriate.
Amendment 226 #
2018/0193(COD)
Proposal for a regulation
Recital 30
Recital 30
(30) Recreational fisheries play an important role in the Union, both from a biological, economic and social perspective. Considering the significant impacts of the recreational fishing on certain stocks, it is necessary to provide for specific tools allowing an effective control of recreational fisheries by the Member States. A registration or licensing system should allow a precise census of physical and legal persons participating in recreational fisheries and the collection of reliable data on catches and practices. The collection of sufficient and reliable data on recreational fishing is necessary in order to evaluate the impact of such fishing practices on stocks and provide Member States and the Commission with the information necessary for an effectivebetter management and control of marine biological resources.
Amendment 233 #
2018/0193(COD)
Proposal for a regulation
Recital 34
Recital 34
(34) In line with the traceability requirements set out in Article 18 of Regulation (EC) No 178/2002 of the European Parliament and Council32, Commission Implementing Regulation (EU) No 931/201133 lays down certain traceability rules for the specific sector of food of animal origin, namely a specific set of information must be kept on record by operators, be made available to competent authorities upon request, and transferred to the operator to which the fishery product is supplied. In the fisheries sector, traceability is important not only for food safety purposes but also to allow controls and ensure the protection of consumers' interests. Therefore, new traceability techniques resulting from the latest scientific developments must be introduced whenever possible. __________________ 32 Regulation (EC) No 178/2002 of the European Parliament and of the Council of 28 January 2002 laying down the general principles and requirements of food law, establishing the European Food Safety Authority and laying down procedures in matters of food safety (OJ L 31, 1.2.2002, p. 1). 33Commission Implementing Regulation (EU) No 931/2011 of 19 September 2011 on the traceability requirements set by Regulation (EC) No 178/2002 of the European Parliament and of the Council for food of animal origin (OJ L 242, 20.9.2011, p. 2).
Amendment 236 #
2018/0193(COD)
Proposal for a regulation
Recital 38
Recital 38
(38) In order to ensure an effective and timely transmission of the traceability information concerning fishery and aquaculture products, that information should be recorded in a digitalized manner and transmitted electronically within in the supply chain and to competent authorities upon their requestntil it is available, in a reliable form, to consumers.
Amendment 269 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point i a (new)
Article 1 – paragraph 1 – point 1 – point i a (new)
Regulation (EC) No 1224/2009
Article 4 – point 28 a (new)
Article 4 – point 28 a (new)
28a. ‘recreational fishing vessel’ means a vessel of any kind with a hull length of 2.5 metres or more, regardless of its means of propulsion, intended for sports or leisure purposes and not engaged in trade.
Amendment 290 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EC) No 1224/2009
Article 9 – paragraph 3
Article 9 – paragraph 3
3. By way of derogation from paragraph 2, masters of Union fishing vessels below 12 metres’ length overall may carry on board a mobile device which allows the vessel to be automatically located and identified by a vessel monitoring system through recording and transmitting vessel position data at regular intervals. In case the device is not within reach of a mobile network, the vessel position data shall be recorded during that period of time and shall be transmitted as soon as the vessel is in reach of such network and at the latest before entering port. For fishing vessels below 12 metres’ length overall registered in an outermost region, a 5-year delay from the entry into force of this Regulation to comply with the new vessel monitoring system is permitted.
Amendment 329 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11
Article 1 – paragraph 1 – point 11
(g) the estimated quantities of each species in kilograms live weight or, where appropriate and especially when the weight of the fish is too high to allow a sufficiently accurate estimate, the number of individuals, including the quantities or individuals below the applicable minimum conservation reference size, as a separate entry; for Union fishing vessels of 12 metres' length overall or more, this information shall be provided per haul or per fishing operation;
Amendment 348 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11
Article 1 – paragraph 1 – point 11
Regulation (EC) No 1224/2009
Article 14 – paragraph 4 a (new)
Article 14 – paragraph 4 a (new)
4a. For fishing vessels of less than 12 metres overall length, Member States shall ensure that an easy-to-use electronic logbook application is made available to fishermen, taking into account the specificities of the different sea basins. The design of this application will be subject to consultations with fishermen.
Amendment 601 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 47
Article 1 – paragraph 1 – point 47
Regulation (EC) No 1224/2009
Article 59 – paragraph 3
Article 59 – paragraph 3
3. Consumers acquiring up to an amount of 5kg of fishery product per day, and up to an amount of 30 kg per day in the outermost regions, which are not thereafter placed on the market but used only for private consumption shall be exempted from this Article.
Amendment 690 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 60
Article 1 – paragraph 1 – point 60
Regulation (EC) No 1224/2009
Article 76 – paragraph 1 – subparagraph 1
Article 76 – paragraph 1 – subparagraph 1
1. Officials shall draw up an inspection report after each inspection and shall forward it to their competent authorities. Data contained in this report shall be recorded and transmitted by electronic means, and a copy shall be sent to the operator or master. In the case of the inspection of a fishing vessel flying the flag of another Member State, a copy of the inspection report shall be sent by electronic means and without delay to the flag Member State.
Amendment 692 #
2018/0193(COD)
Proposal for a regulation
Article 1.º – paragraph 1 – point 60
Article 1.º – paragraph 1 – point 60
Regulation (EC) No 1224/2009
Article 76 – paragraph 1 – subparagraph 2
Article 76 – paragraph 1 – subparagraph 2
In the case of the inspection of a fishing vessel flying the flag of a third country, a copy of the inspection report shall be sent by electronic means and without delay to the competent authorities of the third country concerned and to the Commission and the operator or master in the case of detected serious infringements.
Amendment 693 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 60
Article 1 – paragraph 1 – point 60
Regulation (EC) No 1224/2009
Article 76 – paragraph 1 – subparagraph 3
Article 76 – paragraph 1 – subparagraph 3
In case of an inspection carried out in the waters or ports under the jurisdiction of another Member State than the inspecting Member State or of a third country in accordance with international agreements, a copy of the inspection report shall be sent by electronic means and without delay to that Member State or that third country and to the EFCA and the operator or master.
Amendment 694 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 60
Article 1 – paragraph 1 – point 60
Regulation (EC) No 1224/2009
Article 76 – paragraph 3
Article 76 – paragraph 3
Amendment 709 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 69
Article 1 – paragraph 1 – point 69
Regulation (EC) No 1224/2009
Article 90 – paragraph 2 – point b a (new)
Article 90 – paragraph 2 – point b a (new)
(ba) the fictitious sale or transfer or other fictitious changes in ownership of fishing vessels carried out with a view to distorting the points system for serious infringements referred to in Article 92.
Amendment 755 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 69
Article 1 – paragraph 1 – point 69
Regulation (EC) No 1224/2009
Article 92–paragraph 3
Article 92–paragraph 3
3. WhilePoints shall remaining attached to the licence holder who sold the fishing vessel, points shall also be assigned to any new holder of the fishing licence for the fishing vessel concerned where the vessel is sold, transferred or otherwise changes ownership after the date of the infringement.
Amendment 819 #
2018/0193(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 86 a (new)
Article 1 – paragraph 1 – point 86 a (new)
Regulation (EC) No 1224/2009
Article 118a (new)
Article 118a (new)
(86a) The following Article 118 a (new) is inserted: Article 118a (new) In the case of French Guiana, whose vast territory suffers from a structurally inadequate internet coverage, and whose extensive coastline offers a large number of landing spots with little or no electronic infrastructure, a period of up to 72 hours in total is granted for the various electronic operations provided for in Articles 15, 17 22, 24, 58, 62 and 66.
Amendment 281 #
2018/0191(COD)
Proposal for a regulation
Recital 38
Recital 38
(38) In line with Article 349 of the Treaty on the Functioning of the European Union and with the Commission's communication on 'A stronger and renewed strategic partnership with the Union's outermost regions'36, the Programme should take into account the specific situation of these regions. Measures will be taken to increase the outermost regions' participation in all actions. Mobility exchanges and cooperation between people and organisations from these regions and third countries, in particular their neighbours, should be fostered. Such measures will be monitored and evaluated regularly. _________________ 36 COM(2017) 623 final.
Amendment 499 #
2018/0191(COD)
Proposal for a regulation
Article 11 – paragraph 1 a (new)
Article 11 – paragraph 1 a (new)
It shall also support the mobility of amateur sportsmen and sportswomen in connection with competitions, in particular those from remote, insular or outermost areas.
Amendment 249 #
2018/0190(COD)
Proposal for a regulation
Recital 34 a (new)
Recital 34 a (new)
(34a) In accordance with Article 349, Treaty on the Functioning of the European Union, measures will be taken to increase the outermost regions' participation in all actions. Mobility exchanges for their artists and their works, and cooperation between people and organisations from these regions and third countries, their neighbours, should be fostered. It will thus be possible for them to benefit equally from the competitive advantages that the cultural and creative industries can offer, in particular economic growth and employment. Such measures will be monitored and evaluated regularly.
Amendment 301 #
2018/0190(COD)
Proposal for a regulation
Article 3 a (new)
Article 3 a (new)
Article 3a European added value Recognising the intrinsic and economic value of culture, the Programme shall support actions and activities with a European added value in the cultural and creative sectors through one or more of the following: (a) the transnational character of actions and activities which complement regional, national, international and other Union programmes and policies, and the impact of such actions and activities on citizens’ access to culture and active engagement, education, social inclusion and intercultural dialogue; (b) the development and promotion of transnational and international cooperation between cultural and creative players, including artists, audiovisual professionals, cultural and creative organisations and SMEs and audiovisual operators, focused on stimulating more comprehensive, rapid, effective and long- term responses to global challenges, in particular to the digital shift; (c) the economies of scale and critical mass which Union support fosters, creating a leverage effect for additional funds; (d) ensuring a more level playing field in the Union cultural and creative sectors by taking account of low production capacity countries or countries or regions with linguistic or geographical specificities such as the outermost regions as recognized in Article 349 TFEU; (e) promoting a narrative on European common roots and diversity.
Amendment 302 #
2018/0190(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a
Article 4 – paragraph 1 – point a
(a) to strengthen the cross-border dimension and circulation of European cultural and creative operators and works;, including through residency programmes, touring, events, exhibitions and festivals, taking into special consideration the regions with specific geographic difficulties such as the outermost regions of the Union.
Amendment 345 #
2018/0190(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point g
Article 4 – paragraph 1 – point g
(g) to contribute to the Union 's global strategy for international relations through cultural diplomacy, including the outermost regions as key players.
Amendment 31 #
2018/0172(COD)
Proposal for a directive
Recital 5
Recital 5
(5) In the Union, 80 to 85 % of marine litter, measured as beach litter counts, is plastic, with single-use plastic items representing 50 % and fishing-related items representing 27 %. Single-use plastics products include a diverse range of commonly used fast-moving consumer products that are discarded after having been used once for the purpose for which they were provided, are rarely recycled, and are prone to littering. A significant proportion of the fishing gear placed on the market is not collected for treatment. Single-use plastic products and fishing gear containing plastic are therefore a particularly serious problem in the context of marine litter and pose a severe risk to marine ecosystems, biodiversity and, potentially, to human health and are damaging activities such as tourism, fisheries and shipping, particularly in outermost and coastal regions.
Amendment 65 #
2018/0172(COD)
Proposal for a directive
Recital 22
Recital 22
(22) Pursuant to paragraph 22 of the Interinstitutional Agreement between the European Parliament, the Council of the European Union and the European Commission on Better Law-Making of 13 April 201648, the Commission should carry out an evaluation of this Directive. That evaluation should be based on experience gathered and data collected during the implementation of this Directive and data collected under Directive 2008/56/EC or Directive 2008/98/EC. The evaluation should provide the basis for an assessment of possible further measures and an assessment whether, in view of monitoring of marine litter in the Union, the Annex listing single-use plastic products needs to be reviewed. The evaluation should also consider whether scientific and technical progress that has taken place in the meantime, including the development of biodegradable materials and the development of criteria or a standard for biodegradability of plastics in the marine environment, as foreseen in the European Plastics Strategy, allows the setting of a standard for biodegradation of certain single-use plastic products in the marine environment. That standard would include a standard to test if, as a result of physical and biological decomposition in the marine environment, plastics would fully decompose into carbon dioxide (CO2), biomass and water within a timescale short enough for the plastics not to be harmful for marine life and not lead to an accumulation of plastics in the environment. If that is the case, single-use plastic products that meet such a standard could be exempted from the prohibition on placing on the market. While the European Strategy for Plastics already envisages action in this area, it also recognises the challenges in relation to determining a regulatory framework for plastics with biodegradable properties due to different marine conditions across seas. _________________ 48The European Commission should report to the European Parliament biannually on the updated results of the evaluation of this Directive. _________________ 48 OJ L 123, 12.5.2016, p. 1. OJ L 123, 12.5.2016, p. 1.
Amendment 68 #
2018/0172(COD)
Proposal for a directive
Article 1.º – paragraph 1
Article 1.º – paragraph 1
The objective of this Directive is to prevent and reduce the impact of certain plastic products on the environment, in particular the aquatic environment, and on human health as well as to promote the transition to a circular economy with innovative business models, products and materials, thus also contributing to tha more efficient and more sustainable functioning of the internal market.
Amendment 119 #
2018/0172(COD)
Proposal for a directive
Article 15.º – paragraph 1
Article 15.º – paragraph 1
1. The Commission shall carry out an evaluation of this Directive by … [sixthree years after the end-date for transposition of this Directive]. The evaluation shall be based on the information available in accordance with Article 13. Member States shall provide the Commission with any additional information necessary for the purposes of the evaluation and the preparation of the report referred to in paragraph 2.
Amendment 27 #
2018/0166R(APP)
Draft opinion
Paragraph 5
Paragraph 5
5. Points to the need to set up a budget heading given over to tourism, given the importance of the sector within the EU economy, accounting for 5% of GDP in 2016, and the EU’s responsibilities under Article 195 TFEU, in order to move towards a genuine European tourism policy that can make a significant contribution to growth and job creation;
Amendment 37 #
2018/0166R(APP)
Paragraph 4
4. Declares, moreover, its opposition to any reduction in the level of key EU policies, such as the EU cohesion policy and the common agricultural policy (CAP) including the Programmes of Options Specifically Relating to Remoteness and Insularity (POSEI) ; is particularly opposed to any radical cuts that will adversely impact on the very nature and objectives of these policies, such as the cuts proposed for the Cohesion Fund or for the European Agricultural Fund for Rural Development; opposes, in this context, the proposal to reduce the European Social Fund despite its enlarged scope and the integration of the Youth Employment Initiative;
Amendment 109 #
2018/0166R(APP)
Paragraph 14 – point xii a (new)
xii a. Increase funding for Programmes of Options Specifically Relating to Remoteness and Insularity (POSEI);
Amendment 110 #
2018/0166R(APP)
Paragraph 14 – point xiii a (new)
xiii a. Maintain the amount of 2014- 2020 funding for the partnership with OCTs;
Amendment 119 #
2018/0166R(APP)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Asks for the increase of the budgetary allocations, in the 2021 - 2027 MFF, for POSEI programmes of the outermost regions, which are still strongly hit by the crisis and exposed to the structural disadvantages referred to in article 349 of the TFEU (remoteness, insularity, small size, difficult topography and climate and economic dependence on a few products).
Amendment 40 #
2018/0109(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) In order to swiftly implement into Union law future amendments to the ICCAT recommendations, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending the Annexes to this Regulation as well as provisions listed in Article 34 (1) of this Regulation. It is of particular importance that the Commission carry out appropriate and comprehensive consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law Making23 . In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. _________________ 23 Interinstitutional Agreement of 13 April 2016 on Better Law Making (OJ L 123, 12.5.2016, p. 1).
Amendment 44 #
2018/0109(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point 20 a (new)
Article 5 – paragraph 1 – point 20 a (new)
(20a) "vessels engaged in recreational fisheries" means a ship of any type, with a hull length of 2.5 metres and beyond, regardless of the means of propulsion, intended for sports or leisure purposes, and not engaged in trade;
Amendment 51 #
2018/0109(COD)
Notwithstanding paragraph 1 of Article 11, catching vessels fishing actively for swordfish may retain on board, tranship, transfer, land, transport, store, sell, display or offer for sale incidental catches of swordfish below the minimum conservation reference size, provided such catches do not exceed 5 % by weight or number of pieces of the total swordfish catch of such vessels, not exceeding the by-catch limit the Member States establish in their annual fishing plans.
Amendment 84 #
2018/0109(COD)
Proposal for a regulation
Article 22 a (new)
Article 22 a (new)
Article 22a When the accumulated catches of Mediterranean swordfish have reached a 95% threshold of the national quota, the flag Member State shall inform the Commission about the expected time to reach the exhaustion of the fisheries.
Amendment 18 #
2018/0101(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The Agreements may also include other mechanisms, such as the stabilisation mechanism for bananas, for temporary withdrawal of tariff or of other preferential treatment. It is also necessary to lay down the procedures for the application of such mechanisms, where included in the Agreements.
Amendment 24 #
2018/0101(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) Close monitoring of sensitive products, if any, – including products from the outermost regions, which are key to these small, remote and often insular economies – should facilitate a timely decision concerning the possible initiation of an investigation and subsequent application of measures. Therefore the Commission should regularly monitor imports of sensitive products, if any, from the date of provisional application or entry into force of the Agreements, if there is no provisional application. Monitoring should be extended to other sectors upon a duly justified request made by the relevant industry.
Amendment 34 #
2018/0101(COD)
Proposal for a regulation
Recital 14 a (new)
Recital 14 a (new)
(14a) Provisions implementing mechanisms for the temporary withdrawal of tariff preferences in certain agreements between the European Union and certain third countries will be adopted under the ordinary legislative procedure.
Amendment 46 #
2018/0101(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point f
Article 2 – paragraph 1 – point f
(f) ‘sensitive product’ means a product identified in a specific agreement as being relatively more vulnerable to a surge of imports than other products, or any product from an outermost region;
Amendment 86 #
2018/0101(COD)
Proposal for a regulation
Article 11 a (new)
Article 11 a (new)
Article 11a Outermost regions Where a product originating from a country that is party to the agreement with the EU is imported in such large quantities or under such conditions as to cause or potentially cause serious damage to the economic situation in one or more of the EU outermost regions as defined in Article 349 of the Treaty on the Functioning of the European Union, a safeguard measure may be imposed under this Regulation, and any other necessary measure may be adopted.
Amendment 90 #
2018/0101(COD)
Proposal for a regulation
Article 14 – paragraph 1 – subparagraph 1 – introductory part
Article 14 – paragraph 1 – subparagraph 1 – introductory part
Where an Agreement provides for other mechanisms, such as the stabilisation mechanism for bananas, and criteria permitting temporary withdrawal of preferences in respect of certain products, the Commission shall, where the conditions laid down in the relevant Agreement are met, adopt duly justified implementing acts:
Amendment 91 #
2018/0101(COD)
Proposal for a regulation
Article 14 – paragraph 1 – subparagraph 1 – point a
Article 14 – paragraph 1 – subparagraph 1 – point a
(a) suspending or confirming the non- suspension of the preferences for the product concerned;
Amendment 92 #
2018/0101(COD)
Proposal for a regulation
Article 14 – paragraph 1 a (new)
Article 14 – paragraph 1 a (new)
1a. If an agreement provides for a stabilisation mechanism for bananas, the arrangements provided for in Regulation 2017/540 and the declaration in the annex shall apply mutatis mutandis. The Commission shall extend and strengthen the banana stabilisation mechanism in the agreements in which it will expire in 2020.
Amendment 123 #
2018/0074(COD)
Proposal for a regulation
Recital 23 a (new)
Recital 23 a (new)
(23a) Taking into account their specific character and their status under Article 349 of the Treaty on the Functioning of the European Union, and given the essential socio-economic importance of their fisheries and related activities and, moreover, their limited real fishing capacity resulting from the fact that they have, for the most part, small-scale artisanal and coastal fleets, the outermost regions should be treated more favourably as regards fishing opportunity limits where opportunities require the use of selective artisanal types of gear.
Amendment 229 #
2018/0074(COD)
Where scientific advice recommends that fishing opportunities be restricted, that restriction may be waived for small-scale artisanal and coastal fishing vessels of the outermost regions, which shall be allowed preferential access to, or made subject to a higher fishing opportunity limit for, highly migratory species in their exclusive economic zones. The Commission shall inform the European Parliament, before any decision is taken by the Council, about significant variations in fishing opportunities affecting the outermost regions.
Amendment 232 #
2018/0074(COD)
Proposal for a regulation
Article 10 a (new)
Article 10 a (new)
Article 10a This Regulation must take into account the constraints related to the size of artisanal and coastal fishing vessels used in the outermost regions. The landing of by-catches, in so far as it does not exacerbate the impact on spawning stock biomass, shall accordingly be permitted.
Amendment 15 #
2018/0069(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) The Agreement for the establishment of the General Fisheries Commission for the Mediterranean (‘the GFCM Agreement’) provides an appropriate framework for multilateral cooperation to promote the development, conservation, rational management and best utilisation of living marine resources in the Mediterranean and the Black Sea at levels which are considered to be sustainable and at low risk of collapse.
Amendment 16 #
2018/0069(COD)
Proposal for a regulation
Recital 1 a (new)
Recital 1 a (new)
(1a) One of the objectives of the Common Fisheries Policy (CFP), as set out in Regulation (EU) No 1380/2013 of the European Parliament and of the Council, is to ensure exploitation of marine living biological resources that provide long-term sustainable economic, environmental and social conditions.
Amendment 17 #
2018/0069(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) No 1343/2011
Article 3 – paragraph 1 – point e
Article 3 – paragraph 1 – point e
(e) “buffer area”' means a zone set uplying around a fisheries restricted area in order to avoid accidental access to it, enhancing the protection of the surrounded area;
Amendment 18 #
2018/0069(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) No 1343/2011
Article 3 – paragraph 1 – point f a (new)
Article 3 – paragraph 1 – point f a (new)
(fa) "recreational fishing vessels" means a ship of any type, with a hull length of 2,5 metres or more, regardless of the means of propulsion, intended for sports or leisure purposes, and not engaged in trade;
Amendment 19 #
2018/0069(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EU) No 1343/2011
Article 10 d – paragraph 1
Article 10 d – paragraph 1
1. Without prejudice to paragraphs (2) and (3) of Article 10c, commercial fishing activities carried out with bottom set nets, bottom trawl nets, set longlines and traps shall only be allowed, in the area referred to in those paragraphs, if the vessel is in possession of a specific national authorisation, and if it can demonstrate that it has historically carried out fishing activities in the areas concerned.
Amendment 20 #
2018/0069(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EU) No 1343/2011
Article 10 d – paragraph 7
Article 10 d – paragraph 7
7. Fishing vessels equipped with bottom set nets, bottom trawl nets, set longlines and traps without authorisations shall be allowed to transit through the Fisheries Restricted Area only if they follow a direct course at a constant speed of not less than 7 knots and with VMS and/or AIS active on board, and if they do not carry out fishing activities of any kind.
Amendment 22 #
2018/0069(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) No 1343/2011
Article 16 m – paragraph 1
Article 16 m – paragraph 1
Each Member State mayshall establish in the Mediterranean Sea a system of individual daily and/or annual catch limits for red coral.
Amendment 23 #
2018/0069(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Regulation (EU) No 1343/2011
Article 22 n – paragraph 1 – point c
Article 22 n – paragraph 1 – point c
(c) operating without an VMS system. or any other system of geo-localisation allowing control authorities to track activities.
Amendment 37 #
2018/0061(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Electronic visa application systems developed by Member States help to facilitate application procedures for applicants and consulates. A common solution, an online platform and an EU E- visa, allowing full digitisation should be developed until 2025, making full use of the recent legal and technological developments.
Amendment 39 #
2018/0061(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 a (new)
Article 1 – paragraph 1 – point 1 a (new)
Regulation (EC) No 810/2009
Article 1 – paragraph 4 new
Article 1 – paragraph 4 new
(1a) The European Commission shall present an electronic visa application, E- visa, by 2025.
Amendment 40 #
2018/0061(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point d a (new)
Article 1 – paragraph 1 – point 2 – point d a (new)
Regulation (EC) No 810/2009
Article 2 – new point
Article 2 – new point
(da) "Sport and Culture Professionals" means third-country nationals who are not citizens of the Union within the meaning of Article 20(1) of the Treaty, and belong to the following categories: performing artists and their support staff, elite sports persons and their support staff.
Amendment 41 #
2018/0061(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 – point a
Article 1 – paragraph 1 – point 7 – point a
Regulation (EC) No 810/2009
Article 9 – paragraph 1
Article 9 – paragraph 1
Applications may be lodged no more than six months, and for seafarers, sport and culture professionals in the performance of their duties, no more than nine months before the start of the intended visit and, as a rule, no later than 15 calendar days before that start.;
Amendment 61 #
2018/0061(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 14 – point c
Article 1 – paragraph 1 – point 14 – point c
Regulation (EC) No 810/2009
Article 21 – paragraph 8
Article 21 – paragraph 8
8. During the examination of an application, consulates may in justified cases carry out an interview with the applicant and request additional documents. Member States can use remote means of communication, including voice or video calls via the internet, to interview applicants;
Amendment 66 #
2018/0061(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 17 – point c
Article 1 – paragraph 1 – point 17 – point c
Regulation (EC) No 810/2009
Article 24 – paragraph 2 – point c
Article 24 – paragraph 2 – point c
2c. Without prejudice to paragraph 2, a multiple entry visa valid for up to five years may be issued to applicants who prove the need or justify their intention to travel frequently and/or regularly, such as seafarers, sports and culture professionals, provided that they prove their integrity and reliability, in particular the lawful use of previous visas, their economic situation in the country of origin and their genuine intention to leave the territory of the Member States before the expiry of the visa for which they have applied.
Amendment 70 #
2018/0061(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EC) No 810/2009
Article 25 – paragraph 5
Article 25 – paragraph 5
5. Where, on the basis of the analysis referred to in paragraphs 2 and 4, the Commission decides that a country is not cooperating sufficiently, and that action is therefore needed, it may, taking also account of the Union’s overall relations with the third country concerned and the importance of allowing certain categories of professional travellers such as seafarers and sports and culture professionals to continue to benefit from the rules of visa code, adopt an implementing act, in accordance with the examination procedure referred to in Article 52(2):
Amendment 74 #
2018/0061(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 24
Article 1 – paragraph 1 – point 24
Regulation (EC) No 810/2009
Article 36 a – paragraph 2
Article 36 a – paragraph 2
2. The duration of the scheme shall be limited to fourive months in any calendar year and the categories of beneficiary shall be clearly defined and exclude third-country nationals falling within the category of persons for whom prior consultation is required in accordance with Article 22 and persons not residing in the country adjacent to the land-border crossing point or in a country having direct ferry connections to the sea-border crossing point. Those schemes shall only apply to nationals of third countries with which readmission agreements have been concluded and for which the Commission has not taken a decision in accordance with Article 25a(5).
