1141 Amendments of Isabella DE MONTE
Amendment 3 #
2018/2156(INI)
Draft opinion
Recital D
Recital D
D. whereas it is highly desirable to maintain and further increase the efficiency of CEF;
Amendment 9 #
2018/2156(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. WelcomNotes the joint communication by the Commission and the High Representative of the Union for Foreign Affairs and Security Policy on the Action Plan on Military Mobility, as itwhich recognises the strategic role played by the trans- European transport network (TEN-T) in integrating the Union’s infrastructure in order to achieve rapid and seamless mobility across the continent, thus further developing the internal market;
Amendment 13 #
2018/2156(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Strongly supports the decision to allocate the military mobility envelope under the centralised management of the CEF programme; takes note ofregrets the lack of clarity concerning the preliminary actions set by the Action Plan prior to the implementation of the military mobility which will be based on identification of and agreement on the military requirements, followed by the identification of sections of the TEN-T network suitable also for military transport and a list of priority projects, together with the eventual upgrade of the technical requirements applicable to the TEN-T network;
Amendment 25 #
2018/2156(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Points out that the military mobility projects will have to follow the same criteria, conditions and procedures as set out in the CEF regulation in order to be eligible; stresses that the process of identification of the sections of the TEN-T network suitable for military transport must unconditionally maximisenecessarily involve dual civilian and military synergiesuse;
Amendment 33 #
2018/2156(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Believes that dual use of infrastructure, including in cases of connectivity with important industrial zones significant for the defence industry, is an essential precondition for the civil transport network to benefit from the Action Plan and the military mobility envelope; strongly believes, therefore, that projects financed under the CEF military mobility envelope should be eligible only and exclusively if adding to an existing civil infrastructure and projects within the framework of the TEN- T network and enabling dual use of the infrastructure;
Amendment 45 #
2018/2144(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12 a. Calls for action in acknowledging that private ownership is a fundamental right which shall be protected; urges the state authorities to provide for fair proceedings within a reasonable time when implementing existing national legal framework, including on property rights and restitution of property; calls on authorities to speed up the process of restitution of expropriated properties;
Amendment 15 #
2018/2110(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls for a ban on all journeys over eight hours for live animals and for journeys to slaughter to be limited to four hours to prevent nomadism of animals for slaughter;
Amendment 21 #
2018/2110(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Favours a more efficient and ethical transport system that gives priority to the transport of meat over live animals;
Amendment 46 #
2018/2110(INI)
Draft opinion
Paragraph 5 – indent 1
Paragraph 5 – indent 1
– Member States to be more rigorous in certification and approval procedures for vessels and to improve the checks on the animals’ fitness for travelbefore loading;
Amendment 57 #
2018/2110(INI)
Draft opinion
Paragraph 6 – indent 1
Paragraph 6 – indent 1
– sufficient ventilation and cooling in all vehiclesof the right kind in all vehicles to ensure animals do not die from suffocation;
Amendment 62 #
Amendment 71 #
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 not only to unfair competition but also to suffering for the animals, inform the Commission thereof; 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 to ensure that penalties are definite, effective and dissuasive;
Amendment 77 #
2018/2110(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Calls on the Commission to draw up a blacklist of operators guilty of repetitive and serious breaches of the Regulation based on inspection and implementation reports; calls on the Commission to update these blacklists frequently, to publish them as often as possible and also to include examples of best practisce, both in transport and governance.
Amendment 79 #
2018/2110(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Highlights the poor conditions during road transport and calls for: – harmonising throughout the Union the trainings provided to drivers. This is needed to guarantee an effective implementation of Council Regulation (EC) No 1/2005; – the Member States to be more rigorous in determining whether to grant a certificate of approval for road vehicles and a certificate of competence for drivers; – the competent authorities to ensure that animals on long journey vehicles have a sufficient quantity of bedding throughout the journey and that the bedding is and remains clean; – the competent authorities to ensure that the partitions in the lorries do not have gaps in which animals’ limbs could get trapped.
Amendment 83 #
2018/2110(INI)
Draft opinion
Paragraph 8 b (new)
Paragraph 8 b (new)
8b. Urges the Member States to check all loadings destined for third countries as it is during the loading process that many problems can be detected and remedied.
Amendment 85 #
2018/2110(INI)
Draft opinion
Paragraph 8 c (new)
Paragraph 8 c (new)
8c. Urges the Member State that finds a breach of Council Regulation (EC) No 1/2005 to notify the Member State of departure, the Member State that authorised the transport company and, where appropriate, the Member State that issued the driver’s certificate of competence; urges the Member States who receive such notifications to take action in order to prevent the recurrence of breaches.