Amendment 76 #
2018/0061(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 24
Article 1 – paragraph 1 – point 24
Regulation (EC) No 810/2009
Article 36 a – paragraph 6
Article 36 a – paragraph 6
Member States shall notify the Commission of any schemes at the latest sixthree months before the start of their implementation. The notification shall specify the categories of beneficiary, the geographical scope, the organisational arrangements for the scheme and the measures envisaged to ensure compliance with the conditions set out in this Article.
Amendment 62 #
2018/0050(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) The objectives of the CFP are, amongst others, to ensure thatexploitation of marine living biological resources that provide long-term sustainable economic, environmental and social conditions. With the purpose of ensuring fishing and aquaculture activities are environmentally sustainable in the long term, to apply thewestern Mediterranean Sea in the long term, according to these objectives of the CFP, the EU and the Member States must guarantee a precautionary approach to fisheries management and to implement thean ecosystem- based approach to fisheries management.
Amendment 153 #
2018/0050(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 12a (new)
Article 2 – paragraph 1 – point 12a (new)
(12a) Recreational fisheries mean any fishing activities made by a ship of any type, with a hull length of 2.5 metres or more, regardless of the means of propulsion, intended for sports or leisure purposes, and not engaged in trade.
Amendment 170 #
2018/0050(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
1. The target fishing mortality in line with the ranges of FMSY defined in Article 2 shall be achieved as soon as possible, taking into consideration its economic and social impact, and on a progressive, incremental basis by 2020 for the stocks concerned, and shall be maintained thereafter within the ranges of FMSY.
Amendment 84 #
2018/0012(COD)
Proposal for a directive
Recital 32 a (new)
Recital 32 a (new)
(32a) The specificities of the Outermost Regions, enshrined under Article 349 of the TFEU, must be taken into consideration when ensuring the adequacy of port reception facilities to those regions. Specific measures must therefore be put in place.
Amendment 123 #
2018/0012(COD)
4a. Member States shall be able to grant a two years' derogation from the obligations laid down in Article 4 for their Outermost Regions, if they consider that those Regions are not able to ensure the adequacy of port reception facilities.
Amendment 125 #
2018/0012(COD)
Proposal for a directive
Article 5 – paragraph 1
Article 5 – paragraph 1
1. An appropriate waste reception and handling plan shall be in place and implemented for each port following ongoing consultations with the relevant parties, in particular with port users or their representatives. Those consultations should be held both during the initial drafting of the plans and after their adoption, in particular when significant changes have taken place, with regards to the requirements in Articles 4, 6, and 7. The detailed requirements for the development of such plans are set out in Annex 1. Small ports with rare or low traffic from recreational crafts are exempted from the obligation set out in this paragraph. The Commission shall develop guidelines for the interpretation of this exemption.
Amendment 160 #
2018/0012(COD)
Proposal for a directive
Article 7 – paragraph 2 – subparagraph 2
Article 7 – paragraph 2 – subparagraph 2
This requirement shall not apply in small unmanned ports, small ports or in remotely located ports, provided that the Member State where such a port is located has reported this information electronically in the part of the information, monitoring and enforcement system referred to in Article 14 of this Directive.
Amendment 191 #
2018/0012(COD)
Proposal for a directive
Article 8 – paragraph 2 – point c
Article 8 – paragraph 2 – point c
(c) in order to provide for a maximum incentive for the delivery of waste as defined in Annex V to the MARPOL Convention, including the waste that has been collected in nets during fishing operations, the indirect fee to be charged shall cover all the costs of port reception facilities for this waste, in order to ensure a right of delivery without any additional direct charges. The indirect fee shall cover quantities normally delivered with respect to the category, type and size of the ship;
Amendment 210 #
2018/0012(COD)
Proposal for a directive
Article 8 – paragraph 2 – point d a (new)
Article 8 – paragraph 2 – point d a (new)
(da) The indirect fee of subparagraph (c) shall not cover services provided outside normal operating hours in the port and hazardous waste;
Amendment 220 #
2018/0012(COD)
Proposal for a directive
Article 8 – paragraph 5
Article 8 – paragraph 5
5. The fees shallmay be reduced if the ship’s design, equipment and operation are such that it can be demonstrated that the ship produces reduced quantities of waste, and manages its waste in a sustainable and environmentally sound manner. The Commission shall be empowered by means of delegated acts in accordance with Article 19, to define the criteria for determining that a ship meets the requirements stated in this paragraph in relation to the ship’s on-board waste management.
Amendment 2 #
2017/2129(INI)
Motion for a resolution
Citation 8 a (new)
Citation 8 a (new)
- having regard to European Parliament resolution of 27 April 2017 on the management of the fishing fleets in the Outermost Regions (P8_TA(2017)0195)
Amendment 6 #
2017/2129(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas the outermost regions of the European Union that are in the Caribbean, the Indian Ocean and the Atlantic Ocean neighbour third countries whose fishing, production and marketing conditions do not always meet European standards, resulting in unfair trade vis-à- vis local production;
Amendment 22 #
2017/2129(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Is concerned that the system employed for verification of the phytosanitary standards of imported fishery products doesmight not provide sufficient guarantees that the standards are always observed;
Amendment 30 #
2017/2129(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Is alarmed that civil society observations of fishing vessels operating off West Africa over many years have demonstrated the difficulties in ensuring the traceability of products and respect for sanitary standards; believes that the veracity of the Directorate-General for Health and Food Safety certificates for third country fishing vessels canmight not be fully relied upon;
Amendment 50 #
2017/2129(INI)
Motion for a resolution
Paragraph 12 – subparagraph 1 a (new)
Paragraph 12 – subparagraph 1 a (new)
Calls for serious consideration to be given to the interests of the outermost regions when entering into sustainable fisheries partnership agreements or trade agreements with third countries, providing, if necessary, for the exclusion of sensitive products;
Amendment 64 #
2017/2129(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Notes that while the provisions of Regulation (EU) No 1379/2013 on the common organisation of the markets in fishery and aquaculture products apply to all fishery and aquaculture products, those on labelling for consumers only apply to a relatively small group of products, excluding prepared, preserved or processed products; considers that consumer information should be improved for these products, too, if found necessary;
Amendment 68 #
2017/2129(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
Amendment 72 #
2017/2129(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
Amendment 12 #
2017/2055(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Emphasises the importance of the outermost regions in a maritime context, in particular due to their location in the Atlantic and Indian Oceans, providing laboratories for studying and combating the effects of climate change on biodiversity and marine ecosystems and offering great potential for the development of renewables and blue biotechnology;stresses the need to create innovative programmes and adequate funding for the establishment of R & D centres in the outermost regions;to this end, calls for the creation of a maritime cluster of outermost regions;
Amendment 36 #
2017/2055(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Highlights the importance of continuing to boosting cooperation between EMSA, Frontex and EFCA to support Member States in promoting maritime security, combating cross-border crime and protecting the environment; stresses the importance of developing digital solutions and advanced maritime technology such as CISE in order to improve surveillance and monitoring systems for maritime activities;
Amendment 39 #
2017/2055(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls on Member States, regional and local authorities and private bodies to focus on innovation projects, blue biotechnologies and the use of clean energy in order to promote more ecological infrastructure and, such as liquefied natural gas (LNG) to fuel vessels and the LNG blue corridors project connecting to the islands, in order to promote and adapt infrastructures such as LNG terminals and more ecological maritime transport, through EFSI, the Horizon 2020 programme and the CEF; calls on the Commission to develop ocean partnerships with the main stakeholders in this area as a means of boosting cooperation on matters of common interest, such as Blue Growth;
Amendment 41 #
2017/2055(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls on Member States, regional and local authorities and private bodies to focus on innovation projects, blue technologies and the use of clean energy in order to promote more ecological infrastructure and maritime transport, through EFSI, the Horizon 2020 programme and the CEF; calls on the Commission to develop ocean partnerships with the main stakeholdkey ocean players in this area as a means of boosting cooperation on matters of common interest, in key areas of ocean governance, including such as Blue Growth;
Amendment 48 #
2017/2055(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Stresses the importance of revising the Port Reception Facilities Directive, and invites Member States and the Commission to adopt a strategy in partnership with the IMO, third countries and industry for the decarbonisation of the maritime sector, geared to the Paris Agreement targets and the need to establish an international system for the monitoring, reporting and verification of greenhouse gas emissions;, focusing in particular on regions fully dependent on maritime transport.
Amendment 64 #
2017/2055(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Notes that the automation and digitisation of the maritime sector entail improved digital skills and qualifications and emphasises that this represents an opportunity to attract young people; calls on the Commission to put forward initiatives in this area, developing joint initiatives for the recognition of qualifications and promoting various marine and maritime activities;
Amendment 66 #
2017/2055(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Regrets the lack of any reference to coastal and maritime tourism, bearing in mind its impact on coastal, island and outermost regions, and calls for the implementation of a European tourism strategy within the framework of the International Ocean Forum, involving the regions in the pan-European dialogue for an exchange of best practices regarding the smart governance of coastal and maritime tourism;.
Amendment 463 #
2017/2052(INI)
Motion for a resolution
Paragraph 79
Paragraph 79
79. Stresses the socioeconomic and ecological importance of the fisheries sector, the ‘blue economy’ and their contribution to the food autonomy of the EU; points out that the common fisheries policy is an exclusive EU competence; emphasises, in this respect, the need to keep a specific, substantial, independent and accessible fisheries fund to implement this policy; calls for the reestablishment of the Program of Options Specifically relating to Remoteness and Insularity in Fisheries (POSEI Fisheries), as this is a very important program for the European Outermost Regions; calls, at least, for the level of financial appropriations dedicated to the fisheries sector under the current MFF to be maintained and, if new needs arise, to increase the financial appropriations for maritime affairs; warns about the possible negative impacts of a hard Brexit on this sector; notes that other financial instruments, in addition to non- repayable aid, could provide complementary financing possibilities;
Amendment 5 #
2017/2003(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes the emergence of the collaborative economy in transport and tourism services, acknowledging that, with an appropriate, simple and clear regulatory framework in place, it has potential to provide more varied and affordable services to customers and to boost new forms of cooperative exchanges between citizens in the EU, helping to promote growth and entrepreneurship and environmental, economic and social sustainability;
Amendment 26 #
2017/2003(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Notes that the Member States’ response to the development of collaborative business models has so far been very fragmented, hampering the full development of the collaborative economy; welcomes in this regard the Commission communication on a European agenda for the collaborative economy, but regrets that it fails to explain exactly how existing legislation addresses the needs of the collaborative economy and fails to establish an explicit harmonised legal framework for the collaborative economy;
Amendment 39 #
2017/2003(INI)
Draft opinion
Paragraph 2 – indent 1 (new)
Paragraph 2 – indent 1 (new)
- Regrets that the legislation currently in force, notably Directive 2000/31/EC on electronic commerce and Directive 2006/31/EC on services, is not being correctly implemented; calls on the Commission and Member States to ensure that the legislation that is applied to collaborative economy models does not breach EU legislation and the principles of the internal market;
Amendment 40 #
2017/2003(INI)
Draft opinion
Paragraph 2 – indent 2 (new)
Paragraph 2 – indent 2 (new)
- Points out that the collaborative economy makes a significant contribution to the sustainability of the tourism and transport sectors, making it possible to optimise existing resources by deploying underused assets and developing new services and products without large-scale investment; moreover, it encourages citizens to participate in these sectors and helps to ensure that the benefits of tourism are spread across all regions, including the outermost, mountain and rural regions;
Amendment 50 #
2017/2003(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Stresses that, in the context of the collaborative economy, issues related to consumer protection, liability allocation, insurance schemes, social protection of workers (whether they are employed or self-employed) and data protection are the most urgent ones, and expects a regulatory intervention in that regard; emphasises that a regulatory framework should create a level playing field, foster innovations and contribute to the overall development and fulfilment of the EU transport policy goals, such as transport decarbonisation, territorial cohesion, affordability, accessibility and safetythe Commission to provide further guidance to Member States to avoid fragmentation and encourage Member States to share best practice and reduce legislative burden; highlights that, in many cases, collaborative economy applies self- regulatory measures and facilitates trust mechanisms among consumers; emphasises that a regulatory framework should be adequate (by taking into account whether services are provided by professionals or peers), should not hamper innovation and create burdensome obstacles for entrepreneurship in the EU;
Amendment 67 #
2017/2003(INI)
Draft opinion
Paragraph 3 – indent 1 (new)
Paragraph 3 – indent 1 (new)
- Highlights the need to foster coexistence between traditional tourist accommodation and short-term accommodation, bearing in mind that collaborative accommodation services attract new tourists, bolster individual incomes and the local economy and complement traditional accommodation; stresses that Member States should avoid legislative or administrative measures that hamper the development of collaborative accommodation;
Amendment 103 #
2017/2003(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. UPoints out that the great diversity of collaborative economy models and the variety of products and services offered in different sectors, each with its own market characteristics, makes it difficult to classify activities; urges the need to clearly distinguish between legitimate ride- sharingprivate individuals and the provision of commercial transporting services (i.e. ‘non- professional’ vs ‘professional’ service provision) in EU terminology, and urges the Commission to come up with proposals to adapt Union legislation accordingly; considers the monetary threshold to be one advisable way to make this distinction;
Amendment 121 #
2017/2003(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Calls on the Member States to establish measures toPoints out that collaborative platforms promote the effectiveness and transparency of tax collection services and the security of transactions, through digitisation, reduceing the risk and possibility of the occurrence of grey economy activities and tax avoidance in accordance with collaborative economy services, and; invites the Commission to facilitate an exchange of best practises between tax authorities and stakeholders in the collaborative economy with a view to developing appropriate solutions for payments of taxes in these sharing economymodels, without creating unnecessary obstacles;
Amendment 136 #
2017/2003(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Warns of the dangerNotes that, without an appropriate legal framework, intermediation platforms might serve as a suitable seedbed fort is possible to prevent intermediation platforms from creating new monopolies, and therefore asks the Commission to monitor the development of the market and, where needed, to propose measures to protect the competitiveness of European companies in a European market;
Amendment 137 #
2017/2003(INI)
Draft opinion
Paragraph 7 – indent 1 (new)
Paragraph 7 – indent 1 (new)
- Supports the rapid development of the collaborative economy and urges the Commission to carry out studies observing the market dynamic and assessing the economic and social impact of the collaborative economy in the tourism and transport sector;
Amendment 138 #
2017/2003(INI)
Draft opinion
Paragraph 7 – indent 2 (new)
Paragraph 7 – indent 2 (new)
- Takes the view that start-ups in the tourism and transport sectors should be supported, in particular through training; stresses the need for specific training to enable professionals to develop e-skills geared to collaborative economy models, taking account of the new requirements and consumer expectations;
Amendment 146 #
2017/2003(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Calls on the Commission to include representatives of the collaborative economy in stakeholder dialogues and impact assessment procedures, using as an example the series of workshops held by DG Growth the short-term accommodation rental services, in order to facilitate the exchange between representatives of national and EU institutions, industry and civil society and to provide guidance for national regulations inspired by best practices in the field of collaborative transport services regarding issues such as the improvement of market access, urban mobility or tax transparency.
Amendment 84 #
2017/0293(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Reduction levels for the Union- wide fleets of new passenger cars and light commercial vehicles should therefore be set for 2025 and for 2030, taking into account the vehicle fleet renewal time and the need for the road transport sector to contribute to the 2030 climate and energy targets. This stepwise approach also provides a clear and early signal for the automotive industry not to delay the market introduction of energy efficient technologies and zero- and low-emission vehicles.
Amendment 106 #
2017/0293(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) In order to maintain the diversity of the market for passenger cars and light commercial vehicles and its ability to cater for different consumer needs, CO2 targets should be defined according to the utility of the vehicles on a linear basis. Maintaining mass as the utility parameter is considered coherent with the existing regime. In order to better reflect the mass of vehicles used on the road, the parameter should be changed from mass in running order to the vehicle's test mass as specified in Regulation (EU) 2017/1151 of 1 June 2017 with effect from 202530.
Amendment 108 #
2017/0293(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) It should be avoided that the EU fleet-wide targets are altered due to changes in the average mass of the fleet. Changes in the average mass should therefore be reflected without delay in the specific emission target calculations, and the adjustments of the average mass value that is used to this end should therefore take place every two years with effect from 202530.
Amendment 111 #
2017/0293(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) In order to distribute the emission reduction effort in a competitively neutral and fair way that reflects the diversity of the market for passenger cars and light commercial vehicles, and in view of the change in 2021 to WLTP-based specific emission targets, it is appropriate to determine the slope of the limit value curve on the basis of the specific emissions of all newly registered vehicles in that year, and to take into account the change in the EU fleet-wide targets between 2021, 2025 and 2030 with a view to ensuring an equal reduction effort of all manufacturers. With regard to light commercial vehicles, the same approach as that for car manufacturers should apply to manufacturers of lighter, car derived, vans, while for manufacturers of vehicles falling within the heavier segments, a higher and fixed slope should be set for the whole target period.
Amendment 117 #
2017/0293(COD)
Proposal for a regulation
Recital 22 a (new)
Recital 22 a (new)
(22a) CO2 emissions for new cars and new light commercial vehicles registered in the Union are measured in accordance with Regulation (EC) 715/2007, without any distinction at the measuring stage between CO2 originating from non- renewable and renewable energy carriers. A methodology that takes into account the renewable energy content of the liquid and/or gaseous road transport fuels in the determination of the specific CO2 emissions for cars and new light commercial vehicles should be developed.
Amendment 121 #
2017/0293(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) A balance should however be ensured between incentives given to eco- innovations and those technologies for which the emission reduction effect is demonstrated on the official test procedure. As a consequence, it is appropriate to maintain a cap on the eco-innovation savings that a manufacturer may take into account for target compliance purposes. The Commission should have the possibility to review the level of the cap, in particular, to take into account the effects of the change in the official test procedure. It is also appropriate to clarify how the savings should be calculated for target compliance purposes.
Amendment 126 #
2017/0293(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) The procedure for granting derogations from the 95 g CO2/km fleet target to niche car manufacturers ensures that the reduction effort required by niche manufacturers is consistent with that of large volume manufacturers with regard to that target., However, experience shows that niche manufacturers have the same potential as large manufacturers to meet the CO2 targets and with regard to the targets set from 202530 onwards it is not considered appropriate to distinguish between those two categories of manufacturers.
Amendment 135 #
2017/0293(COD)
Proposal for a regulation
Recital 42
Recital 42
(42) In 2024 it is foreseen to review the progress achieved under the [Effort Sharing Regulation and Emissions Trading System Directive]. It is therefore appropriate to assess the effectiveness of this Regulation in that same year to allow a coordinated and coherent assessment of the measures implemented under all these instruments. Upstream and embedded emissions should be taken into account in order to make Well-to-Wheel and Life- cycle emissions of vehicles part of the review.
Amendment 148 #
2017/0293(COD)
Proposal for a regulation
Article 1 – paragraph 4
Article 1 – paragraph 4
Amendment 163 #
2017/0293(COD)
Proposal for a regulation
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 320% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part A of Annex I;
Amendment 169 #
2017/0293(COD)
Proposal for a regulation
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet- wide target equal to a 3015% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.
Amendment 183 #
2017/0293(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b
Article 4 – paragraph 1 – point b
(b) for each calendar year from 2021 until 20249, the specific emissions target determined in accordance with points 3 and 4 of Parts A or B of Annex I as appropriate or, where a manufacturer is granted a derogation under Article 10 , in accordance with that derogation and point 5 of Parts A or B of Annex I;
Amendment 186 #
2017/0293(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) for each calendar year, starting from 202530, the specific emissions targets determined in accordance with point 6.3 of Parts A or B of Annex I.
Amendment 191 #
2017/0293(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point d
Article 6 – paragraph 2 – point d
(d) the category of vehicles registered as M1 orand N1, for which the pool shall apply.
Amendment 193 #
2017/0293(COD)
Proposal for a regulation
Article 6 – paragraph 8 a (new)
Article 6 – paragraph 8 a (new)
8a. In order to determine the average specific M1 and N1 emissions of CO2 of each manufacturer, when a manufacturer overachieves the CO2 M1 or N1 target, his performance shall be taken into account for the same manufacturer or for other manufacturer(s). In this case, the difference between M1 or N1 specific emission targets of the manufacturer and its average specific emissions shall be deducted from its average specific emissions of CO2 for M1 or N1 specific target, weighted with the registration volumes. The total contribution of those transfers of credits between M1 or N1 manufacturers may be up to 10g CO2/km per manufacturer.
Amendment 206 #
2017/0293(COD)
Proposal for a regulation
Article 7 – paragraph 9 a (new)
Article 7 – paragraph 9 a (new)
9a. During the monitoring and reporting phase, the amount of advanced liquid and gaseous biofuels sold at the stations shall be taken into account and shall be deducted from the CO2 emissions reported at the type-approval phase. These values are used for the calculation of the Carbon Correction Factor (CCF). The Carbon Correction Factor (CCF) is calculated using the following formula: CCF = national share of advanced liquid and gaseous biofuels used. The corrected CO2 fleet calculation shall therefore be calculated as follow: CO2 fleet = (CO2 Type-approval)*(1-CCF)
Amendment 219 #
2017/0293(COD)
Proposal for a regulation
Article 9 – paragraph 3 – point a
Article 9 – paragraph 3 – point a
(a) the 2025 and 2030 EU fleet-wide targets referred to in Article 1(4) and (5) calculated by the Commission in accordance with points 6.1.1 and 6.1.2 of Parts A and B of Annex I;
Amendment 222 #
2017/0293(COD)
Proposal for a regulation
Article 9 – paragraph 3 – point b
Article 9 – paragraph 3 – point b
(b) the values for a2021, a2025 and a2030 calculated by the Commission in accordance with point 6.2 of Parts A and B of Annex I.
Amendment 228 #
2017/0293(COD)
Proposal for a regulation
Article 11 – paragraph 1 – subparagraph 4
Article 11 – paragraph 1 – subparagraph 4
The Commission mayshall adjust the cap with effect from 20251 onwards, in order to reflect WLTP calculation. Those adjustments shall be performed by means of delegated acts in accordance with Article 16.
Amendment 250 #
2017/0293(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. The Commission shall in 2024 submit a report to the European Parliament and the Council on the effectiveness of this Regulation, where appropriate, accompanied by a proposal for amending the Regulation. This report will consider, inter alia, the real world representativeness of the CO2 emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151, the deployment on the Union market of zero- and low-emission vehicles and the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EU of the European Parliament and of the Council29 . The Commission shall propose appropriate change in the ambition level set up for 2030 accordingly. _________________ 29 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1)
Amendment 254 #
2017/0293(COD)
Proposal for a regulation
Article 14 – paragraph 1 a (new)
Article 14 – paragraph 1 a (new)
1a. By 2021 the Commission shall establish a framework for a consistent and robust calculation of the life-cycle CO2 emissions and set out a mechanism for manufacturers to report upstream and embedded emissions on a voluntary basis.
Amendment 267 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 4 – introductory part
Annex I – part A – point 4 – introductory part
4. For the calendar years 2021 to 20249, the specific emissions target for a manufacturer shall be calculated as follows:
Amendment 272 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – introductory part
Annex I – part A – point 6 – introductory part
6. From 1 January 202530, the EU fleet- wide targets and the specific emissions targets of CO2 for a manufacturer shall be calculated as follows:
Amendment 273 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.1 – introductory part
Annex I – part A – point 6 – point 6.1 – introductory part
6.1. EU fleet-wide targets for 2025 and 203030 onwards
Amendment 277 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.1 – point 6.1.1
Annex I – part A – point 6 – point 6.1 – point 6.1.1
Amendment 278 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.1 – point 6.1.2 – paragraph 3 – subparagraph 2
Annex I – part A – point 6 – point 6.1 – point 6.1.2 – paragraph 3 – subparagraph 2
Reduction factor2030 is the reduction specified in Article 1(54)(a)
Amendment 281 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.2 – introductory part
Annex I – part A – point 6 – point 6.2 – introductory part
6.2. Specific emissions reference targets from 202530 onwards
Amendment 285 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.2 – point 6.2.1
Annex I – part A – point 6 – point 6.2 – point 6.2.1
Amendment 286 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.2 – point 6.2.2 – paragraph 3 – subparagraph 1
Annex I – part A – point 6 – point 6.2 – point 6.2.2 – paragraph 3 – subparagraph 1
EU fleet-wide target2030 is as determined in accordance with point 6.1.2
Amendment 288 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 1
Annex I – part A – point 6 – point 6.3 – paragraph 1
The specific emissions target from 202530 onwards
Amendment 295 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 3 – subparagraph 1
Annex I – part A – point 6 – point 6.3 – paragraph 3 – subparagraph 1
Specific emissions reference target is the specific emissions reference target of CO2 determined in accordance with point 6.2.1 for the period 2025 to 2029 and 6.2.2 for 2030 onwards
Amendment 301 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 1
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 1
y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered passenger cars calculated as the total number of zero- and low- emission vehicles, where each of them is counted as ZLEVspecific in accordance with the formula below, divided by the total number of passenger cars registered in the relevant calendar year ZLEV specific = 1 - [(specific emissions x 0,5) / 50]
Amendment 306 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 2
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 2
Amendment 309 #
2017/0293(COD)
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 3
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 3
x is 15% in the years 2025 to 2029 and 320% in 2030 onwards.
Amendment 314 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 4 – introductory part
Annex I – part B – point 4 – introductory part
4. For the calendar years 2021 to 20249, the specific emissions target for a manufacturer shall be calculated as follows:
Amendment 318 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.1 – introductory part
Annex I – part B – point 6 – point 6.1 – introductory part
6.1. The EU fleet-wide targets for 2025 and 203030 onwards
Amendment 322 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.1 – point 6.1.1
Annex I – part B – point 6 – point 6.1 – point 6.1.1
Amendment 324 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.1 – point 6.1.2 – paragraph 3 – subparagraph 2
Annex I – part B – point 6 – point 6.1 – point 6.1.2 – paragraph 3 – subparagraph 2
Reduction factor2030 is the reduction specified in Article 1(54)(b)
Amendment 328 #
2017/0293(COD)
6.2. The specific emissions reference target from 202530 onwards
Amendment 331 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.2 – point 6.2.1
Annex I – part B – point 6 – point 6.2 – point 6.2.1
Amendment 332 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – introductory part
Annex I – part B – point 6 – point 6.3 – introductory part
6.3. Specific emissions targets from 202530 onwards
Amendment 335 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1
Annex I – part B – point 6 – point 6.3 – point 6.3.1
Amendment 352 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 1
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 1
y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered light commercial vehicles calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the formula below, divided by the total number of light commercial vehicles registered in the relevant calendar year ZLEV specific = 1 - [(specific emissions x 0,5) / 50]
Amendment 354 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 2
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 2
Amendment 358 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 2
Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 2
The specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2030)) · ZLEV factor
Amendment 365 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 3 – subparagraph 2
Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 3 – subparagraph 2
Amendment 376 #
2017/0293(COD)
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 4 – subparagraph 3
Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 4 – subparagraph 3
x is 3015%
Amendment 379 #
2017/0293(COD)
Proposal for a regulation
Annex II – part A – point 1 – paragraph 1 – point t a (new)
Annex II – part A – point 1 – paragraph 1 – point t a (new)
(ta) vehicle family lifecycle CO2 emissions, where available
Amendment 47 #
2017/0128(COD)
Proposal for a directive
Recital 14
Recital 14
(14) For reasons of consistency and efficient use of resources, the system for exchanging information on those who fail to pay a road fee should use the same tools as the system used for exchanging information on road-safety-related traffic offenses provided for in Directive (EU) 2015/413 of the European Parliament and of the Council18. _________________ 18 Directive (EU) 2015/413 of the European Parliament and of the Council of 11 March 2015 facilitating cross-border exchange of information on road-safety- related traffic offences (OJ L 68, 13.3.2015, pp. 9-25).
Amendment 89 #
2017/0128(COD)
Proposal for a directive
Article 2 – paragraph 1 – point f
Article 2 – paragraph 1 – point f
(f) 'on-board equipment' means the complete set of hardware and software components required for providing EETS which is installed or carried on board a vehicle in order to collect, store, process and remotely receive/transmit data. Each vehicle shall have only one on-board unit, and that on-board unit may be linked to only one vehicle;
Amendment 112 #
2017/0128(COD)
Proposal for a directive
Article 3 – paragraph 4
Article 3 – paragraph 4
4. The on-board equipment may use its own hardware and software, use elements of other hardware and software present in the vehicle, or both. For the purpose of communicating with other hardware systems present in the vehicle, the on-board equipment may use technologies other than those listed in Annex IVthe first paragraph of this article. Each vehicle shall have only one on-board unit, and that on-board unit may be linked to only one vehicle.
Amendment 115 #
2017/0128(COD)
Proposal for a directive
Article 3 – paragraph 5
Article 3 – paragraph 5
5. Until 31 December 2027, EETS providers may provide users of light-duty vehicles with on-board equipment suitable for use only with the 5.8 GHz microwave technology.
Amendment 120 #
2017/0128(COD)
Proposal for a directive
Article 4 – paragraph 2
Article 4 – paragraph 2
2. The EETS shall allow for contracts to be concluded irrespective of the place of registration of the vehicle, the nationality of the parties to the contract, and the zone or section on the road network in respect of which the road fee is due, taking into account the means of payment valid in that Member State.
Amendment 149 #
2017/0128(COD)
Proposal for a directive
Article 6 – paragraph 1 – subparagraph 1
Article 6 – paragraph 1 – subparagraph 1
The competent domestic authority in the Member State in whose territory there was a failure to pay a road fee shall decide whether or not to initiate follow-up proceedings in relation to the failure to pay a road feeinitiate proceedings for the offence of failing to pay tolls when it establishes that there has been a failure to pay a toll, in accordance with the tools provided for in Directive (EU) 2015/413.
Amendment 152 #
2017/0128(COD)
Proposal for a directive
Article 6 – paragraph 2 – point 1 (new)
Article 6 – paragraph 2 – point 1 (new)
(1) The decision by the competent body in the Member State in whose territory there was a failure to pay a road fee, taken in accordance with its national law, shall be automatically recognised by the Member State of the owner, the holder of the vehicle or the otherwise identified person suspected of failing to pay the road fee.
Amendment 148 #
2017/0123(COD)
Proposal for a regulation
Article 1.º – paragraph 1 – point 1 – point a – point i
Article 1.º – paragraph 1 – point 1 – point a – point i
Regulation (EC) No 1071/2009
Article 1 – paragraph 4 – point a
Article 1 – paragraph 4 – point a
(i) point (a) is deletedreplaced by the following: (a) undertakings engaged in the occupation of road haulage operator solely by means of motor vehicles or combinations of vehicles the permissible laden mass of which does not exceed 3.5 tonnes in national transport operations, or international transport operations undertaken in a radius of 100 kilometres;
Amendment 181 #
2017/0123(COD)
Proposal for a regulation
Article 1.º – paragraph 1 – point 3 – introductory part
Article 1.º – paragraph 1 – point 3 – introductory part
regulation 1071/2009
Article 5 paragraph 1
Article 5 paragraph 1
(3) Article 5 is amended as follows: In order to satisfy the requirement laid down in Article 3(1)(a), the undertaking shall:
Amendment 211 #
2017/0123(COD)
Proposal for a regulation
Article 1.º – paragraph 1 – point 3 – point d a (new)
Article 1.º – paragraph 1 – point 3 – point d a (new)
regulation 1071/2009
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
(da) 1a.In addition to the requirements laid down in the first subparagraph, the Member State of establishment may require that an undertaking has: (a) duly qualified administrative staff at the premises of the transport manager, contactable during suitable hours, in proportion to the scale on which the undertaking operates; (b) operational infrastructure, in addition to the technical equipment referred to in point 1(c) on the territory of that Member State, including an office open during suitable hours, in proportion to the scale on which the undertaking operates.
Amendment 359 #
2017/0123(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2 – point a
Article 2 – paragraph 1 – point 2 – point a
Regulation (EC) No 1072/2009
Article 2 – paragraph 6
Article 2 – paragraph 6
6. ‘cabotage operation’ means national carriage for hire or reward carried out on a temporary basis in a host Member State, involving the carriage from the picking up of the goods at one or several loading points until their delivery at one or several delivery points, as specified in the consignment note;’;
Amendment 384 #
2017/0123(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 5 – point a
Article 2 – paragraph 1 – point 5 – point a
Regulation (EC) No 1072/2009
Article 8 – paragraph 2
Article 8 – paragraph 2
2. Once the goods carried in the course of an incoming international carriage from another Member State or from a third country to a host Member State have been delivered, hauliers referred to in paragraph 1 shall be allowed to carry out, with the same vehicle or, in the case of a coupled combination, the motor vehicle of that same vehicle, cabotage operations in the host Member State or in contiguous Member States. The last unloading in the course of a cabotage operation shall take place within 5 days from the last unloading in the host Member State in the course of theis incoming international carriage, subject to a transport contract.’;
Amendment 412 #
2017/0123(COD)
‘National road haulage services carried out in the host Member State by a non-resident haulierhaulier established in another Member State shall only be deemed to comply with this Regulation if the haulier can produce clear evidence of the preceding international carriage.’;
Amendment 62 #
2017/0122(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
4a. In order to ensure a European- wide level playing field in road transport, this Regulation should apply to all vehicles engaged in international transport, with the exception of light commercial vehicles. The Commission should submit a report providing specific data on the use of light commercial vehicles in international transport, also taking into account their impact in cross- border transport.
Amendment 172 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point -1 (new)
Article 1 – paragraph 1 – point -1 (new)
-1 In Article 3, paragraph 1, the following point is added: (aaa) goods vehicles where the maximum permissible mass of the vehicle, including any trailer or semi-trailer, exceeds 3.5 tonnes, or
Amendment 193 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 (new)
Article 1 – paragraph 1 – point 2 (new)
Regulation (EC) No 561/2006
Article 4 – paragraph 1 – point r a (new)
Article 4 – paragraph 1 – point r a (new)
(ra) In Article 4, the following point is added: “‘Home’ means the driver’s home address registered in a Member State or the address of establishment of the transport undertaking;”
Amendment 483 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
Regulation (EU) No 165/2014
Article 34 – paragraph 7 – subparagraph 1
Article 34 – paragraph 7 – subparagraph 1
7. The driver shall enter in the digital tachograph the symbols of the countries in which the daily working period started and finished as well as where and when the driver has crossed a border in the vehicle on arrival at the suitablefirst planned stopping place and enter the symbol of the country in the digital tachograph. Member States may require drivers of vehicles engaged in transport operations inside their territory to add more detailed geographic specifications to the country symbol, provided that those Member States have notified those detailed geographic specifications to the Commission before 1 April 1998.”.
Amendment 98 #
2017/0121(COD)
Proposal for a directive
Recital 11
Recital 11
(11) In order to ensure the effective and proportionate implementation of Directive 96/71/EC in the road transport sector, it is necessary to establish sector-specific rules reflecting the particularity of the highly mobile workforce in the road transport sector and providing a balance between the social protection of drivers and the freedom to provide cross-border services for operators. Provisions on the posting of workers, in Directive 96/71/EC, and on the enforcement of those provisions, in Directive 2014/67/EU, apply to road transport sector under the terms of this Directive.
Amendment 117 #
2017/0121(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Such balanced criteria should be based on a concept of a sufficient link of a driver with a territory of a host Member State. Therefore, a time threshold should be established, beyond which the minimum rate of pay and the minimum annual paid holidays of the host Member State shall apply in case of international transport operations. This time threshold should not apply to cabotage operations as defined by Regulations 1072/200918 and 1073/200919 since the entire transport operation is taking place in a host Member State. As a consequence the minimum rate of pay and the minimum annual paid holidays of the host Member State should also apply to cabotage irrespective of the frequency and duration of the operations carried out by a driver. _________________ 18 Regulation (EC) No 1072/2009 of the European Parliament and of the Council of 21 October 2009 on common rules for access to the international road haulage market (OJ L 300, 14.11.2009, p. 72). 19 Regulation (EC) No 1073/2009 of the European Parliament and of the Council of 21 October 2009 on common rules for access to the international market for coach and bus services, and amending Regulation (EC) No 561/2006 (OJ L 300, 14.11.2009, p.88)beyond the time thresholds established in this Directive.
Amendment 274 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 2 – subparagraph 1
Article 2 – paragraph 2 – subparagraph 1
Member States shall not apply points (b) and (c) of the first subparagraph of Article 3 (1) of Directive 96/71/EC to drivers in the road transport sector employed by undertakings referred to in Article 1(3)(a) and 1(3)(b) of that Directive, when performing international carriage or cabotage operations as defined by Regulations 1072/2009 and 1073/2009 where the period of posting to their territory to perform these operations is shorter than or equal to 39 days for international carriage operations and 5 days for cabotage operations during a period of one calendar month.
Amendment 315 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 2 – subparagraph 2
Article 2 – paragraph 2 – subparagraph 2
When the period of posting is longer than 3 daysthe period stipulated in point (2), Member States shall apply points (b) and (c) of the first subparagraph of Article 3 (1) of Directive 96/71/EC for the entire period of posting to their territory during the period of one calendar month referred to in the first subparagraph.
Amendment 325 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 2 – subparagraph 2 a (new)
Article 2 – paragraph 2 – subparagraph 2 a (new)
Taking into account Article 2(1) of Directive 96/71/EC, a driver shall not be deemed to have been posted in the territory of a Member State if the latter is a transit country in which the driver is not loading or unloading goods or picking up or dropping off passengers.
Amendment 22 #
2017/0116(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) Union air carriers are at the centre of a global network connecting Europe internally and with the rest of the world. They should be enabled to compete against third countries air carriers in an environment of open and fair competition between all air carriers, ensuring transparency, a level playing field and preventing all anti-competitive behaviour. This would contribute to maintaining conditions conducive to a high level of Union's connectivity.
Amendment 44 #
2017/0116(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) Effective, proportionate and dissuasive legislation remains necessary in order to maintain conditions conducive to a high level of Union connectivity and to ensure fair competition within the Union and with third countries air carriers. To that end, the Commission should be entrusted with the power to conduct an investigation and to take measures where necessary, after consulting the European Parliament and relevant stakeholders. Such measures should be available either where relevant obligations under an agreement to which the Union is a party are violated, or where practices affecting competition cause or threaten to cause injury to Union air carriers and competition.
Amendment 105 #
2017/0116(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point e
Article 2 – paragraph 1 – point e
(e) 'third country entity' means any natural or legal person, whether profit- making or not, or any official body with or without own legal personality, which is under the jurisdiction of a third country, whether controlled by a third country government or not, and is directly or indirectly involved in air transport services or related services or in providing infrastructure or services used to provide air transport services or related services, including joint ventures and alliance among carriers;
Amendment 114 #
2017/0116(COD)
Proposal for a regulation
Article 2 – paragraph 1 a (new)
Article 2 – paragraph 1 a (new)
For the purpose of this Regulation, a 'Union interest', such as strengthening the internal market, strengthening the connectivity of Member States, increasing transparency and fair competition, shall be determined by the Commission on a case by-case basis, after consulting the European Parliamentand taking into consideration a common view of the majority of Member States
Amendment 198 #
2017/0114(COD)
Proposal for a directive
Recital 22 a (new)
Recital 22 a (new)
(22a) To ensure that the existing contractual frameworks governing concession contracts are legally stable with regard to the recovery of road fees, this Directive should apply only to new concession contracts and/or once the planned renegotiation processes have been concluded, and should have no retroactive effects.
Amendment 259 #
2017/0114(COD)
Proposal for a directive
Article 1.º – paragraph 1 – point 2
Article 1.º – paragraph 1 – point 2
Directive 1999/62/EC
Article 2 – paragraph 1 – point 29
Article 2 – paragraph 1 – point 29
29) ‘substantially amended tolling or charging arrangement’ means a tolling or charging arrangement, which has been amended in such a way that costs or revenues are affected by at least 510% in comparison with the previous year, after correcting for inflation measured by changes in the EU-wide Harmonised Index of Consumer Prices, and excluding energy and unprocessed food, as published by the Commission (Eurostat).
Amendment 266 #
2017/0114(COD)
Proposal for a directive
Article 1.º – paragraph 1 – point 2 a (new)
Article 1.º – paragraph 1 – point 2 a (new)
Directive 1999/62/EC
Article 1 – paragraph 2 a (new)
Article 1 – paragraph 2 a (new)
(2a) The existing concession contracts shall be exempt from the obligations laid down in Articles 7, 7c, 7da, 7g and 7ga until they expire or are renewed;
Amendment 66 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 a (new)
Article 1 – paragraph 1 – point 2 a (new)
Directive 2006/1/EC
Article 3 – paragraph 1 a (new)
Article 3 – paragraph 1 a (new)
(2a) In Article 3 the following paragraph 1 a is inserted: "(1a) 2. Where the vehicle is registered or put into circulation in compliance with the laws of another Member State, the Member states may: (a) limit the time the hired vehicle can be used within their respective territories provided that they allow the use of the hired vehicle for at least four consecutive months in each period of 12 consecutive months; in such case the contract of hire may be required not to last longer than the time limit set by the Member State; (b) limit the number of hired vehicles that can be used by any undertaking, provided that they allow use of a minimum number of vehicles at least corresponding to 25% of the overall vehicle fleet operated by the undertaking on 31 December of the year preceding the request for authorisation to use the vehicle or, in the case of an undertaking having a fleet of less than four vehicles, the use of at least one hired vehicle."
Amendment 7 #
2016/2305(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Agrees that deployment of 5G networks is a necessary condition for the development of existing and new business models in the transport and tourism sectors; underlines that effective use of the potential of very high-capacity internet networks is key to the process of digitisation of tourism businesses and transport services and the wide use of innovative means of transport for people and goods, such as increasingly connected and autonomous vehicles or drones;
Amendment 30 #
2016/2305(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Underlines that progress in the building of the European Gigabit Society can only be made with appropriate high levels of investment in network infrastructure in all the Member States; doubts whether financing models based only or primarily on investment funds will help fill existing gaps in the level of development of network infrastructure, and even out differences in the availability of high-capacity internet connections in border and outlying and outermost areas, as well as in non-urban areas;
Amendment 42 #
2016/2305(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Encourages the Commission to consider adjusting the provisions of Commission Regulation (EU) No 651/2014 of 17 June 2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty on the Functioning of the EU, and to pay particular attention to the outermost regions enshrined in Article 349 TFEU, owing to their remoteness and the costs associated with 5G compliant network infrastructures, in order to facilitate construction of high-speed internet networks;
Amendment 71 #
2016/2305(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Emphasises that the high speed and quality of internet connectivity is key to the digitisation of processes and the value chain in the tourism sector and the development of Cooperative Intelligent Transport Systems (C-ITS) technologies; points out that the development of such systems will foster the process of digitisation and automation of transport, which will in turn lead to improvements in safety, efficiency and environmental performance. and boost the competitiveness of SMEs in the tourism sector;
Amendment 4 #
2016/2274(INI)
Draft opinion
Paragraph 1 – introductory part
Paragraph 1 – introductory part
1. Welcomes the Commission Communication on ICT Standardisation Priorities for the Digital Single Market; believes that encouraging EU-wide standardisation will contribute to the dismantling of barriers in the internal market, achieving EU policy objectives and addressing current challenges in the transport and tourism sectors, such as:
Amendment 15 #
2016/2274(INI)
Draft opinion
Paragraph 1 – point c
Paragraph 1 – point c
c. Bringing about a competitive Single European Transport Area by promoting the integration and interoperability of systems across all modes of transport and of all the new collaborative economy models;
Amendment 31 #
2016/2274(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Points out that innovation in the transport and tourism sectors provides enormous opportunities for EU businesses and insists on the need to develop new standards and uphold standardisation in order to ensure the proper implementation of EU initiatives in the field of digitalisation;
Amendment 2 #
2016/2271(INI)
Draft opinion
Recital A
Recital A
A. whereas digitalisation creates new opportunities in the transport sector for manufacturers, operators, investors and passengers and, is a necessity for the transport industryn the tourism sector, for visitors, tour operators and related undertakings, given the need for these sectors to remain both competitive and operational;
Amendment 30 #
2016/2271(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Points out that the digitalisation process has not been beneficial to the same extent throughout the transport sector, which has created a detrimental fragmentation within the internal market both between different modes of transport and within the same mode; believes that developing a coordinated Industrial Digitalisation Strategy (IDS) for the EU could help overcome this fragmentation and attract investment in digital projects; notes that intelligent transport systems contribute to mobility and tourism sector development;
Amendment 82 #
2016/2271(INI)
Draft opinion
Paragraph 3 – point h a (new)
Paragraph 3 – point h a (new)
(ha) increase consumer choice and ensure cheap access to safe, high-quality services;
Amendment 83 #
2016/2271(INI)
Draft opinion
Paragraph 3 – point h b (new)
Paragraph 3 – point h b (new)
(hb) promote the development and growth of remote areas, such as outermost and rural regions, through integrated mobility services and tourist travel to lesser-known destinations;
Amendment 87 #
2016/2271(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Contribute to the development of platforms and collaborative business models
Amendment 1 #
2016/2250(INI)
Motion for a resolution
Citation 2
Citation 2
— having regard to Article 355, first paragraph, (1) TFEU, as amended by Article 2 of Decision the decisions of the European Council of 29 October 2010 amending the status with regard to the European Union of the island of Saint-Barthélemy (2010/718/EU) and of 11 July 2012 amending the status of Mayotte with regard to the European Union (2012/419/EU), which stipulates that the provisions of the Treaties shall apply to the outermost regions in accordance with Article 349 TFEU,
Amendment 2 #
2016/2250(INI)
Motion for a resolution
Citation 4
Citation 4
— having regard to Article 107(3)(a) TFEU, which definesstates that aid to promote the economic development of the outermost regions asmay be compatible with the internal market,
Amendment 14 #
2016/2250(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas in that judgment, the Court confirms, above all, that legal acts with the aim of introducing specific measures for the outermost regions may be adopted on the legal basis of Article 349, that this legal basis makes it possible to derogate both from primary and from secondary law, and that the list of areas covered in the wording of Article 349 is not exhaustive, as ‘the authors of the FEU Treaty did not intend to lay down an exhaustive list of the types of measures that may be adopted on the basis of that article’,
Amendment 39 #
2016/2250(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Recalls that the TreatiesArticle 7 TEU confers on the Commission the role of guardian of the Treaties, which is applicable to all, starting with itself;
Amendment 49 #
2016/2250(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Considers that this interpretation by the Commission has damaged the capacity of the outermost regions to take full advantage of their belonging tof the Union and to develop in a way which takes full account of their specific characteristics and structural constraints but also of their assets;
Amendment 52 #
2016/2250(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Recalls that POSEI (Programme of Options Specifically Relating to Remoteness and Insularity) is the only autonomous programme covered bya programme which takes full account of the special characteristics of the outermost regions, through a regulation of its own based both on Article 349 TFEU and on Articles 42, first paragraph, and 43(2), and recognises the dual principles of the outermost regions’ belonging to the Union and the full adaptation of a common European policy to the realities of the outermost regions;
Amendment 58 #
2016/2250(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Recalls that Article 349 TFEU enables the outermost regions to be given operating aid that is not limited in time and not progressively reduced, on the basis of flexible procedures, intended to offset the additional costs that they have to handle; recalls that those exemptions relate both to the EU’s financial instruments and to State aid;
Amendment 66 #
2016/2250(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Deplores the fact that the various European strategies for the outermost regions have so far been only partially implemented and fleshed out; considers that the outermost regions have wasted much time on defending the upholding of specific policies for them; considers that confidence needs to be restored between the outermost regions andNotes that several communications on the outermost regions have been adopted by the European InstitutCommissions;
Amendment 73 #
2016/2250(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls therefore on the European Union Institutions, in concert with the outermost regions, to open a new chapter in relations between the EU and the outermost regions, based on a genuine new European strategy fornow on the Commission to put forward an action plan accompanied by legislative initiatives making it possible to implement a consistent and effective strategy with regard to the outermost regions, a plan which takes full advantage of the possibilities offered by Article 349 TFEU, particularly for the creation of specific programmes and policies appropriate to their sustainable development needs; emphasises the need to work in close cooperation with the regional authorities of the outermost regions and the stakeholders;
Amendment 83 #
2016/2250(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls on the Commission to adopt a long-term overall common strategy detailing the approach to the outermost regions, accompanied, in the case of each outermost region, by a specific legislative package, strategic frameworks and appropriate, precise, attainable and assessable objectives;
Amendment 94 #
2016/2250(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Calls on the Commission to step up coordination between its Directorates- General in the areas concerning the outermost regions with a view to having an appropriate approach to outermost area issues in European policies and strategies; on that point, emphasises the crucial role of the Secretariat-General in ensuring that Article 349 TFEU is applied soundly, given the fact that adjusting EU policies to the special characteristics of the outermost regions entails decisions being taken at the highest political level;
Amendment 97 #
2016/2250(INI)
Motion for a resolution
Subheading 2 a (new)
Subheading 2 a (new)
Calls on the Commission to include, in its tools for managing and detecting market crises in agricultural sectors such as banana, sugar, rum, fisheries or milk, with the European Milk Market Observatory, a clear definition of a market crisis in the outermost regions, and to adapt its indicators to the actual situations in those regions;
Amendment 98 #
2016/2250(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Welcomes the recent report by the Commission4, which concluded that the overall performance of the POSEI programmes (2006-2014) was positive, considers that that programme seems essential for the purpose of maintaining diverse and traditional productproduction by the outermost regions and that it accords with the new objectives of the Common Agricultural Policy (CAP), and recommends that the current basic regulation should remain in force, while bearing in mind the fact that budget adjustments might be required following the entry into force of any free trade agreements that might change or threaten to change the production of the outermost regions; _________________ 4 Report from the Commission on the implementation of the scheme of specific measures for agriculture in favour of the outermost regions of the Union (POSEI) of 15 December 2016 (COM(2016)0797).