Amendment 86 #
2018/2110(INI)
Draft opinion
Paragraph 8 d (new)
Paragraph 8 d (new)
8d. Calls on Member States to make more use of the strong enforcement powers given by Article 26 of Council Regulation (EC) No 1/2005 such as the power to require transporters to establish systems for preventing the recurrence of breaches and the power to suspend or withdraw a transporter’s licence.
Amendment 5 #
2018/2089(INI)
Motion for a resolution
Recital B
Recital B
B. whereas the overwhelminghuman behaviour contributed to a majority of road accidents are due to human errorinvolving non-automated vehicles and, as such, there is an imperative need to reduce the possibilities for such errorsbehaviour, while maintaining personal mobility;
Amendment 6 #
2018/2089(INI)
Motion for a resolution
Recital B
Recital B
B. whereas the overwhelming majority of road accidents are due to human errorhuman error contributes to a majority of collisions and, as such, there is an imperative need to reduce the possibilities for such errors, while maintaining personal mobility;
Amendment 19 #
2018/2089(INI)
Motion for a resolution
Recital D
Recital D
D. whereas several countries around the world (e.g. the US, China and Japan) are moving rapidly towards making both connected and automated mobility available on the market; whereas Europe needs to respond much more proactively to the rapid developments in this sector and to encourage similar initiatives;, but recalls that automated vehicles should only be introduced to the market when they have been demonstrated to operate with a high level of safety for drivers, passengers and other vehicles on the road.
Amendment 29 #
2018/2089(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the communication on the road to automated mobility: An EU strategy for mobility of the future, which lays out an approach to make the EU the world leader in the deployment of safe systems for automated mobility, increasing road safety and efficiency and combating congestion, noise, and emissions;
Amendment 33 #
2018/2089(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. acknowledges its potential for all autonomous private and public means of road, rail, waterborne and air transport.
Amendment 39 #
2018/2089(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Acknowledges the potential ofat automated mobility presents an important potential for many sectors, including and offers new business opportunities for start-ups, SMEs and the industry; as a whole, especially regarding the creation of new mobility services for users.
Amendment 48 #
2018/2089(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Urges the Commission to present legislative actions, especially regarding data protection, data access and cyber security, as per its resolution of 13 March 2018 on a European Strategy on Cooperative Intelligence Transport Systems; Recognises the opportunity presented by the Commission’s upcoming Recommendations on access to in-vehicle data and resources to set out a roadmap for the presentation of legislative actions,
Amendment 50 #
2018/2089(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Affirms the need for said legislative actions to ensure fair, real- time, unrestricted and technology-neutral access to in-vehicle data for the entire automotive value chain; Such access should enable end users and third parties to benefit from digitalisation and guarantee a level playing field and maximum security with regard to storage of in-vehicle data.
Amendment 60 #
2018/2089(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Notes that in-vehicle and route data are fundamental building blocks for the achievement of autonomous driving; urges the Commission, therefore, to ensure that obstacles to the use of such dataand connected driving; and adjacent markets for competitive services and prices for endusers; urges the Commission, therefore, to ensure that obstacles to the direct real-time access to the vehicle and its data and resources for independent service providers are dismantled and a robust regulatory system in this respect is put in place in a timely manner;roposed by the end of 2018.
Amendment 68 #
2018/2089(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Stresses the expected massive increase in data produced by and gathered and transmitted from autonomous vehicles and underlines the need to use non- personal, anonymised data in order to deploy autonomous vehicles;for the whole chain to use these data in order to encourage the deployment of autonomous vehicles and to further develop innovation in the framework of new mobility solutions.