Amendment 101 #
2016/2250(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Deplores the fact that the successive reforms ofCalls for the reforms relating to the common organisations of the market (COMs) have not sufficiently takento take into account of the specific characteristics of the outermost regions;
Amendment 106 #
2016/2250(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Calls on the Commission to take account of the crucial importance of milk production in the Azores, to maintain support to producers and to lay down additional measures in the event of a market crisis;
Amendment 109 #
2016/2250(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Observes that the disappearance of quotas and guaranteed prices which began with the reform of the COM in sugar in 2005 is damaging cane sugar producers in the outermost regions; emphasises the need to place on a permanent footing all the specific instruments put in place within the framework of Article 349 TFEU in the interests of the sustainable competitiveness of this industry; calls for the establishment of a support scheme for sugar-cane growers in the event of a fall in world sugar prices;
Amendment 113 #
2016/2250(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Recalls that banana production plays a crucial role in the socio-economic fabric of some outermost regions; calls, therefore, for support for producers to be maintained and, where necessary, increased;
Amendment 114 #
2016/2250(INI)
Motion for a resolution
Paragraph 18 b (new)
Paragraph 18 b (new)
18b. Considers it necessary to provide better support for diversification of production in the outermost regions, and to introduce actions designed to resolve the market crises which certain sectors are facing, particularly the tomato and livestock sectors, and to facilitate the development of small-scale holdings, such as dairy product holdings;
Amendment 115 #
2016/2250(INI)
18c. Urges the Commission to plan a specific financial allocation for the outermost regions when exceptional and emergency aid is granted to the agricultural sector because of serious market crises;
Amendment 117 #
2016/2250(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. DeplorStresses, in the name of consistency of policies, the fact that the efforts made in the outermost regions to modernise and to render their traditional industries competitive are increasingly being jeopardised byshould not be undermined by the negative effects that certain free trade agreements signed between the EU and third countries may have on the economies of the outermost regions;
Amendment 121 #
2016/2250(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Calls on the European Commission to encourage the farmers of the outermost regions to promote their high-quality products by supporting the use of the outermost regions logo, as well as other forms of quality certification;
Amendment 123 #
2016/2250(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Deplores the fact thatCalls for the trade negotiations conducted by the Union fail toto duly take into account either the specific characteristics orand the sensitive products of the outermost regions, and in particular bananas, sugar, rum, tomatoes and fishery products;
Amendment 131 #
2016/2250(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Considers that the Union’s trade policy ought not to endangers the small number of products which are exported and the traditional industries on which the economies of the outermost regions dependindustries of the outermost regions, since they play a major role in economic, social and environmental terms;
Amendment 146 #
2016/2250(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Calls for the Union’s trade policies to be adjusted so as to take full account of the competitive disadvantages of the outermost regions; calls for the preservation of tariff and non-tariff barriers which are vitalnecessary for the protection of the sensitive products of the outermost regions and for safeguard clauses and stabilisation mechanisms to be activated in the event of the products of the outermost regions being seriously affected, or the threat of such an occurrence;
Amendment 152 #
2016/2250(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Calls for the systemUnderlines the limits ofn tolerance of imports to be abandoned which makes it possible for goods to enter the Union that have been treated with active substances not authorised therehe principle of equivalence, particularly for organic agriculture products, which makes it possible for products from third countries which are not in compliance with all the European requirements to enter the European Union; Calls for the principle of compliance to be applied immediately;
Amendment 159 #
2016/2250(INI)
Motion for a resolution
Paragraph 26 a (new)
Paragraph 26 a (new)
26a. Considers essential to set up a support system for the fisheries of the ORs based on Article 349 in the light of what is done in agriculture with POSEI;
Amendment 160 #
2016/2250(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
27. Calls on the Union to remove all the regulatory obstacles, to authorise aid for the renewal of traditional fishing fleets in the outermost regions, to increase investIn the interests of the survival of the fisheries sector in the outermost regions, and in accordance with the principles of differentiated treatment for the small islands and territories referred to in SDG 14, calls on the Commission to create support measures based on Article 349 TFEU to enable the funding (whether European or national) of the artisanal and traditional fishing boats of the outermost regions which land all their catches in outermost region ports and contribute to local sustainable development, which is needed for the sustainable development of local fishing and to protect sensitive fishing grounds of the outermost regionsith a view to increasing human safety, compliance with European hygiene standards, combating IUU fishing and becoming more environmentally friendly; notes that the renewal of the fishing fleet must remain within the permitted capacity ceilings, must be restricted to replacing an old ship with a new one and must be conducive to sustainable fishing and the attainment of the MSY objective;
Amendment 168 #
2016/2250(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Considers that the Union has, overall, under-invested in the seas and oceans and more specifically in the case ofalls on the Union to support the outermost regions, so that it has not ensuredthey can progress with the sustainable and efficient economic development of their exclusive economic zones of the outermost regions, and that it has left these marine areas at the mercy of pillage of their resources by fishing fleets, both foreign and European;
Amendment 176 #
2016/2250(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Deplores the fact that, by means of this under-investment, the Union ends up almost exclusively becoming, and regarding itself as, a continental entity and not also aCalls on the European Union to rely upon the outermost regions in an effort to reinforce its position as an international maritime power;
Amendment 184 #
2016/2250(INI)
Motion for a resolution
Paragraph 30 a (new)
Paragraph 30 a (new)
30a. Calls for the creation of a specific instrument for fisheries in the outermost regions, based on former Regulation No 1791/2007 and drawing inspiration from the agricultural POSEI regulation, with a view, in particular, to ensuring legal certainty in relation to the plans for compensation of additional costs through ex ante approval by the Commission and permanent funding;
Amendment 190 #
2016/2250(INI)
Motion for a resolution
Paragraph 31
Paragraph 31
31. Recalls that Article 349 TFEU provides for specific access to structural funds for the outermost regions and that, on that basis, all the outermost regions should be regarded as ‘least developed regions’ and as systematically eligible for the maximum level of support;
Amendment 208 #
2016/2250(INI)
Motion for a resolution
Paragraph 34
Paragraph 34
34. Recalls the shared objective of twofold integration of the outermost regions; calls for all schemes concerned with cross-border cooperation between the outermost regions and third countries or the overseas countries and territories in their geographical regions to be intensified and made operational;
Amendment 212 #
2016/2250(INI)
Motion for a resolution
Paragraph 35
Paragraph 35
Amendment 220 #
2016/2250(INI)
Motion for a resolution
Paragraph 36 a (new)
Paragraph 36 a (new)
36a. Recalls that the most important fund for training and employment is the European Social Fund (ESF); calls on the Commission – in view of the structural nature and critical levels of unemployment in the outermost regions, and on the basis of Article 349 TFEU, which grants the outermost regions the right to specific access to the Structural Funds – to create an additional allocation within the framework of the ESF in order to support employability, mobility and training in the outermost regions;
Amendment 222 #
Amendment 223 #
2016/2250(INI)
Motion for a resolution
Paragraph 37 a (new)
Paragraph 37 a (new)
37a. Recalls, furthermore, that Article 107(3) TFEU states that aid to promote the economic development of the outermost regions may be considered to be compatible with the internal market, in view of their structural, economic and social situation;
Amendment 226 #
2016/2250(INI)
Motion for a resolution
Paragraph 38
Paragraph 38
38. Deplores the fact thatCalls on the Commission to rely on Articles 107(3)(a) and TFEU in the Regional State Aid Guidelines and the GBER (General Block Exemption Regulation) do not take sufficient account of Article 107(3)(a) and Article 349 TFEU and that they create a situation which may lastingly damagein order to contribute to the economic and social development of the outermost regions;
Amendment 241 #
2016/2250(INI)
Motion for a resolution
Paragraph 41
Paragraph 41
41. CondemnsWarns of trade practices such as those of clearance markets, which end upcan destabilisinge the island micro-markets of local economies;
Amendment 242 #
2016/2250(INI)
Motion for a resolution
Subheading 7
Subheading 7
Research, environmentbusiness competitiveness, environment, education, transport, energy and telecommunications
Amendment 248 #
2016/2250(INI)
Motion for a resolution
Paragraph 43
Paragraph 43
43. Does not consider that any of the Union’Calls on the Commission to lay down in its horizontal programmes provides for access conditions specific to the outermost regions; regards this situation as particularly discriminatory;
Amendment 260 #
2016/2250(INI)
Motion for a resolution
Paragraph 45 a (new)
Paragraph 45 a (new)
45a. Points out the central role played by SMEs in the outermost regions with regard to economic and social development; calls on the Commission, therefore, to take better account of the situation of the outermost regions within the framework of the COSME programmes, or the EU employment and social innovation programme (EaSI);
Amendment 264 #
2016/2250(INI)
Motion for a resolution
Paragraph 45 b (new)
Paragraph 45 b (new)
45b. Would like to see an improvement in the way the common characteristics of the outermost regions are taken into account within the framework of the Erasmus programme, including through the promotion of exchanges between outermost regions;
Amendment 270 #
2016/2250(INI)
Motion for a resolution
Paragraph 46 a (new)
Paragraph 46 a (new)
Amendment 273 #
2016/2250(INI)
Motion for a resolution
Paragraph 47
Paragraph 47
47. DeplorStresses the fact that the Natura 2000 programme is not applicable to the French outermoutermost regions enjoy extraordinary biodiversity and that they are particularly seriously affected by the effects of climate change, therefore instruments specific to thoste regions; considers this situation to be particul need to be introduced to combat those effects; calls on the Commission once again to put the BEST preliminarly damaging to theaction on a permanent footing by creating a sustainable mechanism for funding protjections ofn biodiversity and the environment in those region, the promotion of ecosystem services and adaptation to climate change in European overseas countries and territories;
Amendment 274 #
2016/2250(INI)
Motion for a resolution
Paragraph 47 a (new)
Paragraph 47 a (new)
47a. Recalls that, in its Special Report 01/2017, the European Court of Auditors considered that ‘significant progress is needed from the Member States, and more efforts from the Commission, in order to better contribute to the ambitious goals of the EU 2020 biodiversity strategy’;
Amendment 275 #
2016/2250(INI)
Motion for a resolution
Paragraph 47 a (new)
Paragraph 47 a (new)
47a. Recalls that the European Court of Auditors in the Special Report 01/2017 considered that "Significant progress is needed from the Member States and further efforts by the Commission to better contribute to the ambitious objectives of the EU's biodiversity strategy for 2020";
Amendment 276 #
2016/2250(INI)
Motion for a resolution
Paragraph 47 a (new)
Paragraph 47 a (new)
47a. Suggests that an impact study be carried out regarding the possibilities of applying the Natura 2000 programme to the French outermost regions, with a view to establishing the most appropriate tools for the protection of the biodiversity and environment of these regions;
Amendment 277 #
2016/2250(INI)
Motion for a resolution
Paragraph 47 b (new)
Paragraph 47 b (new)
47b. Recalls that the mid-term review of the EU Biodiversity Strategy published by the Commission in October 2015 and mentioned by the European Court of Auditors in the Special Report 01/2017 concluded that, although significant progress has been made since 2011 in implementing the measures under Objective 1, the most significant challenges remain the completion of the marine element of the Natura 2000 network and the guarantee of effective management of the sites and funding needed to support the Natura 2000 network, both of which are important factors for ORs";
Amendment 281 #
2016/2250(INI)
Motion for a resolution
Paragraph 48
Paragraph 48
48. Considers that people and businesses in the outermost regions do not enjoy the same right to freedom of movement as other European citizens, and calls on the European Union to establish a programme relating tosupport programmes designed to provide the territorial continuity of the outermost regions and promoting free movement of citizens between the outermost regions and the Union or between different outermost regions; calls on the Union to exclude the outermost regions from the ETS;
Amendment 282 #
2016/2250(INI)
Motion for a resolution
Paragraph 48 a (new)
Paragraph 48 a (new)
48a. Calls for the creation of a specific POSEI-type programme for transport to promote the territorial, social and economic cohesion of the regions and to reduce the isolation, or double isolation, of some outermost regions; stresses that this programme should provide for support for the transport of people and goods between the outermost regions and the continent, within the outermost regions themselves and between outermost regions that are close to each other, such as the Azores, Madeira and the Canary Isles; stresses that this programme should also promote trade between these regions;
Amendment 5 #
2016/2148(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes the significant contribution made by the European Structural and Investment Funds to the construction of an efficient and safe European transport network; Stresses the importance of synergies between the various funds; notes their importance for the development of tourism in the Union's regions;
Amendment 25 #
2016/2148(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Stresses the need to use European Structural and Investment Funds to complement the gaps that exist between completed infrastructure projects, particularly in cross-border regions and in the outermost regions set out in Article 349 TFEU;
Amendment 36 #
2016/2148(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Notes the need to provide professiontechnical support to Member States duringand practical assistance to Member States, regions and localities during applications for funding, in the planning and implementation of the most and least capital-intensive infrastructure projects in order to remedy the lack of expertise in Member States;
Amendment 44 #
2016/2148(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Recalls that completion of the core TEN-T network is a European transport policy priority and that structural and investment funds are an important tool in the implementation of this project; Notes the importance of interconnecting projects between the secondary network and the core network;
Amendment 66 #
2016/2148(INI)
Draft opinion
Paragraph 7 – indent 1 (new)
Paragraph 7 – indent 1 (new)
- Recalls the allocation within the Connecting Europe Facility for the Cohesion countries and the importance of technical support for these countries, and the arrangement whereby, if the amount is not fully used, it is reallocated to the same Cohesion countries;
Amendment 67 #
2016/2148(INI)
Draft opinion
Paragraph 7 – indent 2 (new)
Paragraph 7 – indent 2 (new)
- Recalls that the European Structural and Investment Funds and the Connecting Europe Facility are central to the development of maritime region transport infrastructure, particularly in the outermost regions, in order to offset the lack of maritime links between the island regions and the Internal Market; Notes therefore the importance of ensuring resources for the development of the motorways of the sea and maritime infrastructure;
Amendment 77 #
2016/2148(INI)
Draft opinion
Paragraph 8 – indent 1 (new)
Paragraph 8 – indent 1 (new)
- Stresses the need for support for the digitisation of the transport system; and in this context underlines the importance of ensuring funds for SMEs;
Amendment 181 #
2016/2062(INI)
Motion for a resolution
Paragraph 8 – subparagraph 1 (new)
Paragraph 8 – subparagraph 1 (new)
Notes the importance of connectivity for the development of small and regional airports within the Union, as the drivers for growth, jobs creation and regional cohesion, especially at the Outermost Regions as specified in Article 349 of the TFEU; recalls that over the last years, small regional airports have tended to be more affected than other airports by losses of direct connectivity; Highlights the role on which small and regional airports might play within the Union as another way to decongest larger and hub airports through indirect connections; asks the European Commission, jointly with the Member-States, to present an EU long-term strategic plan addressing the challenges and opportunities of regional airports inside the EU context;
Amendment 206 #
2016/2062(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Believes that transport operators and service providers will engage in finding intermodal and multimodal solutions if, through a EU regulatory framework, clarification and legal certainty are provided as concerns passenger rights, liability, delays, security services and open data; recalls the need to ensure adequate air traffic services in case of disruption to air traffic, as underlying in the SES and at ICAO guidance;
Amendment 254 #
2016/2062(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Takes note of the CO2 emissions generated by the aviation sector; stresses the wide range of actions already taken to achieve carbon neutral growth from 2020, both by developing alternative fuels and lighter aircraft, and by abiding to international agreements; welcomes the Commission’s intention to review EU measures to reduce CO2 emissions from aviation in light of the outcome of the 39th Assembly of the International Civil Aviation Organisation (ICAO); recalls to take into consideration the characteristics of the outermost regions as specified in article 349º of the TFEU; is of the opinion that, in view also of the Commission’s Circular Economy Package, further initiatives reducing emissions of operational activities from, to and within airports should be encouraged;
Amendment 60 #
2016/2059(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Calls for a rapid implementation of the key projects of common interest which have been already agreed, especially the ones which will unsure the integration of the gas market of the Iberian Peninsula with the rest of Europe;
Amendment 73 #
2016/2059(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Calls on the Commission and the Member States to present cost-effective solutions for the distribution and storage of LNG in the Union’s outermost regions and for adequate financing; stresses the need to look at all existing solutions for the storage and distribution of LNG, for example virtual gas pipelines, small-scale infrastructure, or the use of regular cabotage vessels, in particular in island regions, taking into consideration the potential evolution in demand for that fuel;
Amendment 78 #
2016/2059(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Asks the Commission to create, jointly with the Member States and their regions, a common project of “LNG Blue Corridors for Islands” for the maritime sector, including ports of the TEN-T Comprehensive Network in order to establish the necessary LNG infrastructures and to link this network to the TEN-T Core Network;
Amendment 16 #
2016/2035(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Believes, therefore, that mass- tourism seaside resorts will continue to lose their upmarket tourism trade to unspoiled rural and coastal destinations, if these are well developed and maintained, and if the tourism sector adapts its offers to new demands for tailor-made productsupply must be adapted to new demands for tailor-made products in popular seaside resorts and in unspoiled rural and coastal destinations;
Amendment 21 #
2016/2035(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Believes that diversification in fisheries should be based on the culture and identity of the fisheries sector, bearing in mind that eco-tourism and soft tourism, which are environmentally friendly business models that help preserve the identities of local communities;
Amendment 66 #
2016/2035(INI)
Draft opinion
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Recommends that the Commission, together with the Member States, adopt a suitable term to designate fishing communities in the Union or in sub-catchment areas, such as the ‘Aldeias do Mar’ seaside communities in Portugal, with the involvement of Fisheries Local Action Groups; urges that the necessary funding be accordingly earmarked for the establishment of a European network for the exchange of best practices and the mapping of fishing activities with information regarding points of interest and the characteristics of each fishing community;
Amendment 4 #
2016/2016(INI)
Motion for a resolution
Citation 2 a (new)
Citation 2 a (new)
— having regard to the judgment of the Court of Justice of the European Communities in Joined Cases C-132/14 to C-136/14 on the interpretation of Article 349 TFEU, which stresses that Article 349 allows derogations not only from the treaties but also from secondary law,
Amendment 12 #
2016/2016(INI)
Motion for a resolution
Recital B
Recital B
B. whereas the EU needs to assume responsibilities in the maritime realm of the ORs, and whereas their exclusive economic zones (EEZ) make up a large percentageroportion of the EU’s total EEZ;
Amendment 13 #
2016/2016(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the fisheries sectors in the ORs have to be seen against the background of a particular structural, social and economic situation (Article 349 TFEU), which requires specific and adapted consideration of common European policies;
Amendment 15 #
2016/2016(INI)
Motion for a resolution
Recital D
Recital D
D. whereas the Common Fisheries Policy (CFP) recognises the specific characteristics of the ORs andand the European Maritime and Fisheries Fund (EMFF), which were designed to tackle the problems and challenges of continental Europe, allows for a differentiated approach in these regionfor the ORs but can only provide a limited response to the specific characteristics of fisheries in the ORs;
Amendment 20 #
2016/2016(INI)
Motion for a resolution
Recital E
Recital E
E. whereas the ORs began to be incorpotegrated into the CFP when the limitation on fishing effort was introduced in the 1990s; whereas, this is the reason the ORs consider themselvesare unfairly treated by the CFP and call it the ‘doubley penalty’ised (no access to previous aid for fleet renewal and the current prohibition on aid for renewal);
Amendment 26 #
2016/2016(INI)
Motion for a resolution
Recital F
Recital F
F. whereas one of the objectives of the CFP is to promote coastal fishing activities, taking into account socio- economic issues;
Amendment 29 #
2016/2016(INI)
Motion for a resolution
Recital H
Recital H
H. whereas a sizeable level of illegal, unreported and unregulated (IUU) fishing takes place in some of the ORs’ EEZ7 EEZs of some ORs7 and in the sea basins around others; _________________ 7 European Parliament Draft study on the management of the fishing fleet in the outermost regions (IP/B/PECH/IC/2016_100) and European Maritime and Fisheries Fund (EMFF) operational programme of France.
Amendment 31 #
2016/2016(INI)
Motion for a resolution
Recital I
Recital I
I. whereas the ORs are affected by some of the highest levels of unemployment in the EU (up to 60% youth unemployment in some ORs);
Amendment 32 #
2016/2016(INI)
Motion for a resolution
Recital J
Recital J
Amendment 38 #
2016/2016(INI)
Motion for a resolution
Recital L
Recital L
Amendment 40 #
2016/2016(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Considers that sustainable and ‘honest’ fishing is the basis for prosperous coastal communities and contributes to food security in the ORs; insists, in this context, on the need to involve local fisheries in achieving food security for local communities, as food security in the ORs is currently too dependent on imports;
Amendment 42 #
2016/2016(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Points out that the common fisheries policy and the European Maritime and Fisheries Fund (EMFF), designed to tackle the problems and challenges of continental Europe, can only provide a limited response to the specific characteristics of fisheries in the ORs, that they cannot be uniformly applied to the challenges and specific characteristics of fisheries in the ORs and that they must be allowed a degree of flexibility and pragmatism or be subject to derogations; calls also for the development of a strategy for each regional sea basin tailored to the specific situation of each of the outermost regions;
Amendment 44 #
2016/2016(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Stresses the presence in the ORs of a wide variety of small communities which are highly dependent on traditional, coastal and small-scale fishing and for which fishing is often the only livelihood;
Amendment 49 #
2016/2016(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Recalls that marine biological resources around the ORs should be especially protected and hencethat particular attention should be paid to fishing; stresses, therefore, that only fishing vessels registered in OR ports arshould be allowed to fish;
Amendment 52 #
2016/2016(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Is of the opinion that the precautionary principle should prevail as long as the balance between fishing capacity and opportunities is not evidentStresses the need to maintain the balance between fishing capacity and opportunities in accordance with the precautionary principle and taking into account socio-economic realities;
Amendment 56 #
2016/2016(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Points out that in some ORs the fishing fleets are below their capacity limits set by the CFP, owing in particular to the lack of access to financing;
Amendment 59 #
2016/2016(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Stresses the fact that in its 2016 report, the Scientific, Technical and Economic Committee for Fisheries (STECF)8 could not assess the balance between fishing capacity and opportunities for all fleets operating in the ORs as a result of insufficient biological data; considers, in this regard, that it is vital for reliable data on the state of resources and practices in these overseas EEZs to be available and accessible; _________________ 8 Reports of the (STECF) - Assessment of balance indicators for key fleet segments and review of national reports on Member States efforts to achieve balance between fleet capacity and fishing opportunities (STECF-16-18).
Amendment 64 #
2016/2016(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Regrets the delay in the approval of EMFF Operational Programmes and consequently the late implementation of supportive EMFF provisions, which has resulted in serious financial difficulties for some undertakings in the ORs;
Amendment 70 #
2016/2016(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Welcomes the specific provisions for the ORs in the EMFF, such as the compensation for additional costs – which is higher than in the previous programming period but still not enough for some ORs – and the maximum public aid intensity, which is higher than for other regions;
Amendment 72 #
2016/2016(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Observes the difficulties or even impossibility for certain fishermen in the ORs to access credit and/or insurance for their vessels, causing safety problems and economic constraints for these fishermen;
Amendment 74 #
2016/2016(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Points out that in the ORs small boats make up a large majority of registered vessels; stresses that in some ORs, small vessels are more than 40 years old, which poses real safety problems,
Amendment 77 #
2016/2016(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Stresses the economic multiplying effect of EU funds and support on the private sector contribution, particularly in the ORs;
Amendment 78 #
2016/2016(INI)
Motion for a resolution
Subheading 2
Subheading 2
Making better use of possibilities provided under the currentArticle 349 of the Treaty and the CFP
Amendment 80 #
2016/2016(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Calls for the full application of Article 349 TFEU in the European Union's policies, regulations, funds and programmes relating to fisheries, particularly in the EMFF, in order to respond to the specific difficulties encountered by the ORs;
Amendment 81 #
2016/2016(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
Amendment 84 #
2016/2016(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls on the Commission when proposing delegatedislative acts in respect of costs for hygiene, health and safety-related investments and investments related to working conditions, to facilitate a holistic and appropriately tailored approach;
Amendment 87 #
2016/2016(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Calls on the Commission when proposing delegatedislative acts with regard to the criteria for calculation of additional costs resulting from the specific handicaps of ORs, to also consider the impact of climatic and geographical conditions and depredation;
Amendment 92 #
2016/2016(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Deplores the significant level of IUU fishing taking place in the ORs’ EEZEEZ of certain ORs attributable to both domestic and foreign vessels, and in surrounding sea areas in the case of others; points out that for the domestic part, such practices also result from local food supply issues;
Amendment 97 #
2016/2016(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Calls for genuine consideration to be given to the interests of ORs when fisheries agreements are concluded with third countries, including by laying down obligations to land catches in the ORs or to employ personnel from the ORs on vessels;
Amendment 102 #
2016/2016(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Notes that a rebetter structuring of the fishing sector in the ORs is needed and if necessary a reduction of the number of vessels should be considered;
Amendment 105 #
2016/2016(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Notes that modernisation, and the development of the traditional or small- scale fishing fleet - including that which fishes for shrimps - in the ORs with the aid of public funding (European or national) is necessary, particularly because of the accelerated ageing of their vessels, which gives rise to problems with safety, compliance with European hygiene standards and efficiency, and the unsuitability of the fleet to reach the available resources or to combat IUU fishing; stresses furthermore that such restructuring will help to diversify fishing in the ORs, to improve its quality, to introduce innovation into its fishing activities and to increase efficiency; calls on the Commission therefore to eliminate all obstacles without delay in order to authorise public financing of the gradual renewal of small-scale or traditional fishing fleets - including those fishing for shrimps - of vessels which land their catches in ports in the ORs and which contribute to local, sustainable development of the fishing industry without damaging the sustainability of resources;
Amendment 110 #
2016/2016(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Requests the Member States when implementing the provision of the CFP on the allocation of fishing opportunities to consider indevote particular fishing vesselsattention to traditional or small-scale fishing, which contributes to the local economy and haves a low impact on the environment;
Amendment 113 #
2016/2016(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Stresses that the reduction of fishing quotas is seriously damaging for fishermen in the ORs, since many of their livelihoods depend on fishing alone. Adds that this reduction can have serious economic and social consequences, and it is thus important to ensure the economic sustainability of the local populations.
Amendment 119 #
2016/2016(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
Amendment 124 #
2016/2016(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Emphasises that the main product of fishing is the fish itself and that vessels need to be adapted to strengthen the various means of using fish, including canning and the use of fish by-products. Calls on the Commission to actively support and promote investment in the diversification of fisheries in terms of the processing and sale of local fish products by providing new aid for the modernisation of vessels.
Amendment 128 #
2016/2016(INI)
Motion for a resolution
Paragraph 22 a (new)
Paragraph 22 a (new)
22a. Advocates establishing, as part of Horizon 2020, research and development programmes in the area of fisheries that bring together the various economic and social operators, thus helping develop new fishing technologies and methods able to boost the sector’s competitiveness and enhance its potential for economic growth and job creation among local populations.
Amendment 129 #
2016/2016(INI)
Motion for a resolution
Subheading 3
Subheading 3
Amendment 131 #
2016/2016(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Advocates reconsidering the fleet segmentation basis under a potential future CFP, in order to make better use of capacity limits and facilitate developmentRecommends that the future CFP take full account of the specific features of the ORs and enable them to realise the strong economic, social and environmental potential created by the sustainable and rational development of the fisheries sectors in the ORs;
Amendment 141 #
2016/2016(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Proposes increasing aid intensity for engine replacement in the ORs where scientific evidence indicates that climate conditions and climate change have a decisive negative impact on the ORs’ fleets;
Amendment 145 #
2016/2016(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Advocates not establishing a dedicated fund for the ORs, as comprehensive resources of the European Structural and Investment Funds are already availableProposes that a specific instrument for fisheries in the ORs be established as soon as possible, modelled on POSEI for agriculture and taking as a basis Regulation No 791/2007, giving consideration to the possibility of bringing together in this specific instrument, in particular, the provisions of Articles 8 (State aid), 13(5) (budget) and 70-73 (compensation plans for additional costs) of the existing EMFF in order to ensure legal certainty of compensation plans for additional costs thanks to prior approval by the Commission and long-term financing;
Amendment 152 #
2016/2016(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
25a. Proposes that the capacities of certain segments of the fleets in the ORs be increased provided that it has been scientifically demonstrated that the rate of exploitation of certain fisheries resources can be increased without compromising sustainable fishing objectives;
Amendment 154 #
2016/2016(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
Amendment 161 #
2016/2016(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
27. Recommends creating better incentives under a future EMFF to encourage young people to enter the fishing sectorwork in the maritime economy;
Amendment 8 #
2016/2012(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Notes the rapid development of the sharing economy, particularly in the transport and tourism sectors, and calls on the Commission to clarify if these activities are services that fall under the scope and the application of the directive, since the majority of Member States have a restrictive interpretation of goods and services available to the public;
Amendment 28 #
2016/2012(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Calls on the European Commission to collect examples of best practice and, at the same time, encourage their exchange in the Member States and between the national bodies promoting equality to ensure better application of the respective provisions at national level;
Amendment 39 #
2016/2012(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Considers that providing baby changing facilities in all public toilets, installations suitable for use by parents with small children and allowing access for pushchairs, would help promote inclusive transport and tourism;
Amendment 57 #
2016/2012(INI)
Draft opinion
Paragraph 9
Paragraph 9
9. Expresses serious concern that cases of sexual harassment often occur on public transport, but are also reported in the context of the sharing economy and in situations where a third party is involved, and underlines the need for a proper definition of liability for such acts.
Amendment 45 #
2016/0287(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11a) In accordance with Article 349 TFEU, account should be taken, in relation to geographically balanced distribution, of specific measures for the outermost regions, given their remoteness and the costs associated with access to the Internet and high-speed broadband services.
Amendment 71 #
2016/0287(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 6
Article 2 – paragraph 1 – point 6
Regulation (EU) No 283/2014
Annex section 4
Annex section 4
The available budget shall be allocated in a geographically balanced manner to projects meeting the above conditions in view of the proposals received and, in principle, on a 'first come, first served' basis, paying particular attention to projects submitted by the outermost regions referred to in Article 349 TFEU.
Amendment 20 #
2016/0172(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 12
Article 2 – paragraph 1 – point 12
(12) 'inspector' means a public-sector employee or other person, duly authorised by the competent authority of the Member State to carry out the inspections provided for in this Directive and responsible to that competent authority and fulfilling the minimum criteria specified in Annex XI of Directive 2009/16/EC.
Amendment 26 #
2016/0172(COD)
Proposal for a directive
Article 10 – paragraph 1
Article 10 – paragraph 1
1. The Commission shall develop, maintain and update an inspection database which will contain all the information required for the implementation of the inspection system provided for by this Directive or further enhanceand connect with the inspection database referred in Article 24 of Directive 2009/16/EC.
Amendment 32 #
2016/0171(COD)
Proposal for a directive
Recital 7
Recital 7
(7) Taking into account the availability of electronic means of data recording and the fact that personal data should in any event be collected before the ship's departure, the 30 minutes delay currently provided for by Directive 98/41/EC should be considered as a maximum and used in exceptional cases only.
Amendment 37 #
2016/0171(COD)
Proposal for a directive
Recital 10
Recital 10
(10) In as much as measures entail the processing of personal data, those shall be carried out in accordance with Union lawThe measures provided for in Directive 98/41/EC and Directive 2010/65/EC entail the processing of personal data. This processing is governed by Union law on the protection of personal data, in particular Regulation (EU) 2016/679 of the European Parliament and of the Council, and Regulation (EC) No 45/2001 onf the protection of personal data20 . In particular, personal data collected for the purposes of Directive 98/41/ECEuropean Parliament and of the Council, which applies to the processing of personal data recorded in the Single Window and SafeSeaNet. In particular, personal data collected for the purposes of Directive 98/41/EC to facilitate search and rescue operations and the efficient handling of the aftermath of an accident should not be further processed and used for any other purpose and should not be retained longer than necessary for the specific purposes of Directive 98/41/EC as specified therein. _________________ 20In particular Regulation (EU) No XXX/2016 of XXX (number and date to be added aftPersonal data should ther eformal adoption) of the European Parliament and of the Council on the protection of individuals with regard to the processing of personal data and on the free movement of such data (General Data Protection Regulation) (reference to OJ to be added after formal adoption) and Regulation (EC) No 45/2001 of the European Parliament and of the Council of 18 December 2000 on the protection of individuals with regard to thee be immediately destroyed after the ship's voyage has been safely completed or when an investigation or judicial processeding of personal data by the Community institutions and bodies and on the free movement of such data (OJ L 8, 12.1.2001, p. 1)s in the aftermath of an accident or emergency have been concluded.
Amendment 56 #
2016/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 98/41/EC
Article 5 – paragraph 3
Article 5 – paragraph 3
3. Personal data collected for the purposes of this Directive should not be processed and used for any other purpose. and must be immediately destroyed;
Amendment 62 #
2016/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 98/41/EC
Article 8 – paragraph 2
Article 8 – paragraph 2
Personal data collected in accordance with Article 5 shall not be kept by the company longer than necessary for the purposes of this Directive namely until the moment the data is recorded in the single window established pursuant to Article 5 of Directive 2010/65/EU. Without prejudice to other specific reporting obligations under Union or national law, including for statistical purposes, once the information is no longer needed for this purpose, it shall be immediately destroyed.
Amendment 68 #
2016/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7 – point a – indent 1 a (new)
Article 1 – paragraph 1 – point 7 – point a – indent 1 a (new)
Directive 98/41/EC
Article 9 – paragraph 2 – point b a (new)
Article 9 – paragraph 2 – point b a (new)
- Member States from whose ports ships depart may exempt passenger ships operating, exclusively in protected sea areas, regular services of less than one hour between port calls from the obligation laid down in Article 4(2).
Amendment 77 #
2016/0171(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Directive 98/41/EC
Article 10 – subparagraph 4
Article 10 – subparagraph 4
Without prejudice to other specific reporting obligations under Union or national law, including for statistical purposes, once the information is no longer needed for theseat purposes, it shall be immediately destroyed.;
Amendment 83 #
2016/0171(COD)
Proposal for a directive
Article 3 – paragraph 1 – subparagraph 1
Article 3 – paragraph 1 – subparagraph 1
Member States shall adopt and publish, by [124 months after the entry into force] 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.
Amendment 85 #
2016/0171(COD)
Proposal for a directive
Article 3 – paragraph 1 – subparagraph 2
Article 3 – paragraph 1 – subparagraph 2
They shall apply those provisions from [124 months after the entry into force].
Amendment 167 #
2016/0149(COD)
Proposal for a regulation
Article 1 – paragraph 1 – introductory part
Article 1 – paragraph 1 – introductory part
Amendment 251 #
2016/0149(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
1. UniversaAll cross-border parcel service providdeliversy providing parcel delivery servicesers falling within the scope of Article 3 shall provide the national regulatory authority of the Member State in which they are established with the public list of tariffs applicable on 1 January of each calendar year for the delivery of postal items falling within the categories listed in the Annex. That information shall be provided by 31 Jan28 February of each calendar year at the latest.
Amendment 264 #
2016/0149(COD)
Proposal for a regulation
Article 4 – paragraph 3
Article 4 – paragraph 3
Amendment 270 #
2016/0149(COD)
Proposal for a regulation
Article 4 – paragraph 4
Article 4 – paragraph 4
Amendment 281 #
2016/0149(COD)
Proposal for a regulation
Article 5 – paragraph 1 – introductory part
Article 5 – paragraph 1 – introductory part
1. The national regulatory authority shall assess the affordabilitymake an initial assessment of cross- border tariffs included in the public lists of tariffs obtained in accordance with Article 4(1) within 3three months of receipt of that information. InThe purpose of that assessment, in particular the following elements shall be taken into account: shall be to assess whether the cost to individuals and small and medium sized enterprises is reasonable and to what extent the uptake of cross-border parcel delivery services is affected by the applicable cross-border tariffs.
Amendment 297 #
2016/0149(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point b
Article 5 – paragraph 1 – point b
Amendment 310 #
2016/0149(COD)
Proposal for a regulation
Article 5 – paragraph 2
Article 5 – paragraph 2
2. Where the national regulatory authority concludes that cross-border tariffs referred to in paragraph 1 are not affordable, it shall request further necessary information and/or justification in relation to the level of those tariffs from the universal service provider.In carrying out its initial assessment referred to in paragraph 1, the national regulatory authority shall in particular take into account the likely impact of the applicable cross-border tariffs on the following: (a) individual users who are people with disabilities or those with reduced mobility; (b) individual and small and medium-sized enterprise users living or situated in remote or sparsely populated areas; and
Amendment 340 #
2016/0149(COD)
Proposal for a regulation
Article 6
Article 6
Amendment 370 #
2016/0149(COD)
Proposal for a regulation
Article 8 – paragraph 2 – point a
Article 8 – paragraph 2 – point a
(a) whether the aeffordaiciency and accessibility of cross- border parcel delivery services has improved, including for users located in remote or sparsely populated areas;
Amendment 57 #
2015/2353(INI)
Draft opinion
Paragraph 10
Paragraph 10
10. Calls for redistribution of the money not used by cohesion Member States under the CEF and encourages calls for proposals from the cohesion countries and new proposals as part of the package intended for each cohesion country, including on the subject of cross-border connections and the motorways of the sea;
Amendment 70 #
2015/2353(INI)
Draft opinion
Paragraph 12
Paragraph 12
12. Points out that tourism is a key potential growth area of the European economy and a driver of a substantial amount of employment; considers that appropriate budgetary funds should be allocated to developing a genuine European tourism policy. ; asks the Commission to consider the possibility of introducing a specific heading in the future framework programme;
Amendment 5 #
2015/2349(INI)
Motion for a resolution
Citation 12 a (new)
Citation 12 a (new)
– having regard to the Commission communication entitled ‘A European agenda for the collaborative economy’ (COM(2016)0356);
Amendment 6 #
2015/2349(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas the EU tourism sector, 90% of which consists of micro, small, and medium-sized enterprises, generates exports of goods and services within the EU worth roughly EUR 315 000 million and whereas the mobility services arising out of the collaborative economy are directly linked to visitor demand for new products and experiences;
Amendment 14 #
2015/2349(INI)
Motion for a resolution
Recital E
Recital E
E. whereas, for passengers and goods, demand for transport services is growing strongly both in terms of quality and of quantity, and whereas reducing mobility is not an option and the new forms of shared mobility should therefore be encouraged, and whereas the ‘shareable cities’ concept should be translated into practice;
Amendment 38 #
2015/2349(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Stresses the complex nature of the transport sector, which is characterised by multi-level governance still largely compartmentalised by mode of transport, and is subject to heavy regulation, particularly regarding access to the profession and the activities concerned and the development, use, and marketing of transport services;
Amendment 41 #
2015/2349(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Stresses that the legal uncertainty as to the definition of ‘service providers’ in the transport sector prevents the establishment of fair competition, and regrets, that being so, the difficulties experienced by many small businesses in accessing the market and offering new services; calls on the Member States to comply with, and fully implement, the Electronic Commerce Directive (Directive 2000/31/EC) and the Services Directive (Directive 2006/123/EC) and maintains that the free movement of service providers and freedom of establishment, as provided for in, respectively, Articles 56 and 49 TFEU are essential in order to bring about the European dimension of services and hence of the internal market;
Amendment 50 #
2015/2349(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission to assess the full implementation and the related national transpositions, of the Electronic Commerce Directive (Directive 2000/31/EC), the Services Directive (Directive 2006/123/EC), and Directive 98/34/EC, for online platforms in the transport sector, in order to ensure that Member States do not approach the legality of online platforms in a plethora of ways and hence to avert unwarranted restrictive unilateral measures;
Amendment 54 #
2015/2349(INI)
Motion for a resolution
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Notes that online platforms, in this particular case online mobility platforms, are, according to communication COM(2016)0356, information society services, as referred to in Directive 98/48/EC, given that they provide a paid service, at a distance, by electronic means at the individual request of a recipient of services; points out that the existing definition of an intermediary makes it possible to determine the legal basis for developing transport service providers arising out of the development of the collaborative economy, without hampering the emergence of new operators and services;
Amendment 55 #
2015/2349(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Deplores the anti-competitive practices resulting from inequality in the application of the rules, notably between residents and non-residents, in particular as regards pay and social security systems, which may lead to distortions such as social dumping; calls for those irregularities to be tackled promptly through consistent interpretation, uniform application, and stronger enforcement of the current legislation and through greater cross-border cooperation, without infringing the subsidiarity principle;
Amendment 77 #
2015/2349(INI)
6. Notes that, in a context of growing urbanisation, transport needs to be increasingly integrated and multi-modal in nature, and that urban nodes have an increasingly central role to play in the organisation of mobility, making it essential to digitalise the transport sector; stresses the growing impact of travel planning apps and the importance for small businesses of being included on the list of available apps;
Amendment 100 #
2015/2349(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Warns of the danger that intermediation platforms, with their ‘winner takes all’ ethos, will give rise to monopolies and harm the diversity of the economic fabric, but might give rise to monopolies, notwithstanding what is happening in most parts of the EU business world, in which the many emerging transport service platforms are competing with each other, and also notes that these platforms have brought into play the idea of challenging the existing operators and have led Member States to review the structure of the market;
Amendment 124 #
2015/2349(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Calls for efforts to be continued with a view to completing the single European transport area; takes the view that any legislation which imposes new requirements on small businesses should be proportionate and accompanied by the necessary incentives, simple, and clear, reducing obstacles and accompanied by incentives geared to the present day;
Amendment 133 #
2015/2349(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Takes the view that, in view of the lack of investment in infrastructure, all transport operators should contribute; stresses the importance, in road transport, of internalising negative externalities, but recognises that this poses specific problems for small businesses, in particular for those in outlying parts of the EU, which must be taken into account;
Amendment 157 #
2015/2349(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Calls for harmonisation of access to regulated occupations and activities in Europe and of the checks on these occupations; and activities so as to enable new operators and services linked to digital platforms to develop in a business- friendly environment; also points to the role of the collaborative economy, and calls on the Member States to assess the need to reduce red tape, and actually to reduce it, in order that incumbent operators may coexist within an environment of healthy competition;
Amendment 173 #
2015/2349(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Takes the view, in view of the development of collaborative businesseconomy models, that the solution is neither sector- specific regulation nor regulation aimed solely at platforms, and that in future the mobility system needs to be addressed as a whole, given the changing nature of the platforms concerned; calls for the establishment of a modernised regulatory framework that fosters innovation as well as the protection of consumers and their data, and ensures healthy competition;
Amendment 178 #
2015/2349(INI)
Motion for a resolution
Paragraph 14 – subparagraph 1 (new)
Paragraph 14 – subparagraph 1 (new)
14.1 Calls on the Member States to assess the need to bring their national labour law up to date with the digital age, taking into account the features of collaborative economy models and each country’s individual labour laws;
Amendment 186 #
2015/2349(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Considers that this objective requires a convergence of models which is based on a clear definition of ‘intermediaries’ and ‘service providers’ , in accordance with current European legislation and Commission communication COM(2016)0356, taking care to ensure that definitions do not overlap, and permits the creation of a framework in which small businesses contribute to the social cost of transport in line with the specific features of the mode(s) of transport in which they operate;
Amendment 201 #
2015/2349(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Regrets that the Member States’ response to the development of collaborative business models has so far been very fragmented, and considers that a coordinated, overall European level approach is indispensable; notes the Commission’s reasonable approach to this ‘new business model’ and eagerly awaits the publication of its guidelines on this topicset out in the recent publication COM(2016)0356;
Amendment 218 #
2015/2349(INI)
18. Calls for the establishment of cooperation structures between small transport firms and local authorities with a view to improving the organisation of urban mobility, for instance by setting up innovation task forces to give full effect to the ‘shareable cities’ concept and help local, regional, and national institutions to respond effectively to the emergence of new services and products;
Amendment 37 #
2015/2255(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Calls on the Member States to swiftly implement all relevant social legislation covering the transport sector; strongly urges the Commission to monitor more closely the implementation, increase cross- border cooperation in this area, and for and proper enforcement of the existing legislation;
Amendment 39 #
2015/2255(INI)
Draft opinion
Paragraph 1 – subparagraph 1 (new)
Paragraph 1 – subparagraph 1 (new)
Calls for Member States to refrain from taking unilateral measures and implement unilateral interpretations of the EU social and labour legislation, which can seriously hinder the functioning of the internal market; recalls that in no case social and labour issues should be used as an excuse to prevent market access and stifle healthy competition among operators; Calls the Commission to present a guideline to clarify the national implementation of existing EU legislation and to further harmonization the carrying out of controls;
Amendment 90 #
2015/2255(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission and the Member States to suspend suchtake appropriate measures on business practices as precarious contracts (bogus self- employment, zero-hour contracts, pay- to- fly-schemes, etc.), letter-box companies and flags of convenience in order to ensure the social protection of workers; Calls on the Commission to clarify the existing legal framework applicable to avoid letter-box companies and protect workers´ rights;
Amendment 125 #
2015/2255(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Underlines the need for the Commission to treat social aspects as a major priority of the road package, including measures to ensure legal clarity and better implementation of rules governing working conditions, social and welfare rights, wages and social responsibility; in this context, underlines that it might be premature to draw conclusions about the scope of application of the posting of workers directive, also given the opinion of the Commission and of the Council of 20 September 1996;
Amendment 179 #
2015/2255(INI)
Draft opinion
Paragraph 9
Paragraph 9
9. Stresses that the social dimensionTakes note of the Aviation Package published by the Commission must be strengthened as employment and working conditions are directly linked to the maintenance of the safety and security of both passengers and staff; underlines furthermore, in this connection,and underlines the need for the Commission and the Member States to monitor and ensure proper enforcement of national social legislation and collective agreements for airlines having operational bases on EU territory;
Amendment 206 #
2015/2255(INI)
Draft opinion
Paragraph 11
Paragraph 11
11. Considers that, in the maritime sector, the Commission should promote the recruitment and retention of skilled European-based seafarers to stop European officers being replaced by crew from third countries; considers furthermore that the Commission should create provisions enabling EU-controlled tonnage to be returned to flags of EU Member States;
Amendment 223 #
2015/2255(INI)
Draft opinion
Paragraph 12
Paragraph 12
12. Stresses that, without prejudice to national and Union law, including collective agreements between social partners, the competent authority should require the designated provider of port and railway services to establish staff working conditions on the basis of binding national, regional or local social standards and to implement the compulsory transfer of staff in the event of public calls for tender for a change in service provider;
Amendment 8 #
2015/2174(DEC)
Draft opinion
Paragraph 4
Paragraph 4
4. Highlights the Agency’s contribution to maritime safety and, the prevention of ship pollution in Europe, and the assistance provided to Member States and the Commission under international and Union law; deplores that, while expeanding competences following the entry into force of its amended basic regulation in February 2013 (Regulation (EU) No 100/2013 of the European Parliament and of the Council of 15 January 2013 amending Regulation (EC) No 1406/2002 establishing a European Maritime Safety Agency), staff reduction and budgetary cuts became applicable in 2014; reaffirms that the Agency has to be given the financial, material and human resources it needs to perform its tasks successfully, including when dealing with activities outside theirits mandate (i.e. contribution with know-how and staff of the Agency to the refugees crisis);
Amendment 34 #
2015/2154(DEC)
Draft opinion
Paragraph 7
Paragraph 7
7. Notes that in the 2014 budget, as finally adopted and amended during the course of the year, specifically for tourism, a total of EUR 11 226 160 was included in commitment appropriations and EUR 6 827 266 was available in payment appropriations; calls on the Commission to make an impact assessment of financed projects in order to better define future spending priorities and to provide a readily accessible annual list of projects in this field;
Amendment 2 #
2015/2132(BUD)
Draft opinion
Paragraph 1
Paragraph 1
1. Underlines that the funding planned for the transport sector is justifiably linked to other policies such as cohesion, competition, tourism and security, and that transport infrastructures are at the service of the overall development of the European Union; recommends using forward-looking economic measures as a contribution to a real structural evolution of the European economy; points out that all Member States recognised, during the discussion on the Juncker Plan, that investments in strategic infrastructure contribute to the growth and, therefore, cannot be slowed down by the Stability Pact.
Amendment 34 #
2015/2132(BUD)
Draft opinion
Paragraph 7
Paragraph 7
7. Suggests, bearing in mind that there is no direct budgetary line for tourism, using the EU budget for the transport sector as a factor in promoting the tourist attractiveness and competitiveness of the whole ‘Old Continent’; stresses that an efficient cross-collaboration between the numerous sectorpolicies and EU funds concerned is desirablecrucial in this field, and should also take into consideration public - private - partnerships (PPPs).
Amendment 38 #
2015/2132(BUD)
Draft opinion
Paragraph 7 – subparagraph 1 (new)
Paragraph 7 – subparagraph 1 (new)
Calls on the introduction of a direct budgetary line for Tourism in the EU’s Budget for 2016.
Amendment 39 #
2015/2132(BUD)
Draft opinion
Paragraph 7 – point 1 (new)
Paragraph 7 – point 1 (new)
(1) Given the financial contribution of the tourism activity to the EU’s GDP and its impacts on job creation, calls to increase the budget for actions in the tourism sector under the COSME programmes in 2016 to 13 million Euro. Calls to avoid further cuts in the budget for the actions in the tourism sector in the current multiannual financial framework (MFF).
Amendment 16 #
2015/2113(INI)
3. Draws attention to the fact that globally agreed rules within the International Civil Aviation Organisation and the International Maritime Organisation are required in order for aviation and maritime CO2 emission targets to be met, which is important for the competitiveness of European industries; highlights the importance of taking account of the specific situation of island and outermost regions, owing to their economic, social and territorial constraints;
Amendment 28 #
2015/2113(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls for comprehensive legislation that stimulates investments in a technology- neutral way in research, production and distribution of renewable fuels and modern engine technology; emphasises the need to reduce emissions by replacing fossil fuels by renewable fuels, electricity or low carbon alternatives; considers that support for the early deployment of liquefied natural gas is needed, after having carried out an analysis of the situation in the Union; takes the view that the Atlantic outermost regions offer exceptional conditions for developing LNG refuelling ports and could act as strategic platforms for international shipping; recalls that opening up the market to renewable fuels in aviation would help the EU maintain its leading role in renewable energy;
Amendment 48 #
2015/2113(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Supports a comprehensive road transport package promoting more efficient pricing of infrastructure and the roll-out of intelligent interoperable transport solutions; stresses that energy efficiency can be improved by supporting digitalisation and use of intelligent transport systems and, developing innovative transport services. and improving airport infrastructure;
Amendment 5 #
2015/2112(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls for the Paris Protocol to include GHG reduction targets that are consistent with a global carbon budget in line with the 2 degree objective for international aviation and maritime shipping; highlights the importance of taking account of the specific situation of island and outermost regions, in order to ensure that environmental performance does not affect mobility and accessibility in these regions in particular;
Amendment 5 #
2015/2109(INI)
Motion for a resolution
Citation 9
Citation 9
– having regard to the UN Millennium Development Goals Report 2015,2030 Agenda for Sustainable Development, and the Sustainable Development Goal to Conserve and sustainably use the oceans, seas and marine resources for sustainable development;
Amendment 9 #
2015/2109(INI)
Motion for a resolution
Recital A
Recital A
A. whereas the sea covers 71 % of the Earth’s surface and contains 97 % of the planet’s water; whereas the sea is home to a significant part of the world’s biodiversity which still remains unexplored;
Amendment 10 #
2015/2109(INI)
Motion for a resolution
Recital B
Recital B
B. whereas an estimated 64 % of the sea, notably thenot all high seas and the deep seabed, are areas beyond the national jurisdiction of states and are governed by international law;
Amendment 13 #
2015/2109(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the preservation of marine biological diversity should be considered as being part of the common natural heritage of mankind, and its preservation and conservation a common concern of all humankind and should be treated as such;a common objective of all humankind in order to guarantee the marine environmental balance and avoid new risks for food security
Amendment 21 #
2015/2109(INI)
Amendment 33 #
2015/2109(INI)
Motion for a resolution
Recital K
Recital K
K. whereas fishing, alone and in conjunction with other marine activities, has a greatan impact on marine biological diversity, and thus should be covered by all conservation and management measuresis adequately covered by RFMOs and existing legislation;
Amendment 47 #
2015/2109(INI)
Motion for a resolution
Recital M
Recital M
M. whereas the UNFSA is a comprehensive and forward-thinking documentrelevant treaty that shouldall not be changed or undermined;
Amendment 59 #
2015/2109(INI)
Motion for a resolution
Recital Q
Recital Q
Q. whereas we recognise and support the rights and special requirements of developing states in the context of capacity-building in order for them to be able to benefit from the conservation and sustainable use of theirfish resources and of straddling fish stocks and highly migratory fish stocks;
Amendment 61 #
2015/2109(INI)
Motion for a resolution
Recital R
Recital R
R. whereas the course of actions of the so- called ‘Kobe Process’ recognises the efforts already made by those RFMOs thatRFMOs have undertaken independent performance reviews and calls on all RFMOs to regularly undertake such reviews and make the results publicly available;
Amendment 67 #
2015/2109(INI)
Motion for a resolution
Recital T
Recital T
Amendment 73 #
2015/2109(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the decision taken by the UNGA to start working towards a new international instrument under the UNCLOS framework regarding marine biological diversity in ABNJ in order to address the current shortcomingand stresses that this process shall not undermine existing relevant instruments and frameworks as well as relevant global, regional and sectorial bodies;
Amendment 79 #
2015/2109(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Stresses the importance of the conservation and sustainable use of the oceans and seas and of their resources; calls on the EU and the international community to promote conservation and sustainable use of marine resourcesbiodiversity by implementing, among other measures, modern concepts of marine ecosystem management, including, with respect to fisheries management, includorporating science-based marine governance, maintaining stocks to levels capable ofrestoring and maintaining populations of harvested species above levels which can producinge the maximum sustainable yield, ecosystem-based management and conservation of marine biodiversity, enforcement of existing legislation, and the precautionary approach;
Amendment 92 #
2015/2109(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Encourages the Commission to further promote fisheries aspects in this new international agreementStresses that fisheries aspects are adequately covered by RFMOs and existing legislation; encourages the Commission to pay close attention to how fisheries aspects are addressed in this new agreement and to further promote the enforcement of existing legislation;
Amendment 100 #
2015/2109(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Urges the Commission to support and promote the establishment ofStresses that connected, coherent and representative networks of MPAs as networks are essentialgood tools for ensuring ecological and biological connectivity;
Amendment 107 #
2015/2109(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
Amendment 115 #
2015/2109(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Stresses the importance that new activities for the exploitation of marine resources other than fisheries be anticipated in the required environmental impact assessments with a solid scientific basis and that these activities are accompanied by detailed environmental, social and economical monitoring.
Amendment 118 #
2015/2109(INI)
11a. Urges the Commission to call upon States that have not done so to ratify or accede to the UNCLOS.