Amendment 73 #
2018/2089(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Underlines that fully autonomous vehicles will be commercially available by 2030 and that appropriate regulatory frameworks need to be in place as soon as possible in order to address the resulting changes, including the inevitable interaction between autonomous vehicles and other infrastructure users;
Amendment 75 #
2018/2089(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Underlines that fully autonomous vehicles will be commercially available by 2030 and that appropriate regulatory frameworks ensuring their safe operation need to be in place as soon as possible in order to address the resulting changes;
Amendment 84 #
2018/2089(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11 a. Underlines the importance of adopting the new General Safety Regulation for motor vehicles, given the short-term life-saving potential of mandatory installation of new vehicle safety technologies, which will furthermore also be used for the deployment of connected and automated vehicles in the future;
Amendment 90 #
2018/2089(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Urges the Commission and the Member States to reach a common position and to cooperate in order for the EU to take and maintain a leading role in the international technical harmonisation of automated vehicles within the framework of the UNECE and the Vienna Convention, in particular in all discussions by the UNECE World Forum for Harmonisation of Vehicle Regulations (Working Party 29) and the Working Party on Automated/Autonomous and Connected Vehicles (GRVA);
Amendment 96 #
2018/2089(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Underlines the need for clear legislation, that is regularly reviewed, updated where necessary, and harmonized in terms of data sampling, storage and access, obligating the installation of event data recorders for highly automated vehicles in line with the eCall Regulation5 in order to clarify and enable the tackling, as soon as possible, of issues of liability; _________________ 5OJ L 123, 19.5.2015, p. 77.
Amendment 101 #
2018/2089(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Underlines the emerging concerns over user complacency when using vehicles that require a degree of driver intervention; calls for further studies to be conducted on the feasibility and safety of level 3 automated vehicles, especially regarding the issue of signalling the need for intervention to the driver and dangers that can arise from any delays in intervening, and hence for driver training and assessment profiles to be carefully considered when dealing with automation as such;
Amendment 103 #
2018/2089(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14 a. Argues that both passive and active safety features have an important role in reducing the number as well as severity of collisions, and that road collisions with autonomous vehicles will still occur, notably in mixed traffic conditions; underlines therefore the importance of stringent passive safety requirements for those vehicles to be maintained in order to protect vehicle occupants as well as other road users, especially those from more vulnerable groups.
Amendment 114 #
2018/2089(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16 a. Underlines that while the deployment of connected and automated mobility could bring substantial benefits, the technologies currently available on the market present vulnerabilities that could become serious threats for users, other vehicles or pedestrians; argues therefore that societal acceptance will only be achieved if autonomous vehicles can offer the highest safety and security standards, as well as more and better travel options, which are affordable and environmentally-friendly.
Amendment 142 #
2018/2089(INI)
Motion for a resolution
Paragraph 23 a (new)
Paragraph 23 a (new)
23 a. Improves the framework conditions for autonomous driving on rail and accelerate the transition to a digital rail sector, notes the European Train Control System (ETCS) serves as the basis for automation in the rail sector, which is achieved by linking the ETCS to the Automatic Train Operation (ATO); urges the Commission during the deployment of ETCS to be accelerated and priorized in EU funding schemes.
Amendment 143 #
2018/2089(INI)
Motion for a resolution
Paragraph 23 b (new)
Paragraph 23 b (new)
23 b. Calls upon the Commission to make the continuation of Shitf2Rail programme for further developments towards a digital rail network and fully automated driving on rail, including the development of a standard of ATO over ETCS as well as cybersecurity.
Amendment 156 #
2018/2089(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Calls on the Commission to create comprehensive rules for manufacturer, driver or operator responsibilities at every level of automation across all modes of transport; underlines that those responsibilities need to be clearly communicated through commercial labelling or other forms of communication; reminds that an equal access to in-vehicle data and resources for all parties is an essential condition for ensuring vehicle safety during the whole lifecycle of the vehicle through regular maintenance interventions.