Amendment 4 #
2015/2093(INI)
Motion for a resolution
Citation 10
Citation 10
– having regard to the report of the Committee on Fisheries (A8-0000/2016) (‘European Fisheries Control Agency’ – PECH/8/05354),
Amendment 5 #
2015/2093(INI)
Motion for a resolution
Citation 10 a (new)
Citation 10 a (new)
– having regard to the report of the Committee on Fisheries (A8-0000/2016) (‘traceability of fishery and aquaculture products in restaurants and retail’ – PECH/8/05296),
Amendment 8 #
2015/2093(INI)
Motion for a resolution
Recital B
Recital B
B. whereas there is real inequity or it is felt by the fishermen as regards the implementation of fisheries control in Europeregularity, severity, thoroughness, and effectiveness of fisheries control in Europe and as regards the differences in administrative and/or criminal penalties;
Amendment 15 #
2015/2093(INI)
Motion for a resolution
Recital C
Recital C
C. whereas substantial differences exist in the application of European regulations in Member States, particularly those induced by the ‘control’ regulation, and whereas each Member State has different administrative and judicial structures, which are inevitably reflected in the systems of administrative and/or criminal penalties for failure to comply with CFP rules and in the fact that those systems lead to discrepancies and unfairness from one Member State to the next;
Amendment 38 #
2015/2093(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Underlines the diverse fields of application of the controls and the disparity between different inspection sites, with some Member States organising control of equipment via the tax baseat every stage from fishing up to the time of reaching the final consumer and others controlling only certain links in the chain and excluding aspects relating to transport of catches, for example;
Amendment 46 #
2015/2093(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Notes the diversity in the organisation of controls, with some Member States splitting them up between different administrations and others carrying them out under the auspices of a single body, and also notes the diversity of instruments, tools and human, logistic, and financial resources used to effect such controls;
Amendment 47 #
2015/2093(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Points out that the effectiveness of controls also varies on account of the immense diversity of fishing grounds within the EU, ranging from narrow, confined zones, whose fishery resources are shared essentially by neighbouring Member States, to very distant and remote zones; maintains that the specific features of the outermost regions (ORs), whose vast and eminently oceanic exclusive economic zones (EEZs), combined with the type of fish stocks exploited (mostly deep-water species and highly migratory pelagic fishes ) and the dearth of alternative resources, clearly warrant tighter control measures in those regions, which depend greatly on fishing and are very vulnerable to the extreme harm caused by fleets known to infringe CFP rules;
Amendment 49 #
2015/2093(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Notes a difference in approach between controls based on a calculation of risk and random checkrisk assessment and random checks on fishing activity and marketing channels for catches;
Amendment 51 #
2015/2093(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Recalls that most random checks are performed at the time of landing while inspections at sea reveal an apparently higher rate of infraction than those conducted on land, since they are based on risk assessment;
Amendment 54 #
2015/2093(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Notes that Member States transpose the regulations into national law differently because of the large number of optional provisions in Council Regulation (EC) No 1224/2009; stresses the non- enforceability of some of its provisions in practice, either owing to the poor adaptability of the regulations to realitythe defining characteristics of the fisheries sector (fleet, fishing gear, fishing grounds, and target species), which vary from one Member State to another, or because of contradictions such as Article 17 of this Regulation which is open to several different interpretations by inspectors;
Amendment 58 #
2015/2093(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Notes that the level of infraction differs from one Member State to another, and that for the same infraction the sanction may be either an administrative or penal one; contends that the points-based systemfishing licence system, with points deducted for non-compliance, could be a European instrument which would serve to impose sanctions for serious infractions, but that without the necessary uniformity would aggravate an already inequitable situation entailing inequalities among operators in Member States;
Amendment 65 #
2015/2093(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Considers that the implementation by the EFCA of a ‘core curriculum’ for the training of fisheries inspectors is one starting point for the standardisation of inspector training and control procedures; notes that Member States do not have, unless it is voluntarily so, the same training standards, which means that the content of qualifications, recruitment and objectives are different;
Amendment 67 #
2015/2093(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Notes that fishermen are trained and informed differently from one Member State to another and that no tool simplifying or granting easier access toas regards the aims and substance of the ‘control’ regulation has been put in place; is of the view that this situation is a major disincentive to the desirable uniform application of this legislation;
Amendment 72 #
2015/2093(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Stresses that the use of new monitoring and real-time information transmission technologies is essential to improving maritime surveillance; regrets the technical incompatibility of certain instruments used by Member States as well as the only partial sharing of databases relating to control and the resultant disparity and loss of efficiency;
Amendment 83 #
2015/2093(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Is in favour of the simplification and improvement of Union legislation with a view to achieving ‘better lawmaking’, in particular through the revision of Council Regulation (EC) No 1224/2009, scheduled for 2017;
Amendment 91 #
2015/2093(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Considers that the Commission should attend to the uniform and accurate transposition of the Regulation and verify the state of implementation of existing legislation; believes furthermore that control procedures should be transparent, even-handed, and standardised;
Amendment 100 #
2015/2093(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Supports the strengthening of cooperation between Member States through the exchanges between of inspectors and the exchange of control methods, and through data and risk analysis sharing;
Amendment 106 #
2015/2093(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Calls for the implementation by the EFCA of a European training course for inspectors based on a common syllabus and standardised rules;
Amendment 110 #
2015/2093(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Proposes the improvement of training and information for fishermenfor fishermen and the information provided to them about control measures, both of which could be incorporated into their professional organisations and the coastal action groups (CAGs), with a view to improving their understanding of the purpose and general importance of the regulations and thus inculcate a culture of understanding and respect for them; recommends in this regard that consultations with the advisory committees would be effective; proposes to create online databases making the regulations accessible for all to read and understand; is of the opinion that the EMFF could contribute to these measures;
Amendment 118 #
2015/2093(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Stresses the necessity to strengthen the role of the EFCA, particularly its budget, skills and human resources; suggests revising the conditions of intervention referred to in Articles 94 and 95 of Council Regulation (EC) No 1224/2009 and to give it in particular the initiative of intervention over all speciesfishery resources which are overexploited and those which have not reached the maximum sustainable yield (MSY);
Amendment 124 #
2015/2093(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Suggests that at least one representative of the European Parliament Committee on Fisheries be included on the Management Board of the Agency, on which there are already six representatives from the Commission and one from each Member State;
Amendment 126 #
2015/2093(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Recommends expanding the controls to cover the entire chain of production and assigning responsibilities for control at sea to a single administrative body in order to avoid an overlapping of controls, which causes unnecessary pressurewastes human, logistic, and financial resources and causes confusion and unnecessary pressure on those operating in the fisheries sector;
Amendment 135 #
2015/2093(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Is of the view that controls based on risk assessment should be based on transparent, specific, and measurable criteria defined at European level;
Amendment 137 #
2015/2093(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Calls for a standardisation of sanctions and prefers economic sanctions, including temporary suspensions of activity in the form of a ban on fishing trips, rather than penal sanctions, but also recalls the need to introduce incentives for fishermen; who comply with CFP rules;
Amendment 150 #
2015/2093(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Is of the view that the capacity of actors to invest in modern technologies compatible with each other will make controlsfrom one Member State to the next will make controls fairer, more balanced, and more efficient;
Amendment 158 #
2015/2093(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Recommends enforcing a control equivalent to that governing imported fishery products on shore fishing and recreational fishing as well as on the European fleet fishing in non-EU waters and on the fleets of non-EU countries fishing in European waters; proposes to make the exchange of data mandatory as regards illegal, unreported and unregulated fisheries (IUU);
Amendment 162 #
2015/2093(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Asserts that the available budgetary resources, particularly under the EMFF, should be consistent withrealistic, consistent, and sufficient to pursue the objectives of controls;
Amendment 166 #
2015/2093(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Requests the development of a datamonitoring, information transfer, and data analysis system which is compatible throughout the Union; further requests that it falls to the Commission to set the framework for, and lay down the substance of, the exchange of data and information;
Amendment 24 #
2015/2090(INI)
Motion for a resolution
Recital E
Recital E
E. whereas coastal fishing should be made subject to management at local level which would take account of the diversity of the fleets, gears, techniques and fish stocks in individual Member States and in every individual fishing zone, thereby contributing to the conservation of local traditions and fishing-related activities;
Amendment 34 #
2015/2090(INI)
Motion for a resolution
Recital G
Recital G
G. whereas the impossibility of using specific ancient gears and techniques in certain fishing zones – which are more environmentally friendly and which do not have a significant impact on the status of endangered stocks – has a serious effect on the viability of already marginalised coastal and island communities, contributes to the depletion of resources and to unemployment, causes increased depopulation and hinders development and innovation;
Amendment 37 #
2015/2090(INI)
Motion for a resolution
Recital H a (new)
Recital H a (new)
Ha. whereas despite talk of innovating and diversifying the fisheries sector, account must be taken of the fact that a huge fishing community is extremely dependent on traditional and ancient forms of fishing.
Amendment 45 #
2015/2090(INI)
Motion for a resolution
Recital J
Recital J
J. whereas the new Regulation on the Common Fisheries Policy gives preferential access to small-scale, coastal and traditional fishermen within a zone extending for 12 nautical miles, i.e. in the most sensitive part of the EU’s waters, affected by many conflicts in relation to the use of space and resources with other overlapping human activities on the coastline;
Amendment 47 #
2015/2090(INI)
Motion for a resolution
Recital K
Recital K
K. whereas Article 349 of the Treaty on the Functioning of the European Union states that, when adopting measures – especially measures relating to the fisheries sector – the special characteristics and constraints of the outermost regions must be taken into account;, with emphasis on their geographical isolation, remote location and oceanic conditions
Amendment 53 #
2015/2090(INI)
Motion for a resolution
Recital L a (new)
Recital L a (new)
La. whereas the European crisis has demonstrated the need for Europe to diversify its economic activities, and the importance of analysing new models of innovation and knowledge which may create new employment at local level.
Amendment 81 #
2015/2090(INI)
Motion for a resolution
Recital V a (new)
Recital V a (new)
Va. Whereas the Integrated Maritime Policy aims to respond to the new challenges faced by the seas, industry and fishermen throughout Europe, from protection of the environment to coastal development, by way of aquaculture, nautical tourism or other economic activities related to blue growth.
Amendment 96 #
2015/2090(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Calls on the Commission to support innovative projects that facilitate the development of the coastal, island and outermost regions; by means of new types of support within the context of existing European funding.
Amendment 113 #
2015/2090(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Commission to strengthen the role and competences of local and regional authorities in developing new innovative activities and to work in close coordination with the various sector operators to promote and support the founding of Fisheries Local Action Groups (FLAGs), which contribute to innovation and diversification;.
Amendment 127 #
2015/2090(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on the Commission to promote and support investments in fisheries in the area of tourism, which represents a growing economic sector with great potential for fisheries, in order. It is important to add to tourism capacities by promoting fish products, gastronomy, angling tourism, underwater and diving tourism, etc., andcoastal or gastronomic tourism, by presenting them as part of the traditional menu, thereby capitalising on fishing heritage and the recognisability of a specific fishing region;
Amendment 131 #
2015/2090(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 A. Highlights the growing importance of nautical sporting activities in the strengthening of local communities, particularly out of season, through new underwater, diving or other nautical sports such as surfing or bodyboarding.
Amendment 142 #
2015/2090(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls for the results of research and projects financed from the public budget to be made publicly available under certain conditions, for more effective disclosure of and access to existing data on seas and oceans to be ensured, and for the current administrative barriers hindering growth and the development of innovation to be removed;
Amendment 144 #
2015/2090(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Emphasises that the main product of fishing is the fish itself and that it is vital to strengthen the various means of using fish, including canning and the use of fish by-products. Calls on the Commission to actively promote and support investment in the diversification of fisheries in terms of the marketprocessing and processmarketing of new local fish products;
Amendment 159 #
2015/2090(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Expresses concern at and opposition to the reduction in budgetary funds for the Horizon 2020 programme, which is the main programme for research and the development of innovation; the application of the Horizon 2020 programme to the blue economy area, since it is the main programme for research and the development of innovation at European level. Supports the creation of a blue economy Knowledge and Innovation Community (KIC) within Horizon 2020, which contributes to strengthening activities in coastal regions though transnational public/private partnerships.
Amendment 161 #
2015/2090(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11 A. Supports the use of funds intended for innovation and blue growth to fund basic research, R&D, training, the setting-up of companies, environmental protection and the launch of innovative products and processes on the market;
Amendment 164 #
2015/2090(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13 A. Stresses the importance of the Integrated Maritime Policy for the future of fishing-dependent regions and understands that there must be an increasing commitment to the strategy of blue growth. The aim is to provide long- term support for sustainable growth in all marine and maritime sectors, acknowledging the importance of seas and oceans as the powerhouses which generate employment and create employment in the coastal regions.
Amendment 166 #
2015/2090(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Stresses the importance of the European Maritime and Fisheries Fund (EMFF), which has a particular focus on diversification and innovation in the fisheries sector, with a view to supporting fisheries which are environmentally sustainable, innovative, competitive, effective and knowledge-based; supports the need to strengthen funding for Axis 4 of the European Fisheries Fund with a view to supporting the members of fishing communities and improving their living standards by developing new activities.
Amendment 168 #
2015/2090(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15 A. Stresses the importance of strengthening the relationship between local communities and universities / technology centres which will contribute decisively to the creation of new business incubators which enable the generation of new business ideas in the maritime sector.
Amendment 171 #
2015/2090(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16 A. Calls on the European Commission to encourage the creation of new, innovative businesses in fishing- dependent regions, providing an incentive for entrepreneurship and the creation of start-ups with a good possibility of success in the maritime sector which will contribute to the diversification of the activity of traditional coastal fishing, create employment and attract or maintain the population.
Amendment 179 #
2015/2090(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17 A. Advises the Commission to give the highest importance to the socio-economic relevance of artisanal coastal fishing and small-scale fishing within the EU, the adoption of alternative methods of defining the segments of the fleet, and the importance of the diversification of the activity in strongly fishing-dependent coastal regions; notes the relevance of gathering a body of scientific information which facilitates better management of artisanal fisheries, in order to make them sustainable from a biological, social, economic and environmental point of view.
Amendment 190 #
2015/2090(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Calls on the Commission to ensure that a review of the assessment of the status of fish stocks as regards coastal fisheries is carried out, and stresses the need for an analysis of small-scale fishing’s impact on fish stocks, given that the species fishedcaught in coastal fisheries are mainly of little economic significance and account for a small proportion of total catches in commercial fishing;
Amendment 58 #
2015/2005(INI)
Motion for a resolution
Recital H
Recital H
H. Whereas innovation and intelligent transport systems should play a major role in the development of a modern, efficient, sustainable and user-friendly European transport system;
Amendment 69 #
2015/2005(INI)
Motion for a resolution
Recital J
Recital J
J. Whereas the creation of a genuine Single European Transport Area will not be possible without effective implementation of EU legislation by Member States and a simplification of the existing regulatory framework, which will bring legal clarity on enforcement;
Amendment 126 #
2015/2005(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Calls on the Commission to submit a proposal to provide for the internalisation of the external costs of all modes of freight and passenger transport, applying common principles and taking into account the specificity of each mode; calls for concrete measures to ensure a wider application of the ‘user pays’ and ‘polluter pays’ principles, and a level playing field between transport modes; calls on Member States when applying these principles to seek economic returns from the transport infrastructure in question;
Amendment 156 #
2015/2005(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Emphasises that the completion of the Trans-European Transport Network remains one of the preconditions for a more sustainable and efficient transport system and a more balanced distribution of freight and passengers among transport modes; stresses that the selection of projects eligible for EU funding must focus on the completion of missing links, the upgrading of existing infrastructure and the development of multimodal terminals, putting greater emphasis on European added value; considers that the Connecting Europe Facility instrument and other means of financing, such as FEIE, should stimulate investment in rail, shipping and inland waterways as a priority; emphasises that co-funded projects should reflect the need for infrastructure that minimises the impact on the environment, that is resilient to the possible impact of climate change and that improves the safety of userspromote territorial and economic cohesion of the most remote regions, particularly the outermost regions, that improves the safety of users and the competitiveness of the transport system within the Union; stresses also the need for proper maintenance of the existing infrastructure;
Amendment 206 #
2015/2005(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8 A. Highlights the importance of analysing the positive effects on society of new forms of mobility supported by the Sharing Economy model, including ride- sharing; considers it important that there is a sharing of best practices between Member States so that regulatory adjustment is made to take into account these door-to-door mobility innovation platforms;
Amendment 231 #
2015/2005(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Notes that public transport usage in urban areas is not clearly stated among the ten goals of the White Paper; believes that a new goal should be set of doubling public transport use in urban areas by 2030, while providing for facilities and infrastructure to facilitate door-to-door mobility of pedestrians, cyclists and elderly or handicapped people; a clear goal should be also set to doubleeach Member State should establish a goal for cycling by 2025;
Amendment 448 #
2015/2005(INI)
Motion for a resolution
Paragraph 25 – indent 6 a (new)
Paragraph 25 – indent 6 a (new)
- measures to be taken into account in future motions to connect the island regions of the EU, particularly the Outermost Regions, and these with the internal market in order to allow mobility and equitable accessibility for all citizens of the Union. Highlights the importance of regional airports within the Union as another way to decongest major airports, and the need for a less restrictive and more flexible state aid framework. Calls for there to be clarity of tariffs, charges and fees applied to the various airports of the Union;
Amendment 505 #
2015/2005(INI)
Motion for a resolution
Paragraph 26 – indent 6 a (new)
Paragraph 26 – indent 6 a (new)
- reform and simplification in the international road haulage market for greater transparency and legal clarity of existing provisions, in particular in Regulations (EC) Nos 1072/2009 and 1071/2009; notes that some Member States have tended to restrict the conditions under which carriers can undertake their different transport operations affecting the competitiveness of peripheral countries,
Amendment 578 #
2015/2005(INI)
Motion for a resolution
Paragraph 28 – indent 1 a (new)
Paragraph 28 – indent 1 a (new)
- the different sources of funding such as the EFC, FEIE, structural funds and EIB support to be channelled to increase the capacity of EU ports, to create a community of Smart Port Cities based on intelligent transport systems. Requests therefore a global strategy for the maritime sector,
Amendment 581 #
2015/2005(INI)
Motion for a resolution
Paragraph 28 – indent 3
Paragraph 28 – indent 3
– setting a binding target to reach the objective of the White Paper for an at least 40 % reduction in CO2 emissions from maritime bunker fuels by 2050, to be accompanied by concrete measures including market-based mechanisms,aking into account the measures already implemented, without environmental performance affecting the efficiency and mobility of this form of transportation;
Amendment 592 #
2015/2005(INI)
Motion for a resolution
Paragraph 28 – indent 4
Paragraph 28 – indent 4
– promotion of emission abatement technologies and energy efficiency measures, with particular focus on the use of alternative fuels such as LNG; calls therefore for an analysis of the situation in the EU;
Amendment 607 #
2015/2005(INI)
Motion for a resolution
Paragraph 28 – indent 6 a (new)
Paragraph 28 – indent 6 a (new)
- measures to be taken to assess the development of motorways of the sea in EU maritime policy, in order to evaluate the potential of seaports and implementation of Smart Port Cities, as points of confluence and growth of the Union;
Amendment 330 #
2015/0277(COD)
Proposal for a regulation
Recital 50
Recital 50
(50) When the Agency develops draft rules of a general nature to be implemented by national authorities, Member States should be consulted. Furthermore, where rules could have important social implications, stakeholders, including Union social partners, should be appropriately consulted when the Agency prepares corresponding draft rules.
Amendment 446 #
2015/0277(COD)
Proposal for a regulation
Article 6 – paragraph 3
Article 6 – paragraph 3
3. The European Plan for Aviation Safety shall specify, taking into account the objectives set out in Article 1, an acceptablthe level of safety performance in the Union, which the Member States, the Commission and the Agency shall jointly aim at achieving.
Amendment 680 #
2015/0277(COD)
Proposal for a regulation
Article 52 – paragraph 1
Article 52 – paragraph 1
1. The Agency shall establish, in cooperation with the national competent authorities, a mechanism for the pooling and sharing of inspectors and other personnel, only as a temporary safeguard or as a harmonization tool, with expertise relevant for the exercise of the certification and oversight tasks under this Regulation. To that end, the Agency shall define and communicate to the national competent authorities the required qualification and experience profiles on the basis of which those authorities shall designate, subject to availability, candidates for participation in the pooling and sharing mechanism in the role of European aviation inspectors.
Amendment 681 #
2015/0277(COD)
Proposal for a regulation
Article 52 – paragraph 2
Article 52 – paragraph 2
2. The Agency and each national competent authority may request assistance from the European aviation inspectors in the performance of oversight and certification activities, as a harmonization tool or as a temporary safeguard. The Agency shall coordinate those requests and develop appropriate procedures for that purpose, in consultation with the national competent authorities.
Amendment 682 #
2015/0277(COD)
Proposal for a regulation
Article 52 – paragraph 3
Article 52 – paragraph 3
3. The European aviation inspectors shall perform their oversight and certification activities under the control, instructions and responsibility of the Agency orand the national competent authority that requested their assistance.
Amendment 689 #
2015/0277(COD)
Proposal for a regulation
Article 53 – paragraph 1 – subparagraph 1
Article 53 – paragraph 1 – subparagraph 1
Member States may transfer, only as a temporary safeguard, to the Agency the responsibility for the certification, oversight and enforcement with respect to any or all organisations, operators, personnel, aircraft, flight simulation training devices or aerodromes for which the Member State concerned is responsible under this Regulation.;
Amendment 743 #
2015/0277(COD)
Proposal for a regulation
Article 55 – paragraph 2
Article 55 – paragraph 2
2. Where the Member State concerned did not either give effect to the Agency's recommendation or remedy the deficiencies within 3 months from the date of that recommendation, the Commission may decidshould propose to the Member-State, when it considers that the conditions of paragraph 1 are met, that the responsibility for the certification, oversight and enforcement tasks concerned shall be temporarily transferred to the Agency. That decisionAfter the acceptance by the Member-state that proposal shall be taken by means of implementing acts which shall be adopted in accordance with the advisory procedure referred to in Article 116(2). On duly justified imperative grounds of urgency relating to aviation safety, the Commission shall adopt immediately applicable implementing acts in accordance with the procedure referred to in Article 116(4).
Amendment 771 #
2015/0277(COD)
Proposal for a regulation
Article 60 – paragraph 3 – subparagraph 3 – point 1 (new)
Article 60 – paragraph 3 – subparagraph 3 – point 1 (new)
(1) Where an equivalent level of protection to that attained by the application of the rules implementing this Regulation can be achieved by other means, Member States may, without discrimination on grounds of nationality, grant an approval derogating from those implementing rules. In such cases, the Member State concerned shall notify the Agency and the Commission that it intends to grant such an approval, and shall give reasons demonstrating the need to derogate from the rule concerned, as well as the conditions laid down to ensure that an equivalent level of protection is achieved.
Amendment 824 #
2015/0277(COD)
Proposal for a regulation
Article 72 – paragraph 1 – point b
Article 72 – paragraph 1 – point b
(b) a periodic penalty payment where that person infringed one of those provisions, or where such an infringement is imminent, in order to compel that person to comply with those provisions.;
Amendment 825 #
2015/0277(COD)
Proposal for a regulation
Article 72 – paragraph 1 – point b a (new)
Article 72 – paragraph 1 – point b a (new)
(ba) a warning, when that infringement is imminent in order to compel that person to comply with those provisions.
Amendment 835 #
2015/0277(COD)
Proposal for a regulation
Article 73 – paragraph 2 – point d – paragraph 1
Article 73 – paragraph 2 – point d – paragraph 1
examine, copy or make extracts from any document, record or data, which is relevant for the purposes of the inspection or monitoring activity which is being carried out, held by or accessible to those authorities and persons, irrespective of the medium on which the information in question is stored.
Amendment 914 #
2015/0277(COD)
Proposal for a regulation
Article 80 – paragraph 1 – point c – point i (new)
Article 80 – paragraph 1 – point c – point i (new)
i) 2. The Agency shall ensure that the rulemaking programme is compatible with resources allowed for in the performance plans pursuant to the Performance Scheme.
Amendment 934 #
2015/0277(COD)
Proposal for a regulation
Article 89 – paragraph 1
Article 89 – paragraph 1
1. Without prejudice to Articles 85(2)(c) and (d), and 92(7), the Management Board shall take decisions by a two-thirds majority of its members with voting rights. At the request of a member of the Management Board, the decision referred to in Article 85(2)(k) shall be taken by unanimity.
Amendment 950 #
2015/0277(COD)
Proposal for a regulation
Article 104 – paragraph 1 – subparagraph 2 – point b
Article 104 – paragraph 1 – subparagraph 2 – point b
(b) whenever necessary, involve experts from relevant interested parties or draw on expertise from the relevant European standardisation bodies or other specialised bodies;
Amendment 956 #
2015/0277(COD)
Proposal for a regulation
Article 108 – paragraph 3
Article 108 – paragraph 3
3. The Agency shall translate safety- relevant material into the official languages of the Union where appropriate, including Executive Director Decisions, Certification Specifications and Acceptable Means of Compliance. National competent authorities shall assist the Agency by effectively communicating relevant safety information within their respective jurisdictions and in their respective languages.
Amendment 967 #
2015/0277(COD)
Proposal for a regulation
Article 109 – paragraph 1 – point f
Article 109 – paragraph 1 – point f
Amendment 13 #
2015/0112(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) Ecuador, one of the main producers and suppliers of banana to the Union, along with Colombia, is acceding the Agreement. The current stabilisation mechanism for bananas should therefore be extended to Ecuador. However, the application of the current stabilisation mechanism for banana has proved to be inefficient. Indeed, experience shows that the mechanism lacks flexibility, hampering its effectiveness. For three consecutive years the defined import trigger volume for Peru was exceeded, but no measure was taken. For those reasons, changes need to be made to ensure that the applicable procedure is faster and simplified in order to improve the information flow among the Commission, the Member States and the European Parliament, in particular by including an early warning when 80% of the trigger volumes are exceeded and by establishing a price observatory.
Amendment 15 #
2015/0112(COD)
Proposal for a regulation
Recital 4 b (new)
Recital 4 b (new)
(4b) The stabilisation mechanism for bananas will cease, together with the possibility to suspend swiftly for a short period the preferential customs duties in the case of increased imports, a necessary safety-net, without which the particularly vulnerable EU banana sector will not be able to face harsh competition by low-cost third-country banana producers. Therefore, compensation should be provided to EU banana producers.
Amendment 16 #
2015/0112(COD)
Proposal for a regulation
Recital 4 c (new)
Recital 4 c (new)
(4c) The outermost regions´ socio- economic situation remains very fragile, and some of them are particularly dependent on the banana sector, which suffers from a lack of competitiveness and from the difficulties in reacting to the evolution of the market conditions. The tariff concessions granted to third countries can have a significant impact on the banana market, in which production is concentrated in the European Union's outermost regions, where production alternatives are rare. In the last revision of the POSEI, the Union agreed financial aid to Union producers aiming to offset the impact of the tariff concessions granted to Peru and Colombia. It is, therefore, necessary to grant compensation to Union producers in order to alleviate the negative consequences that the accession of Ecuador to the Agreement will have on them when the POSEI is revised.
Amendment 20 #
2015/0112(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) No 19/2013
Article 15 – paragraph 2
Article 15 – paragraph 2
4a. In Article 15, paragraph 2 is replaced by the following: "2. A separate annual trigger import volume is set for imports of products referred to in paragraph 1, as indicated in the second and third columns of the table in the Annex. Once the trigger volume for either Colombia80% of a separate annual trigger import volume is met for one of the parties, the Commission shall, as soon as possible, inform Member States and the European Parliament accordingly. The Commission shall analyse the impact of the imports concerned on the Union market for bananas. That analysis shall include the most accurate factors and indicators, aggregated by month, that permit an evaluation of the risk to the stability of the Union market for bananas, such as: Union production volumes and selling prices and the evolution of import volumes and prices from all origins and their impact on the Union market for bananas. The Commission shall submit that analysis to the Member States and to the European Parliament as soon as it has been concluded. Once the trigger volume for Colombia, Ecuador or Peru is met during the corresponding calendar year, the Commission shall, in accordance with the urgency procedure referred to in Article 14(4), adopt an implementing act by which it may eithershall temporarily suspend the preferential customs duty applied to products of the corresponding origin during that same year for a period of time not exceeding three months, and not going beyond the end of the calendar year or determine that such suspension is not appropriate. (http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32013R0019)." Or. en
Amendment 23 #
2015/0112(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 b (new)
Article 1 – paragraph 1 – point 4 b (new)
Regulation (EU) No 19/2013
Article 15 – paragraph 2 a (new)
Article 15 – paragraph 2 a (new)
Amendment 25 #
2015/0112(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 c (new)
Article 1 – paragraph 1 – point 4 c (new)
Regulation (EU) No 19/2013
Article 15 – paragraph 3
Article 15 – paragraph 3
Amendment 30 #
2015/0112(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 d (new)
Article 1 – paragraph 1 – point 4 d (new)
Regulation (EU) No 19/2013
Article 15 – paragraph 7
Article 15 – paragraph 7
4d. In Article 15, paragraph 7 is replaced by the following: "7. The measures referred to in paragraphs 2 and 4 shall be applicable only during the period ending on 31 December 2019. From 31 December 2019, the Union banana sector shall receive, through the appropriate financial instrument, an annual compensation corresponding to the difference between the preferential rate of customs duty applicable for 2019 and the most-favoured-nation (MFN) applied rate." Or. en (http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32013R0019)
Amendment 35 #
2015/0112(COD)
Proposal for a regulation
Article 2 – point 1 a (new)
Article 2 – point 1 a (new)
Regulation (EU) No 20/2013
Article 15 – paragraph 2
Article 15 – paragraph 2
(1a) In Article 15, paragraph 2 is replaced by the following: "2. A separate annual trigger import volume is set for imports of products referred to in paragraph 1, as indicated in the table in the Annex. The importation of the products referred to in paragraph 1 at the preferential customs duty rate shall, in addition to the proof of origin established under Annex II (Concerning the definition of the concept of 'originating products' and methods of administrative co-operation) to the Agreement, be subject to the presentation of an export certificate issued by the competent authority of the Republic of the Central American country from which the products are exported. Once the 80% of a separate annual trigger import volume is met for one of the parties, the Commission shall, as soon as possible, inform Member States and the European Parliament and shall analyse the impact of the imports concerned on the Union market for bananas. That analysis shall include the most accurate factors and indicators, aggregated by month, that permit an evaluation of the risk to the stability of the Union market for bananas, such as: Union production volumes and selling prices and the evolution of import volumes and prices from all origins and their impact on the Union market for bananas. The Commission shall submit that analysis to the Member States and to the European Parliament as soon as it has been concluded. Once the trigger volume for a Central American country is met during the corresponding calendar year, the Commission shall, in accordance with the urgency procedure referred to in Article 14(4), adopt an implementing act by which it may eithershall temporarily suspend the preferential customs duty applied to products of the corresponding origin during that same year for a period of time not exceeding three months, and not going beyond the end of the calendar year or determine that such suspension is not appropriate. (http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32013R0020)." Or. en
Amendment 37 #
2015/0112(COD)
Proposal for a regulation
Article 2 – point 1 b (new)
Article 2 – point 1 b (new)
Regulation (EU) No 20/2013
Article 15 – paragraph 2 a (new)
Article 15 – paragraph 2 a (new)
Amendment 39 #
2015/0112(COD)
Proposal for a regulation
Article 2 – point 1 c (new)
Article 2 – point 1 c (new)
Article Regulation (EU) No. 20/2013
Article 15 – paragraph 3
Amendment 44 #
2015/0112(COD)
Proposal for a regulation
Article 2 – point 1 d (new)
Article 2 – point 1 d (new)
Regulation (EU) No 20/2013
Article 15 – paragraph 7
Article 15 – paragraph 7
(1d) In Article 15, paragraph 7 is replaced by the following: "7. The measures referred to in paragraphs 2 and 4 shall be applicable only during the period ending on 31 December 2019. (http://eur-lex.europa.eu/legFrom that date, the Union banana sector shall receive, through the appropriate financial instrument, annual- content/EN/TXT/?uri=CELEX%3A32013R0020)mpensation corresponding to the difference between the preferential rate of customs duty for2019 and the most- favoured-nation (MFN) applied rate." Or. en
Amendment 17 #
2014/2244(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Points out that EU-wide multimodal travel information, journey planning and ticketing services are part of the answer to major challenges in the European transport sector, including those of sustainability, multimodality, efficiency and economic viability, and are therefore equally beneficial to society, the economy, the environment and the tourist industry; stresses the importance of encouraging the modernisation of sustainable transport services and sharing clear information on the advantages of using the sharing economy;
Amendment 19 #
2014/2244(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Highlights the importance of journey planning, accessible multimodal information and clear and transparent ticketing, including through digital and online platforms, in order to attract intra and inter European tourists, since this will facilitate the entire journey planning process; also highlights the potential positive effects of an integrated ticketing system in reducing distances, particularly in the case of the most remote regions, such as the outermost regions;
Amendment 88 #
2014/2244(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Urges that a platform be established, involving all the stakeholdersan-European platform for dialogue be established, involving all the public and private stakeholders at national, regional, local and European level, to develop feasible arrangements inter alia for the phased introduction of EU-wide interoperable electronic ticketing systems and for addressing the problems of distributing ticket-sales income and of cost-sharing in the event of disputes between contracted parties, as well as in making use of the financial instruments available;
Amendment 90 #
2014/2244(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Calls on the Commission, building on the progress already made and the voluntary initiatives already introduced, such as ‘All Ways Travelling’, to define a clear framework for the creation of an integrated ticketing system, taking account of the entire journey cycle from planning to the purchasing of tickets, through the introduction of minimum rules and a time schedule; highlights the importance of setting up a pilot project involving all the stakeholders, from public entities to private companies, in order to create an integrating travel product/service;
Amendment 110 #
2014/2244(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls for the continuation of support for stakeholders for innovative problem solving, and therefore for the relevant sources of EU financing, e.g. the Shift2Rail Innovation Programme 4 under the Horizon 2020 programme and the Connecting Europe facility, to bealong with the structural funds, to be not only maintained andbut developed;
Amendment 27 #
2014/2242(INI)
Motion for a resolution
Recital B
Recital B
B. whereas about 50 % of journeys in urban areas are shorter than 5 km and could therefore be made on foot or by bicycle or public/collective transport or by using other forms of mobility, notably ride-sharing;
Amendment 45 #
2014/2242(INI)
Motion for a resolution
Recital D
Recital D
D. whereas the increased use of diesel in transport is one of the main causes of high particulate concentration in EU cities and the use of alternative fuels should therefore be promoted, without however jeopardising urban mobility;
Amendment 65 #
2014/2242(INI)
Motion for a resolution
Recital F
Recital F
F. whereas, with due regard for subsidiarity, many aspects of urban mobility policy require coordination and frameworkprojects at EU level, in particular with regard to safety, health and climate change; (The translation into Portuguese is not correct)
Amendment 79 #
2014/2242(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the aforementioned Commission communication on urban mobility; regrets that inclusive urban mobility planning has not been addressed; considers it vitally important that sustainable urban mobility plans take account of inclusive management and planning measures;
Amendment 91 #
2014/2242(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Points out that land use planning is the most important phase for creating smooth and safe transportation networks that are long-lasting and that have real impact on traffic volumes and traffic distribution;
Amendment 109 #
2014/2242(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Supports the development of innovative forms of mobility and intelligent transport solutions; supports forming of regulatory framework that enables the use of new forms of mobility and new sharing models making better utilisation of existing resources;
Amendment 113 #
2014/2242(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
Amendment 127 #
2014/2242(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Invites the Member States to take preventive measures, in accordance with the precautionary principle, to improve air quality in cities and to guarantee pollutant concentrations below the levels set in the World Health Organisation guidelines, in particular by providing freean intelligent and efficient public transport network or by alternating traffic;
Amendment 153 #
2014/2242(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on the Member States to reduce the use of cars running on traditional fuels in urban areas by 2030, and to ban them by 2050 on a gradual basi, taking account of each city’s urban planning strategies and using the available structural and investment funds for low-carbon transport; highlights the importance of the CIVITAS initiative in reducing the use of traditional fuels in urban areas;
Amendment 176 #
2014/2242(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls for the EU and national and local authorities to draw upensure that electric mobility plans which give priority to tramis taken into account in Sustainable Urban Mobility Plans, in particular trams and metros, urban trains, sky ropes, electric bicycles and shared/pooled e-cars;
Amendment 194 #
2014/2242(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Calls on the Member States to set ambitious targets for reducing the use of transport-related energy in cities, thereby reducing emissions, and to set a target of doubling cycling rates by 2025promote, where appropriate, the use of bicycles, public transport and ride-sharing models;
Amendment 217 #
2014/2242(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls on the Commission and the Member States to defend ambitious measures at the 21st session of the Conference of the Parties to the UN Framework Convention on Climate Change (COP 21), in particular with a view to reducing transport-related emissions, including in cities, while ensuring that environmental performance does not affect citizens’ mobility and accessibility;
Amendment 226 #
2014/2242(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Is convinced that sustainable urban mobility plans (SUMPs) are the backbone of sustainable cities with adequate mobility provision for all citizens, including, where possible, enhanced walking and cycling infrastructure and smoother and safer services networks;
Amendment 262 #
2014/2242(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
Amendment 317 #
2014/2242(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Believes that innovative green urban logistics is of the utmost importance for solving congestion and environmental problems in cities, and that logistics shoulit is also vital to involve all those operating along the logistics chain, allowing private and public entities to have a say for the purpose of determining strategies; considers that strategies should allow for the characteristics of each city and be based on sustainable modes of transport such as cargo bikes, electric vans, inland vessels, trams and buses;
Amendment 334 #
2014/2242(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Points out that shopping centres are focal points for increased road traffic and congestion problems, and believes that they should be linked up to efficient public transport services and that, in addition, e- commerce and home delivery services should be promoted;
Amendment 347 #
2014/2242(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Points to the importance of co- modality for a logistics strategy in urban areas and points out that seaports need to be integrated into the sustainable urban mobility plans of the EU’s coastal regions so as to develop the ‘Smart Port City’ concept;
Amendment 378 #
2014/2242(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Invites the Member States and local authorities to rethink speed management in cities and, to introduce a default speed limit of 30 km/h by 2020that end, to raise awareness among drivers and train them accordingly;
Amendment 418 #
2014/2242(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
Amendment 437 #
2014/2242(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
Amendment 461 #
2014/2242(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
Amendment 477 #
2014/2242(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Supports the Horizon 2020 priorities regarding societal challenges for smart, green and integrated transport, and believes that Horizon 2020 must boost research and innovation in the areas of quality of life, sustainable jobs, demographics and active mobility chang; supports the development of such Mobility-as-a- Service (Maas) initiatives across Europe in the context of its Horizon 2020 priorities;
Amendment 478 #
2014/2242(INI)
Motion for a resolution
Paragraph 29 a (new)
Paragraph 29 a (new)
29a. Believes that the Commission should assess how society is likely to be affected by new forms of mobility based on the sharing economy model, including ride sharing; takes the view that, at national level, Member States should pursue the concept of a ‘shareable city’ where mobility and transport are concerned, since this could benefit citizens, especially in small and medium-sized towns and cities, where the public transport network is smaller, and might make it possible to develop peer-to-peer mobility solutions;
Amendment 490 #
2014/2242(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
Amendment 1 #
2014/2241(INI)
Motion for a resolution
Citation 1 a (new)
Citation 1 a (new)
- having regard to the Commission Communication entitled ‘A European Strategy for more Growth and Jobs in Coastal and Maritime Tourism’ (COM(2014)0086),
Amendment 17 #
2014/2241(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. The Union is a maritime continent, and Coastal and Maritime Tourism is the largest maritime activity in Europe. This represents more than a third of the maritime economy, directly affecting many other sectors of the EU economy and employing 3.2 million people, most between the ages of 16 and 35. It should also be noted that this sector has been a lever for growth and job creation, particularly in the Atlantic and Mediterranean regions;
Amendment 83 #
2014/2241(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Strongly encourages the Commission, in cooperation with the European Travel Commission (ETC), to further contribute to the joint promotion of Europe as the world’s top tourist destination under the umbrella of a common European approach and positioning. Calls on the European Commission to submit an analysis of the advantages and disadvantages of setting up a European Agency for Tourism;
Amendment 93 #
2014/2241(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls in particular for the creation of a ‘Brand Destination Europe’ with the aim of complementing and enhancing the promotional activities of Member States, national tourism organisations and the European tourism industry for the benefit of the visibility of European tourism destinations at national, regional and local level. Believes that the involvement of the private sector should be a criterion for the development of the ‘Brand Destination Europe’ and therefore should be open to financial support from private stakeholders;
Amendment 120 #
2014/2241(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Takes the view that public and private stakeholders should strengthen their efforts to develop new transnational European products and services, while taking full account of macro-regional strategies and maritime basins to promote domestic and international tourism;
Amendment 127 #
2014/2241(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Calls on the Commission and the members of the ETC to support the existing mandate of the ETC for the purpose of assisting in the development and promotion of targeted transnational and pan-European tourism products, inter alia and services, together with Coastal and Maritime Tourism, by means of an advanced Visiteurope.com portal;
Amendment 136 #
2014/2241(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Highlights the increase in international competition, with the emergence of destinations outside Europe. For this reason, it is essential to create more cooperation between European destinations through tourism clusters and networks at local, regional, national and transnational level and within maritime basins;
Amendment 185 #
2014/2241(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Takes the view that training is an essential element to providing quality services in a sector that employs mostly young people aged between 16 and 35. Strongly encourages the Commission to work with private entities in the creation of training and internship programmes in low season, in order to make this sector more attractive and less seasonal;
Amendment 187 #
2014/2241(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Recognises the importance of this strategy for Coastal and Island Areas, in line with the strategy on Blue Growth and the EU2020, which presents a set of common responses to the many challenges they face;
Amendment 188 #
2014/2241(INI)
Motion for a resolution
Paragraph 13 b (new)
Paragraph 13 b (new)
13b. Strongly encourages the Commission to present an Action Plan to accompany the 14 actions described, with concrete goals and timetables and to report to Parliament on the progress of the actions;
Amendment 189 #
2014/2241(INI)
Motion for a resolution
Paragraph 13 c (new)
Paragraph 13 c (new)
13c. Calls on the European Commission to conduct an Annual Seminar with the participation of the Coastal and Marine Member States and the respective Regions to promote a pan-European dialogue, to facilitate the sharing of best practices and the implementation of a long-term strategy;
Amendment 190 #
2014/2241(INI)
Motion for a resolution
Paragraph 13 d (new)
Paragraph 13 d (new)
13d. Recalls the importance of connectivity and accessibility, which differ in high and low season in the outermost regions and islands, which depend largely on sea and air transport. Also emphasizes the importance of creating regional plans that promote mobility within destinations. Asks the Commission that Action 12 also take into account the efficiency of state aid in coastal and maritime regions;
Amendment 191 #
2014/2241(INI)
Motion for a resolution
Paragraph 13 e (new)
Paragraph 13 e (new)
13e. Strongly encourages the Commission, together with Member States and stakeholders in the nautical and maritime tourism sector, to assess the need to create intelligent and innovative strategies as a solution to combat seasonality, adapted both to the periods of high and low season, taking into account various audiences. Calls on stakeholders to make efforts in creating experiences, products and complementary services integrated with local products, particularly connected with maritime heritage and culture, water sports, recreational sailing, observation of marine life and nature, sun and beach- related activities, links with artisanal fishing, food and health;
Amendment 192 #
2014/2241(INI)
Motion for a resolution
Paragraph 13 f (new)
Paragraph 13 f (new)
13f. Highlights the importance of Cruise Tourism for the growth of the Tourism sector in Europe. Therefore calls on the Commission together with the Member States to assess the forms and existing port and nautical infrastructure, as well as to standardise the sorting of waste and recycling, in order to create innovative planning actions for these areas by developing the concept of the Smart Port City;
Amendment 193 #
2014/2241(INI)
Motion for a resolution
Subheading 4 a (new)
Subheading 4 a (new)
Unlock the potential of Coastal and Marine Tourism;
Amendment 238 #
2014/2241(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Considers that sensitive regions such as islands, coasts and mountai, mountains and the outermost regions often depend strongly on tourism business and are the first affected by climate change; is therefore convinced that climate protection should be more strongly integrated into European, national and regional tourism and transport policies;
Amendment 263 #
2014/2241(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Strongly encourages the European Commission to assess the possibility of making the European Tourism Indicators System (ETIS) a Union instrument to help tourism destinations to control, manage, evaluate and improve their performance in terms of sustainability;
Amendment 287 #
2014/2241(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Emphasises that the current legislation is predicated upon the ownership-based economy and less suited to governing the sharing economy, and that locthat for this reason local and national governments have started to investigate these online platforms and are trying to regulate their effects, often applying disparate and disproportionate measures within the Union. Urges the Commission to work together with the Member States on the need for initiatives at European, national, regional and local level;
Amendment 291 #
2014/2241(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Recalls that the sharing economy or collaborative consumption is a new socio- economic model that has imploded with the technological revolution and the internet connecting people through online platforms where goods and services can be transacted securely and transparently;
Amendment 295 #
2014/2241(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Underlines that the reaction to the rise of the ‘sharing economy’ needs to be measurfirstly to be analysed and appropriate, in particularand that any action on the part of public authorities in the area of tax and regulation must be proportional and simple;
Amendment 299 #
2014/2241(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Stresses that the activities of providers need to be correctly categorised in order to distinguish clearly between informal, ad- hoc sharing and professional services, where appropriate regulations apply;
Amendment 303 #
2014/2241(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Takes the view that consumers using sites must be correctly informed and not misled, and that companies need to take the necessary steps to protect consumers and hosts with regard to safety and security issues. Underlines the importance of a viable and transparent system of reviews;
Amendment 309 #
2014/2241(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. CRecalls on the Commission to undertake a research study measuringthat the sharing economy increases the number of alternatives and options to consumers, promoting entrepreneurship. Asks the Commission to submit to Parliament as soon as possible the study that is being developed by the Task Force set up by the DG Growth to analyse the economic and social impact of the sharing economy and its implications for the tourism industry, consumers, technology companies and public authorities; calls on the Commission to inform Parliament accordinglyclude in this study the best practices carried out by some regions and the concept of shareable cities;
Amendment 333 #
2014/2241(INI)
Motion for a resolution
Paragraph 31 a (new)
Paragraph 31 a (new)
31a. The tourism sector is mainly made up of Micro and SMEs. Therefore strongly encourages the Commission to translate the funding support guide into the 24 Union languages, since difficulty in access to finance is one of the barriers to the sector;
Amendment 336 #
2014/2241(INI)
Motion for a resolution
Paragraph 32 a (new)
Paragraph 32 a (new)
32a. Strongly encourages the Commission to examine the possibility of creating a section dedicated exclusively to Tourism in the next multiannual financial framework, since it is one of the Union’s activities that has shown resilience over the past years of economic recession, and has generated jobs and created growth;
Amendment 347 #
2014/2241(INI)
Motion for a resolution
Paragraph 34
Paragraph 34
34. Urges the Member States to consider the development of access to high-speed broadband a priority for remote, outermost and mountainous areas;
Amendment 1 #
2014/2240(INI)
Motion for a resolution
Citation 1 a (new)
Citation 1 a (new)
- having regard to Directive 2014/89/EU of 23 July 2014 establishing a framework for maritime spatial planning,
Amendment 2 #
2014/2240(INI)
Draft opinion
Recital B
Recital B
B. whereas one of those conditions is a definition that includes all the activities in the blue economy and whereas these must be analysed according to an integrated approach aimed at creating a blue ecosystem encompassing all stakeholders;
Amendment 5 #
2014/2240(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
Ba. whereas the integrated maritime policy acts as a strong lever for blue economy activities, especially when it comes to finding an integrated response to all the challenges now facing Europe’s seas;
Amendment 23 #
2014/2240(INI)
Motion for a resolution
Recital C
Recital C
C. whereas there is a great deal of ignorance about the seas and oceans, their resources and biodiversity, and the ways in which these interact with human activities – whether taking place or still to be developed – and whereas inadequate knowledge on those points severely inhibits sustainable use of the resources concerned and poses an obstacle to innovation;
Amendment 32 #
2014/2240(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Urges the Commission to propose a definition of the blue economy that covers all existing or future production and employment at sea, as well as the onshore ramifications thereof; calls on the Commission to specify those activities in the EU most likely to be of use in developing and consolidating the blue economy and, to that end, to draw up an non- exhaustive, inclusive list that covers, as a minimum, the following activities: fisheries, shipbuilding, renewable marine energy, seabed mining, marine biotechnology, seaweed farming, fish farming, shellfish farming, coastal and maritime tourism, the development of offshore platforms and shipping;
Amendment 33 #
2014/2240(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
Da. whereas investments in marine and maritime research and innovation will strengthen the position of the EU as a global leader in the field of maritime policy;
Amendment 50 #
2014/2240(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Commission to earmarkspecify all of the European funds available to finance blue economy activities and concentrate them within a single platform accessible to citizens; calls for funding for innovation and blue growth to be earmarked to finance fundamental research, R&D, training, business start-ups, environmental protection and the sale of innovative products and processes;
Amendment 56 #
2014/2240(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission to take specific steps to enhance contacts and cooperation between the regional and national levels within the EU, by means of INTERREG, for example, and the sea basin strategies; calls on the Commission to bring together the international protagonists operating in the blue economy and take the lead in an international project to boost this new sector of economic activity;
Amendment 58 #
2014/2240(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Maintains that strategic planning should be laid down for blue economy activities, as should forms of direct financing and an action plan, in order to galvanise this sector into life by 2020; considers that each of the activities singled out should encompass specific ideas on subjects ranging from research cooperation through infrastructure investment and cooperation arrangements, which Member States should be called upon to implement by making use of EU funds, financing from the European Investment Bank (EIB), and private sector involvement, following the practices applied under the European Fund for Strategic Investments;
Amendment 60 #
2014/2240(INI)
Motion for a resolution
Paragraph 2 – indent 1 (new)
Paragraph 2 – indent 1 (new)
- Advocates the need for strategic planning of activities in the Blue Economy, direct methods of funding and an action plan in order to boost this sector by 2020. Each of the identified activities shall include a number of specific ideas, ranging from cooperation in research, investment in infrastructure and cooperation mechanisms - which Member States are invited to implement using EU funds, the financing of the European Investment Bank (EIB) and the involvement of the private sector as is the case with the European Fund for Strategic Investments.
Amendment 60 #
2014/2240(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Calls on the Commission to encourage business creation in the blue economy by offering incentives for entrepreneurship and for start-ups likely to make their mark in the maritime sector;
Amendment 63 #
2014/2240(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Calls for the development of a unified European maritime industrial strategy which should bring together EU initiatives on all maritime-related sectors;
Amendment 66 #
2014/2240(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Maintains that it is necessary to determine and promote traditional, cultural, and tourism activities which can capitalise on the specific features of local communities and help to preserve non- industrial fishing;
Amendment 73 #
2014/2240(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission to launch a comprehensive study on the importance and weight of the blue economy for the European Union;
Amendment 84 #
2014/2240(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Calls for clear-cut objectives and time- frames to be laid down with a view to making data – whether relating to the sea- floor or to the water column and living resources – more accessible and, more fully interoperable and harmonised for information about seas and oceans to be supplied to the public;
Amendment 94 #
2014/2240(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls for an EU initiative to encourage private companies of the maritime sector to share economically insensitive data for research purposes;
Amendment 106 #
2014/2240(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Points out that the Member States and regional authorities have a key role to play in developing the blue economy and urges the Commission to support and encourage all forms of cooperation between Member States and regional authorities, for example joint programming initiatives;
Amendment 119 #
2014/2240(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Considers the shortage of qualified professionals in various fields of study and activity – including, though not confined to, researchers, engineers, and technicians, to be a huge hurdle that could prevent the blue economy from fully realising its potential; maintains that this shortcoming is closely bound up with the growing disengagement and disinvestment by Member States in the spheres of science and education and with the decline in ththerefore urges Member States and regional authorities to invest in an ambitious social dimension of blue pgrofessional status and social standwth and maritime literacy ing of several of the professions concerned, and therefore calls for thesrder to promote training and access for young people two trends to be reversed without delaymaritime professions;
Amendment 136 #
2014/2240(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls for an appropriate financial framework to be established in order to stimulate the development of the blue economy and job creation, combining and, coordinating and facilitating the access to the financial instruments available – structural and investment funding (EMFF, ERDF, ESF, Cohesion Fund), the research framework programme, and so forth; points out that the instruments should be better geared to the needs of individual stakeholders – public institutions, businesses, especially SMEs, non- governmental organisations, etc. – and the opportunities being offered widely publicised;
Amendment 149 #
2014/2240(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Stresses the importance of maritime spatial planning for the sustainable and coordinated development of maritime activities;
Amendment 151 #
2014/2240(INI)
Motion for a resolution
Paragraph 13 b (new)
Paragraph 13 b (new)
13b. Considers that the implementation of the Maritime Spatial Planning directive in a timely manner will foster investment in the blue economy as it provides the necessary certainty;
Amendment 153 #
2014/2240(INI)
Motion for a resolution
Paragraph 13 c (new)
Paragraph 13 c (new)
13c. Stresses in this context the importance of land-sea interactions and Integrated Coastal Zone Management;
Amendment 160 #
2014/2240(INI)
Motion for a resolution
Paragraph 14 – indent 1 (new)
Paragraph 14 – indent 1 (new)
- Calls on the Commission to encourage the creation of new businesses in the Blue Economy, encouraging entrepreneurship and the creation of startups with strong potential in the maritime area.