Amendment 163 #
2018/2089(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
Amendment 172 #
2018/2089(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Urges the Commission, together with the Member States, to propose initiatives promoting the skills and education and training needed to keep the EU at the forefront of the autonomous vehicle sector;
Amendment 177 #
2018/2089(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Stresses the need for real-life testing sites across the EU in order to thoroughly test and develop new technologies, but recalls that such public road tests should be strictly regulated, in order to ensure the safety of both the occupants of the test vehicle as well of the other road users; urges each of the Member States to designate, by 2020, urban and extra-urban areas where autonomous research vehicles can be tested in real-life traffic conditions, while safeguarding road safety in those areas;
Amendment 184 #
2018/2089(INI)
Motion for a resolution
Paragraph 31
Paragraph 31
31. Calls for extensive research on the long-term effects of autonomous transport on issues such as consumer adaptation, societal acceptance, physiological reactions, physical responses, labour rights and social mobility resulting from driverless transport;
Amendment 118 #
2018/2088(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Notes that the future of this technology is contingent on societal acceptanceshould be managed responsibly for the benefit of all societies and that greater emphasis must therefore be placed on training and education to ensure greater understanding of the technology and its role; also notes that if consumers are not willing to adopt this technology, there will be less drive forpoints out that a greater understanding of the benefits offered by this technology will promote innovation in this sector;
Amendment 157 #
2018/2088(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Recalls that the availability of quality data is essential for real competitiveness in the AI industry, and calls for public authorities to ensure ways of producing, sharing and governing data by making data a common good; stresses the need, at the same time, to protect consumers’ privacy and to ensure that their data are secure;
Amendment 199 #
2018/2088(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Notes that when AI is combined with human diagnosis the error rate is 0.5⁰%, compared with 3.5⁰% for diagnosis by human doctors alone; points out that it would be advisable to assess whether or not certain diagnoses carried out by machines using AI could be legally recognised;
Amendment 221 #
2018/2088(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Notes that the prevalence of autonomous vehicles in the future will shift the liability from the driver to the vehicle, requiringe insurance companies to shiftreorganise how they incorporate risk into their underwriting;
Amendment 229 #
2018/2088(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Believes that AI needs to be governed by a code of ethics in the same way that human behaviour is guided; recognises that in order to do this, rules must be in place to increase the accountability and transparency of algorithmic decision- making systems that are a result of human intervention;
Amendment 249 #
2018/2088(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Notes that AI will not be flawless but will remain a useful tool as long as fewer errors are made than when the same decisions are made by humanfor collaborating in human action to improve the latter’s performance and reduce errors;
Amendment 3 #
2018/2046(BUD)
Draft opinion
Paragraph 1
Paragraph 1
1. Takes note of the proposed draft budget for the EU Transport policy in heading 1a, Title 6 ‘mobility and transport’; insists that the EU transport policy is essential for the free movement of persons and goods and the overall competitiveness and the social and territorial cohesion of the Union; stresses thus that this policy needs an ambitious budget for the transport sector in order to maintain the credibility of on-going projects, secure long-term investment and mobilise complementary private financing;
Amendment 5 #
2018/2046(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Highlights the crucial role played by the CEF in the transport sector for achieving the completion of the TEN-T core and comprehensive networks, and points out that the CEF requires a stable andfinancing based on long-term planning and provided on the appropriate financingscale; regrets that, in the past, budget cuts have been made ato the detriment of the CEF and insists that any new cuts in this programme isare not acceptable; takes note that the Commission proposes for the CEF Transport an increase of 39.4% and 5.3% respectively in commitments and payments and considers that, taking into account that 2019 is the first year of the current multi annual financial framework wherein which additional financing can be requested for projects which started between 2014 and 2016, these amounts are a minimum; expresses great surprise at the huge amount earmarked for military mobility under the CEF;
Amendment 19 #
2018/2046(BUD)
Draft opinion
Paragraph 4
Paragraph 4
4. Believes that the EU budget contribution to the transport-related agencies should reflect their tasks; notes that the budget allocated for EASA is stable, that the budget for EMSA has slightly increased and that the budget allocated for ERA has, unfortunately, decreased compared to the previous budget year; recalls that the scope of competence for ERA, EASA and EMSA has recently been broadened, which requires adequate funding and staffing to ensure the successful uptake of their new responsibilities;
Amendment 24 #
2018/2046(BUD)
Draft opinion
Paragraph 6
Paragraph 6
6. Believes that improving the efficiency of the transport sector and reducing its level of emissions are interdependent objectives that research and innovation can greatly contribute to achieve; welcomes therefore the proposed stability fordeplores the fact that no increases have been provided for in the budget allocated under the programme Horizon 2020 to SESAR 2, Shift2Rail, Clean Sky 2 and the Fuel Cells and Hydrogen 2 joint undertakings;
Amendment 31 #
2018/2046(BUD)
Draft opinion
Paragraph 7
Paragraph 7
7. Regrets that the EU is not always successful in communicating about the direct effects of its policies and financial programmes, often for a lack of assessment of these impacts; points out that, with respect to the transport sector, the overall lack of awareness about passengers’ rights in the EU is very concerning; underlines that at a time wheren disinformation campaigns can easily be launched, a greater support must be devoted to this matter;
Amendment 34 #
2018/2046(BUD)
Draft opinion
Paragraph 8
Paragraph 8
8. Stresses that Pilot Projects and Preparatory Actions are useful opportunities for the European Parliament to give a direct financial incentive to initiatives supporting its legislative work and for which the Commission is directly accountable; regrets that results stemming from those projects and actions are not always consistently reported and asks the Commission to present by the end of the mandate a thorough analysis of the projects financed under this legislature, as well as guidelines spelling out not just the aims, but the method of selecting them.