Amendment 163 #
2014/2240(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Considers that environmentally healthy coastal and maritime areas are key for sustainable human activities; calls therefore for the full implementation of the Marine Strategy Framework directive;
Amendment 165 #
2014/2240(INI)
Motion for a resolution
Paragraph 14 b (new)
Paragraph 14 b (new)
14b. Considers that the governance of Integrated Maritime Policy should be strengthened at EU and sea-basin levels;
Amendment 172 #
2014/2240(INI)
Motion for a resolution
Paragraph 15 – indent 1 (new)
Paragraph 15 – indent 1 (new)
- Advocates the need for cultural and natural attractions to be identified and promoted, safeguarding the small-scale fishing that is so important to local communities;
Amendment 223 #
2014/2240(INI)
Motion for a resolution
Paragraph 22 b (new)
Paragraph 22 b (new)
22b. Believes that a maritime safety "Erika IV" package should be launched to prevent further major maritime disasters; considers that this package should recognise the ecological damage to marine waters in the European legislation;
Amendment 24 #
2014/2149(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Calls on the Commission and the Member States to carry out concerted actions with a view to establishing policies to attract rural tourism, bearing in mind that this is a driving force for development in inland and rural regions; urges the European institutions to create links between heritage and local communities with a view to capitalising on the involvement of local stakeholders in rural and remote regions; maintains that strong emphasis should be laid on the training of human resources and financial support for heritage conservation, given that boosting cultural tourism in rural areas also encourages a shift away from mass tourism;
Amendment 30 #
2014/2149(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Underlines the potential for boosting cultural tourism in rural and, island, and outermost regions which offer intact nature and landscapes, traditional culture (folk arts, handcrafts, local festivals, gastronomic traditions), local products and authenticity; stresses, in this regard, the importance of intermodal connectivity and accessibility by air and sea as a means of enhancing the appeal of smaller and remote tourist destinations; points to the importance of the European Heritage Days and maintains that they should in future reflect traditional culture and local products;
Amendment 67 #
2014/2149(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Emphasises, furthermore, the importance of developing interregional and cross- border tourist products, which are based on coordinated action, build on synergies, save resources, and strengthen the common cultural identity and the competitiveness of the entire region; points out that macro- regional strategies and the people involved in implementing them have a role to play in developing these new products;
Amendment 71 #
2014/2149(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Calls on the Commission and the Member States to pursue initiatives seeking to make the most of Europe’s underwater cultural heritage and, in particular, to set up a European underwater cultural heritage trail enabling shipwrecks and sunken cities to be exhibited in, or turned into, museums;
Amendment 99 #
2014/2149(INI)
Draft opinion
Paragraph 12
Paragraph 12
12. Reiterates the important principle of sustainable and responsible tourism, and expresses its conviction that EU action should first of all encourage the prosperity of tourism in Europe, but that it must also respond to concerns relating to possible negative effects of structural changes caused by tourism and risks to cultural heritage posed by mass tourism; maintains that the EU needs to work with Member States and local stakeholders to draw up guidelines aimed at reducing the harmful effects of mass tourism, especially during the high season, on remote regions, including outermost and island regions;
Amendment 122 #
2014/2149(INI)
Draft opinion
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Calls on the Commission, the Council, and the Member States to build on the ‘Endangered Places’ initiative, launched by Europa Nostra in conjunction with the European Investment Bank, by identifying further examples of European heritage in danger, drawing up action plans, and seeking possible sources of funding; points out that developing this initiative is one way to attract private investment in heritage enhancement;
Amendment 135 #
2014/2149(INI)
Draft opinion
Paragraph 15
Paragraph 15
15. Supports the Commission in its initiatives for the digitalisation of Europe’s rich cultural heritage as an important contribution to the promotion of its unique cultural wealth worldwide; calls on the Commission to work with the Member States to pinpoint and digitise Europe’s UNESCO world heritage, both tangible and intangible, to enable it to be made available on the visiteurope.com website.
Amendment 17 #
2014/2140(DEC)
Motion for a resolution
Paragraph 289
Paragraph 289
289. Recommends that funding only be granted to financially viable airports and to regional airports taking account of other criteria in addition to economic viability, particularly territorial, social and economic cohesion in the most remote regions, such as the outermost regions provided for in Article 349 TFEU; calls on the Commission, in its assessment of regional and national transport plans, to take particular account, in the case of an airport in an outermost island region, of that airport’s importance in terms of accessibility and citizens’ mobility; points out, in this context, that one of the Transport White Paper’s priorities is to reduce congestion, and regional airports thus have a significant part to play in making the sector more competitive;
Amendment 18 #
2014/2140(DEC)
Motion for a resolution
Paragraph 290
Paragraph 290
290. Recommends to the Commission to examine all new projects in light of a catchment area analysis to ensure viability, taking account in each case of the importance of regional airports for accessibility and mobility in the Union;
Amendment 19 #
2014/2140(DEC)
Motion for a resolution
Paragraph 291
Paragraph 291
291. Considers that the Commission should closely monitor, as a priority, Member States that the report identifies as having particularly problematic projects in the past, without however forgetting that the period in question includes years of economic crisis;
Amendment 22 #
Amendment 3 #
2014/0095(COD)
Proposal for a regulation
Recital 6 a (new)
Recital 6 a (new)
(6a) It is of utmost importance that the European Commission develops a uniform website enabling applicants to lodge their application for a touring visa on line, with the view to facilitating applicants and attracting more visitors to the Schengen area.
Amendment 5 #
2014/0095(COD)
Proposal for a regulation
Article 4 – paragraph 3
Article 4 – paragraph 3
3. The Member State competent for examining and deciding on an application for a touring visa shall be the Member State whose external bordere the applicant intends to cross in order to enter the territory of the Member Statesstay first.
Amendment 8 #
2014/0095(COD)
Proposal for a regulation
Article 4 – paragraph 6
Article 4 – paragraph 6
6. In cases referred to in paragraphs 4 and 5 the competent Member State for examining and deciding on an application for a touring visa shall be the Member State the applicant intends to enterstay first making use of the touring visa.
Amendment 9 #
2014/0095(COD)
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Article 8(1), (2), (5), (6) and (7), Article 9, Article 10(1), and (3) to (7), Article 11, points (b) and (c), Article 12, Article 13(1), points (a) to (d), Article 13(5), (6) and (7), Articles 14 and 15 of Regulation (EU) No xxx/201x [Visa Code (recast)] shall apply.
Amendment 10 #
2014/0095(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1 (new)
Article 5 – paragraph 2 – subparagraph 1 (new)
Consulates shall require individual applicants to obtain an appointment for the lodging of an application. The appointment shall take place within a period of two weeks from the date when the appointment was requested.
Amendment 11 #
2014/0095(COD)
Proposal for a regulation
Article 5 – paragraph 5 – point b
Article 5 – paragraph 5 – point b
(b) proof that they have sickness insurance for all risks normally covered for nationals of the Member States to be visited and to cover any expenses which might occur in connection with repatriation for medical reasons, urgent medical attention and/or emergency hospital treatment or death.
Amendment 13 #
2014/0095(COD)
Proposal for a regulation
Article 8 – paragraph 9
Article 8 – paragraph 9
9. During the examination of an application for an extension, the competent authority may in justified cases calcall individual applicants for an interview and request additional documents.
Amendment 91 #
2014/0095(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) Live performance artists and sports persons and their support staff, in particular, often experience difficulties in organising tours in the Union. SBusiness people, service providers, students, and researchers, culture professionals, pensioners, business people, service providers as well as tourists may also wish to stay longer than 90 days in any 180-day period in the Schengen area. The lack of appropriate authorisation leads to a loss of potential visitors and consequently to an economic loss.
Amendment 112 #
2014/0095(COD)
Proposal for a regulation
Article 1 – paragraph 2 – subparagraph 1 a (new)
Article 1 – paragraph 2 – subparagraph 1 a (new)
It shall apply to third-country nationals who are not citizens of the Union within the meaning of Article 20(1) of the Treaty in the following categories: Live performance artists and sports persons and their support staff, in particular, business people, service providers, students and researchers, culture professionals, pensioners, and tourists.
Amendment 14 #
2014/0094(COD)
Proposal for a regulation
Recital 30
Recital 30
(30) The issuing of visas at the external border should, in principle, remain exceptional. However, to allow Member States to promote short term tourism, they should be authorised to issue visas at the external border based on a temporary scheme and upon notification, online pre- registration of the applicants and publication of the organisational modalities of the scheme. Such schemes should be temporary in nature and the validity of the visa issued should be limited to the territory of the issuing Member State.
Amendment 16 #
2014/0094(COD)
Proposal for a regulation
Recital 39 a (new)
Recital 39 a (new)
(39a) It is of utmost importance that the European Commission develops a uniform website enabling applicants to lodge their application for a visa on line, with the view to facilitating applicants and attracting more visitors to the Schengen area.
Amendment 33 #
2014/0094(COD)
Proposal for a regulation
Article 20 – paragraph 2
Article 20 – paragraph 2
2. That period may be extended up to a maximum of 20 calendar days in individual cases, notably when further scrutiny of the application is needed or due to the workload of the consulate.
Amendment 34 #
2014/0094(COD)
Proposal for a regulation
Article 20 – paragraph 3
Article 20 – paragraph 3
3. Applications of close relatives of the Union citizens referred to in Article 8(3) and of family members of Union citizens as referred to in Article 3(1) of Directive 2004/38/EC shall be decided on within 5 calendar days of the date of the lodging of an application. That period may be extended up to a maximum of 10 calendar days in individual cases, notably when further scrutiny of the application is needed or due to the workload of the consulate.
Amendment 36 #
2014/0094(COD)
Proposal for a regulation
Article 33 – paragraph 2 a (new)
Article 33 – paragraph 2 a (new)
2a. Applicants shall notify the competent authorities of their upcoming application for a visa at the external border by means of an online pre-registration system.
Amendment 37 #
2014/0094(COD)
Proposal for a regulation
Article 33 – paragraph 5 – subparagraph 1
Article 33 – paragraph 5 – subparagraph 1
Member States shall notify the envisaged schemes to the European Parliament, the Council and the Commission at the latest three months before the start of their implementation. The notification shall define the categories of beneficiaries, the geographical scope, the organisational modalities of the scheme and, the measures envisaged to ensure the verification of the visa issuing conditions and the online pre- registration system.
Amendment 292 #
2014/0094(COD)
Proposal for a regulation
Article 21 – paragraph 2 – subparagraph 1
Article 21 – paragraph 2 – subparagraph 1
A visa may be issued for one or multiple entries. The period of validity of a multiple entry visa shall not exceed fiveten years. The period of validity of a multiple entry visa may extend beyond the period of validity of the passport to which the visa is affixed.
Amendment 294 #
2014/0094(COD)
Proposal for a regulation
Article 21 – paragraph 3
Article 21 – paragraph 3
3. VIS registered regular travellers who have lawfully used the two previously obtained visas shall be issued a multiple entry visa valid for at least threfive years.
Amendment 298 #
2014/0094(COD)
Proposal for a regulation
Article 21 – paragraph 4
Article 21 – paragraph 4
4. Applicants referred to in paragraph 3 who have lawfully used the multiple entry visa valid for three yearsreferred to in paragraph 3 shall be issued a new multiple entry visa valid for at least five years provided that the application is lodged no later than one year from the expiry date of the multiple entry visa valid for three yearsreferred to in paragraph 3.
Amendment 108 #
2013/0157(COD)
Proposal for a regulation
Recital 1 a (new)
Recital 1 a (new)
(1a) Ports can contribute to the long term competitiveness of European industries in world markets while adding value and jobs in all EU coastal regions. In order to address the challenges facing the maritime transport sector, such as the inefficiencies in the sustainable transport and logistics chain, it is essential that the actions set out in the Commission communication entitled 'Ports: an engine for growth' be implemented in tandem with this Regulation. The complexity of administrative procedures for customs clearance, resulting in delays in ports, represents a major obstacle to the competitiveness of short-sea shipping and the efficiency of Union ports.
Amendment 118 #
2013/0157(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The overwhelming majority of Union maritime traffic transits through the seaports of the trans-European transport network. In order to achieve the aim of this Regulation in a proportionate way without imposing any unnecessary burden on other ports, this Regulation should only apply to the seaports of the trans-European transport network, each of which playing a significant role for the European transport system either because it handles more than 0.1% of the total EU freight or the total number of passengers or because it improves the regional accessibility of island or peripheral areas, without prejudice, however, to the possibility of Member States deciding to apply this Regulation to other ports as well. However, this Regulation should give Member States the possibility to decide whether to apply or not this Regulation to maritime ports of the comprehensive trans-European transport network located in the outermost regions. Member States may also introduce derogations in order to avoid disproportionate administrative burdens for those maritime ports of the comprehensive trans-European transport network whose annual traffic does not justify the full application of this Regulation. Pilotage services performed in the deep sea do not have a direct impact on the efficiency of the ports as they are not used for the direct entry and exit of the ports and therefore do not need to be included in this Regulation.
Amendment 123 #
2013/0157(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) This Regulation does not impose a specific port management model to the managing bodies of ports. Provided that rules relating to market access and financial transparency are respected, existing port management models established at national level in the Member States can be maintained
Amendment 127 #
2013/0157(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) The objective of Article 56 of the Treaty on the Functioning of the European Union is to eliminate restrictions on freedom to provide services in the Union. In accordance with Article 58 of the Treaty on the Functioning of the European Union should be achieved within the framework offreedom to provide services in the field of transport is governed by the provisions of the Title relating to transport, more specifically Article 100 (2).
Amendment 133 #
2013/0157(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The self-provision of service which entails shipping companies or providers of port services to employ staff of their own choice and to provide themselves port services is regulated in a number of Member States for safety or social reasons. The stakeholders consulted by the Commission when preparing its proposal highlighted that imposing a generalised allowance of the self-provision of service at Union level would require additional rules on safety and social issues in order to avoid possible negative impacts in these areas. It appearis therefore not appropriate at this stage not to regulate this issue at Union level and to leave iit should instead be left to the Member States to regulate the self-provision of port services or not. Therefore, this Regulation should only cover the provision of port services for remuneration.
Amendment 146 #
2013/0157(COD)
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) Due to the significant variations in the size of ports, the economic capacity and the amount of space available for operations on the water also need to be taken into account when limiting the number of providers of port services. Moreover, it should be possible to limit access to the market so as to ensure safe, secure or environmentally sustainable port operations.
Amendment 164 #
2013/0157(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) The managing body of the port concerned or the competent authorities designated in a Member State should have the choice to decide to provide port services with public service obligations themselves or to entrust directly the provision of such services directly to an internal operator. In the case that a competent authority decides to provide the service itself, this may cover the provision of services through agents employed by the competent authority or commissioned by the competent authority. When such limitation is applied in all the TEN-T seaports in the territory of a Member State, the Commission should be informed. In the cases where the competent authorities in a Member State prevail on such a choice, the provision of port services by the internal operators should be confined only to the port or ports for which those internal operators were designated. Moreover, in such cases, the port service charges applied by such an operator should be subject to supervision by the independent supervisory bodyion.
Amendment 170 #
2013/0157(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Member States should retain the full power to ensure an adequate level of social protection for the staff of undertakings providing port services. This Regulation shallould not affect the application of the social and labour rules of the Member States. In cases of limitation of the number of port service providers, where the conclusion of a port service contract may entail a change of port service operator, it should be possible for the competent authorities to askshould require the chosen service operator to apply the provisions of Council Directive 2001/23/EC on the approximation of the laws of the Member States relating to the safeguarding of employees' rights in the event of transfers of undertakings, businesses or parts of undertakings or businesses11 . __________________ 11 OJ L 82, 22.3.2001, p. 16.
Amendment 176 #
2013/0157(COD)
Proposal for a regulation
Recital 19 a (new)
Recital 19 a (new)
(19a) In a highly complex, and competitive sector such as port services, training of new recruits as well as lifelong training of staff are essential for ensuring port worker's health and safety, as quality of services and competitiveness of EU ports. Relevant training should be provided to every worker entering the port sector. The EU-level Sectoral Social Dialogue Committee for Ports should be able to develop guidelines for the establishment of training requirements to ensure a high quality of education and training of port workers, to minimise the risk of accidents and take into consideration the future needs of the sector in light of technological and logistical changes imposed by customers' demand.
Amendment 180 #
2013/0157(COD)
Proposal for a regulation
Recital 19 b (new)
Recital 19 b (new)
(19b) The European port sector is facing certain challenges that can impact both its competitiveness and social dimension. These challenges are: the ever increasing size of ships, the competition from non- EU ports, increasing market power as a result of alliances between shipping lines, the need to timely negotiate new working patterns and provide adequate training for technological innovation and minimise its social impact, the growing volumes which are more and more clustered, the lack of adequate investments on hinterland infrastructures, the removal of administrative barriers to the internal market, the changing energy landscape and the growing societal and environmental pressure. The Member States, together with the social partners, should address these challenges with the aim to safeguard both the competitiveness of the sector and the good working conditions in ports.
Amendment 193 #
2013/0157(COD)
Proposal for a regulation
Recital 22 a (new)
Recital 22 a (new)
(22a) The Commission should clarify the notion of State aid with regard to the financing of port infrastructure, taking into consideration the non-commercial nature of public access and defence infrastructure.
Amendment 212 #
2013/0157(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) In order to ensure the proper and effective application of this Regulation, an independent supervisory body, which could be an already existing body, should be designated in every Member Statat an independent complaints mechanism is in place, one or more bodies providing independent supervision should be designated in every Member State. Already existing bodies, such as competition authorities, courts, ministries or departments within ministries not linked to the managing body of the port could be designated for this purpose.
Amendment 215 #
2013/0157(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) The different bodies providing independent supervisory bodies should exchange information on their work and cooperate in order to ensure a uniform application of this Regulationion should cooperate with each other and exchange information on their work in cases concerning cross- border disputes and complaints .
Amendment 225 #
2013/0157(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) In order to supplement and amend certain non-essential elements of this Regulation and in particular to promote the uniform application of environmental charging, reinforce the Union-wide coherence of environmental charging and to ensure common charging principles in relation to the promotion of short sea shippreinforce the Union-wide coherence of environmental charging, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of common classifications of vessels, fuels and types of opinternations according to which to vary the infrastructure charges and common charging principles for port infrastructure charges. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert leval classifications of vessels and fuels. The Commission, when preparing and drawing- up delegated acts, should ensure a simultaneous, timely and appropriate transmission of relevant documents to the European Parliament and to the Council.
Amendment 227 #
2013/0157(COD)
Proposal for a regulation
Recital 30
Recital 30
Amendment 245 #
Amendment 259 #
2013/0157(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
3. This Regulation shall apply to all seaports of the trans-European transport network, as definlisted in Annex II of Regulation XXX [regulationEU No 1315/2013 of the European Parliament and onf the TEN- T Guidelines]Council.
Amendment 263 #
2013/0157(COD)
Proposal for a regulation
Article 1 – paragraph 3 a (new)
Article 1 – paragraph 3 a (new)
3a. Member States have the possibility to decide not to apply this Regulation to maritime ports of the comprehensive trans-European transport network located in the outermost regions as referred to in Article 349 TFEU. When Member States decide not to apply this Regulation to such maritime ports, they shall notify their decision to the Commission.
Amendment 264 #
2013/0157(COD)
Proposal for a regulation
Article 1 – paragraph 3 b (new)
Article 1 – paragraph 3 b (new)
3b. This Regulation is without prejudice to the principle of freedom to provide services as foreseen in the Articles 56 and 58 of the TFEU.
Amendment 285 #
2013/0157(COD)
Proposal for a regulation
Article 2 – point 3
Article 2 – point 3
3. ‘dredging’ means the removal of sand, sediment or other substances from the bottom of the waterway access to a port in order to allow waterborne vessel to have access to the port and comprises both the initial removal (capital dredging) and the maintenance dredging in order to keep the waterway accessible and is not a port service offered to the users;
Amendment 293 #
2013/0157(COD)
Proposal for a regulation
Article 2 – point 6
Article 2 – point 6
6. ‘mooring’ means the berthtying and un- berthing services required for a waterborne vessel being anchored or otherwise ftying of a waterborne vessel to the berth, the quayside or a buoy in order to immobilise the vessel thereby allowing people, pastsened to the shore in the port or in the waterways access to the portgers, goods or cargo to be safely moved onto or from the waterborne vessel;
Amendment 302 #
2013/0157(COD)
Proposal for a regulation
Article 2 – point 9
Article 2 – point 9
9. ‘port infrastructure charge’ means a fee collected for the direct or indirect benefit of the managing body of the port and paid by the operators of waterborne vessels or cargo owners for the use of infrastructures, facilities and services that allow vessels entry and exit in and out of the port, including the waterways giving access to those ports, as well as access to the processing of passengers and cargo where these waterways are administered and managed by the port itself, access to the processing of passengers and cargo, but excluding land lease rates and charges having equivalent effect;
Amendment 310 #
2013/0157(COD)
Proposal for a regulation
Article 2 – point 16
Article 2 – point 16
16. ‘seaport’ means an delimited area of land and water made up of such works and equipmen, amongst other things, of infrastructures and facilities managed autonomously by the managing body of the port so as to permit, principally, the reception of ships, their loading and unloading, the storage of goods, the receipt and delivery of these goods and the embarkation and disembarkation of passengers; and any other infrastructure necessary for transport operators within the port areapersons;
Amendment 328 #
Amendment 331 #
2013/0157(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. Freedom to provide services in seaports covered by this Regulation shall apply to the providers of port services established in the Union under the conditions set out in this ChapterThe managing body of the port or the competent authority shall be free to: (a) impose minimum requirements to port service providers; (b) limit the number of providers; (c) impose public service obligations; (d) allow internal operators or; (e) provide free open access to the market of port services.
Amendment 334 #
2013/0157(COD)
Proposal for a regulation
Article 3 – paragraph 2
Article 3 – paragraph 2
2. Providers of port services shall have access to When organising the port services as foresseential port facilities to the extent necessary for them to carry out their activities. The terms of the access shall be fair, reasonable and non- discriminatory in paragraph 1 the managing body of the port or the competent authority shall respect the conditions set out in this Chapter.
Amendment 340 #
2013/0157(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
1. TWithout prejudice to the possibility of imposing public service obligations according to Article 8, the managing body of the port or the competent authority may require that providers of port services comply with minimum requirements to perform the corresponding port services.
Amendment 350 #
2013/0157(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point d a (new)
Article 4 – paragraph 2 – point d a (new)
(da) the availability of the port service to all users;
Amendment 355 #
2013/0157(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point d b (new)
Article 4 – paragraph 2 – point d b (new)
(d b) the availability of the service without interruption during the day, the night, the week and the year;
Amendment 362 #
2013/0157(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point d c (new)
Article 4 – paragraph 2 – point d c (new)
(dc) the compliance with social and labour legislation of the Member States.
Amendment 418 #
2013/0157(COD)
Proposal for a regulation
Article 6 – paragraph 4
Article 6 – paragraph 4
4. When a managing body of a port or a competent authority provides port services itself or through a legally distinct entity which it directly or indirectly controls, the Member State may entrust the adoption of the decision limitingshall take necessary measures to avoid conflicts of interest. In the absence of such measures, the number of providers of port serviceshall not be less to han authority which is independent from the managing body of the port. If the Member State does not entrust the adoption of the decision limiting the number of providers of port services to such an authority, the number of providers shall not be less than twotwo, unless any of the reasons listed in paragraph 1 justifies a limitation to a single provider.
Amendment 429 #
2013/0157(COD)
Proposal for a regulation
Article 7 – paragraph 1
Article 7 – paragraph 1
1. Any limitation of the number of providers for a port service in accordance with Article 6 shall follow a selection procedure which shall be open to all interested parties, non-discriminatory and transparent. The managing body of the port or the competent authority shall communicate to all interested parties information concerning the organisation of the selection procedure and the submission deadline, as well as all relevant award criteria and requirements.
Amendment 450 #
2013/0157(COD)
Proposal for a regulation
Article 8 – paragraph 1 – introductory part
Article 8 – paragraph 1 – introductory part
1. The Member States may decideshall designate the competent authorities within their territory, which may be the managing body of the port, entitled to impose public service obligations related to port services on providers in order to ensure the following:
Amendment 454 #
2013/0157(COD)
Proposal for a regulation
Article 8 – paragraph 1 – point b
Article 8 – paragraph 1 – point b
(b) the availability of the service to all users, where appropriate on equal terms;
Amendment 458 #
2013/0157(COD)
Proposal for a regulation
Article 8 – paragraph 1 – point c a (new)
Article 8 – paragraph 1 – point c a (new)
(ca) the provision of adequate transport services to the public;
Amendment 476 #
2013/0157(COD)
Proposal for a regulation
Article 8 – paragraph 6
Article 8 – paragraph 6
6. In the event of a disruption of port services for which public service obligations are imposed or when an immediate risk of such a situation occurs, the competent authority may take an emergency measure. The emergency measure may take the form of a direct award so as to attribute the service to a different provider for a period up to onetwo year. During that time period, the competent authority shall either launch a new procedure to select a provider of port service in accordance with Article 7 or shall apply Article 9.
Amendment 487 #
2013/0157(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. IOnly in the cases provided for in Article 6 (1) (b), the competent authorityor in cases where the national legislation of a Member State already so permits, the managing body of a port may decide to provide a port service under public service obligations itself or to impose such obligations directly on a legally distinct entity over which it exercises a control similar to that exercised over its own departments. In such a case, the port service provider shall be considered as an internal operator for the purpose of this Regulation.
Amendment 516 #
2013/0157(COD)
Proposal for a regulation
Article 10 – paragraph 2
Article 10 – paragraph 2
2. Without prejudice to national and Union law including collective agreements between social partners, the managing bodies of the port mayight require the designated provider of port services appointed in accordance with the procedure established by Article 7, in the case where this provider is different from the incumbent provider of port services, to grant staff previously taken on by the incumbent provider of port services the rights to which they would have been entitled if there had been a transfer within the meaning of Directive 2001/23/EC.
Amendment 527 #
2013/0157(COD)
Proposal for a regulation
Article 10 a (new)
Article 10 a (new)
Amendment 533 #
2013/0157(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
This Chapter and the transitional provisions of Article 24 shall not apply to pilotage, cargo handling services and passenger services.
Amendment 556 #
2013/0157(COD)
Proposal for a regulation
Article 12 – paragraph 3
Article 12 – paragraph 3
3. The public funds referred to in paragraph 1 shall include share capital or quasi-capital funds, non-refundable grants, grants only refundable in certain circumstances, award of loans including overdrafts and advances on capital injections, guarantees given to the managing body of the port by public authorities, dividends paid out and profits retained or any other form of public financial support.
Amendment 566 #
2013/0157(COD)
Proposal for a regulation
Article 12 – paragraph 7 a (new)
Article 12 – paragraph 7 a (new)
7a. Member States will have the possibility to decide that paragraph 2 shall not apply to their ports of the comprehensive network that do not meet the criteria in point (b) of Article 20(2) of Regulation (EU) No 1315/2013 in case of disproportionate administrative burdens, seeing that any public funds received, and their use for providing port services, remain fully transparent in the accounting system. In that case, the Member States shall inform the Commission accordingly in advance.
Amendment 595 #
2013/0157(COD)
Proposal for a regulation
Article 14 – paragraph 4
Article 14 – paragraph 4
4. Without prejudice to paragraph 3, port infrastructure charges may vary in accordance with the port’s economic strategy, the port’s spatial planning policy, and/or commercial practices, related to frequentinter alia to certain categories of users, or in order to promote a more efficient use of the port infrastructure, short sea shipping or a high environmental performance, energy efficiency or carbon efficiency of transport operations. The criteria used for such a variation shall be relevant, objective, transparent and non-discriminatory and in due respect of the competition rules. The resulting variation shall in particular be available to all relevant port service users on equal term, objective and comply with state aid and competition rules.
Amendment 607 #
2013/0157(COD)
Proposal for a regulation
Article 14 – paragraph 5
Article 14 – paragraph 5
5. The Commission shall be empowered to adopt, where necessary, delegated acts in accordance with the procedure referred to in Article 21 concerning common international classifications of vessels, fuels and types of operation and fuels according to which the infrastructure charges can vary and common charging principles for port infrastructure chargesin line with the International Maritime Organization.
Amendment 641 #
Amendment 678 #
2013/0157(COD)
Proposal for a regulation
Article 18
Article 18