Amendment 35 #
2018/2046(BUD)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Notes that there is as yet no specific budget heading for tourism and considers this to be a regrettable omission, bearing in mind the importance of that sector and its contribution in terms of GDP.
Amendment 23 #
2018/2023(INI)
E a. whereas decarbonisation of road transport via carbon-free alternative fuels will require different fuels for different vehicle segments, meaning that no solution should be excluded;
Amendment 32 #
2018/2023(INI)
Motion for a resolution
Recital H
Recital H
H. whereas the recast of the DirectiveRegulation on emission standards for new passenger cars and for new light commercial vehicles will hopefully set ambitious reduction targets and incentivise low and zero- emission vehicles, thus leading the way to a decarbonised European vehicle fleet, which will require the deployment of an adequate infrastructure network for alternative fuels; whereas the revision of the Directive for the Promotion of clean and energy- efficient road transport vehicles complements the Directive for Alternative Fuels by guaranteeing demand for suppliers and increasing the uptake of clean vehicles, particularly in urban areas;
Amendment 40 #
2018/2023(INI)
Motion for a resolution
Recital J
Recital J
J. whereas according to Directive 2014/94/EU, alternative fuels still encompass fuels of fossil origin, thus contradicting the goal of decarbonisation and the phasing out of fossil fuels; however, in the shipping sector, LNG and CNG as transitory technologies may contribute to cleaner air especially around ports and along coastlines;
Amendment 45 #
2018/2023(INI)
Motion for a resolution
Recital M
Recital M
M. whereas the TEN-T networks constitute the main transport networks in the European Union; whereas focussing on deploying alternative fuels infrastructure and pursuing the goal established in the communication to provide full coverage of the trans-European transport network (TEN-T) core network corridors with charging points by 2025 should be a key priority; whereas this target should be complemented by also taking into account urban and rural areas, where customers'experience shows that the potential for the uptake of clean vehicles is higher; whereas conveying funds to projects that, although not yet financially viable, show thinner market gaps, represents an efficient way of using public funds to allow increased financial sustainability of the charging infrastructure business, allowing for a faster decarbonisationof the transport sector;
Amendment 71 #
2018/2023(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Suggests an annual evaluation of the Member States’ implementation status and broadening of the Directive’s scope to shift it from deployment along the TEN-T core network to also covering the TEN-T comprehensive urban and regional nodes and the infrastructure for public fleets; recognises that with expected market uptake of Zero Emission vehicles this is needed before 2025 for the core network and by 2030 latest for the comprehensive network;
Amendment 73 #
2018/2023(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Suggests an annual evaluation of the Member States’ implementation status and broadening of the Directive’s scope to shift it from deployment along the TEN-T network to also covering urban and regional nodes and the infrastructure for public fleets; calls on the Commission to extend the CEF's scope in this regard and increase its funding;
Amendment 85 #
2018/2023(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. calls on the Commission to complement the climate related goals of Directive 2014/94/EC with additional clean air measures following the fitness check of the EU Ambient Air Quality Directives1a; _________________ 1a 2004/107/EC and 2008/50/EC
Amendment 90 #
2018/2023(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Welcomes the Commission’s effort to provide an additional EUR 800 million as start-up financing to support the uptake of alternative fuels infrastructure; doubts, however, that the leverage will be sufficient given the projected need for EUR 5.2 billion up to 2020 and an additional EUR 16-22 billion of overall investment up to 20253 ; _________________ 3urges the Commission to not only support the deployment but also the operating of such infrastrucutre during the unprofitable market uptake phase; _________________ 3 COM(2017)0652. COM(2017)0652.
Amendment 103 #
2018/2023(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Suggests setting up a European Clean Mobility Fund to cover the estimated necessary investment of EUR 25 billion up to 2025; calls for the fund to be co- financed, with the European Union contributing 10 % and 90 % coming from industry, notably manufacturers, suppliers, energy and fuel producers and other interested parties; suggests that, by contributing to the fund, companies or consortia should be granted preferential access to grants and loans provided by the CEF, EIB and EC IPE; requests that financial resources from the fund should be awarded according to the criteria of feasibility, technology-neutrality, European added value, the achievement of deployment goals and cohesion policy; asks that the INEA, which already oversees the CEF, become the responsible agency;
Amendment 109 #
2018/2023(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls on Member States to review their energy taxation frameworks in order to facilitate and incentivise the uptake of alternative fuels, including land side electric charging of ships that cannot compete with energy generation by dirty combustion engines on board which is exempted from taxation and to remove burdensome taxation on electricity used to generate alternative fuels, including power- to-gas as storage for intermittent renewable energies; calls on the Commission to include such an exemption for ports in the Energy Taxation Directive;
Amendment 110 #
2018/2023(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. CTaxation has a major impact on the price competitiveness of alternative fuels, therefore calls on Member States to review their energy taxation frameworks in order to facilitate and incentivise the uptake of carbon-free alternative fuels, such as land side electric charging of ships that cannot compete with energy generation with combustion engines on board which is exempted from taxation, and to remove burdensome taxation on electricity used to generate alternative fuels, including power- to-gas as storage for intermittent renewable energies;
Amendment 117 #
2018/2023(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Regrets that progress regarding the deployment of alternative fuels infrastructure and the availability of alternatively powered vehicles is too slow, and calls on manufacturers to step up efforts in this regard; recognises the need for policies that stimulate the offer of alternatively fuelled light and heavy-duty vehicles, such as ambitious emissions standards in 2025 and 2030 for new light and heavy-duty vehicles, including strong incentives such as a bonus-malus system for zero and low emission vehicles;
Amendment 118 #
2018/2023(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Regrets that progress regarding the deployment of alternative fuels infrastructure and the availability of alternatively powered vehicles is too slow, and calls on manufacturers to step up efforts in this regard; recognises the need for policies that stimulate the offer of alternatively fuelled light and heavy-duty vehicles, such as ambitious emissions standards in 2025 and 2030 for new light and heavy-duty vehicles, including sales targets for zero and low emission vehicles.
Amendment 130 #
2018/2023(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Stresses the importance of streamlining and exchanging best practices, especially with guidance from the Sustainable Transport Forum, which was established by the Commission and should be seen as the core coordination instrument for reporting on the progress made by the National Policy Frameworks;
Amendment 18 #
Amendment 119 #
2018/0236(COD)
Proposal for a regulation
Recital 76
Recital 76
(76) In the first phase of GOVSATCOM (roughly until 2025) existing capacity from private actors and Member States will be used. In this first phase services will be introduced in a stepped approach, first to Union-level users. GOVSATCOM services will only be introduced for a particular market segment if it will cause no distortion to the internal market, and if existing commercially available services are insufficient to address user needs. If in the course of the first phase a detailed analysis of future supply and demand reveals that this approach is insufficient to cover the evolving demand, the decision may be taken to move to a second phase and develop additional bespoke space infrastructure or capabilities through one or several public-private partnerships, e.g. with Union satellite operators.
Amendment 279 #
2018/0236(COD)
Proposal for a regulation
Article 43 – paragraph 1 – point h a (new)
Article 43 – paragraph 1 – point h a (new)
(ha) legislative actions aiming to mitigate the likelihood of occurrence of Radio Frequency Interference events.
Amendment 282 #
2018/0236(COD)
Proposal for a regulation
Article 45 – paragraph 1 – point b
Article 45 – paragraph 1 – point b
(b) EGNOS data access service (EDAS), which shall be free of charge for the user and provide positioning and synchronisation information intended mainly for satellite navigation applications for professional or commercial use, offering improved performance and data with greater added value than those obtained through the EOS;
Amendment 288 #
2018/0236(COD)
Proposal for a regulation
Article 46 – paragraph 1 – point a
Article 46 – paragraph 1 – point a
(a) manage and reduce the risks inherent in the operation and delivery of services of Galileo and EGNOS;
Amendment 290 #
2018/0236(COD)
Proposal for a regulation
Article 46 – paragraph 1 – point c a (new)
Article 46 – paragraph 1 – point c a (new)
(ca) manage and reduce the risk of Radio Frequency Interference events occurrence
Amendment 310 #
2018/0236(COD)
Proposal for a regulation
Article 62 – paragraph 4 a (new)
Article 62 – paragraph 4 a (new)
4a. With regards to the field of transport, the service portfolio referred to in paragraph 3 shall not include services already available on the market whose investments have been funded through private capitals;
Amendment 313 #
2018/0236(COD)
Proposal for a regulation
Article 66 – paragraph 1 a (new)
Article 66 – paragraph 1 a (new)
1a. GOVSATCOM Hubs shall not include transport-related services which are already provided on the market.
Amendment 23 #
2018/0229(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) With 1.8% of EU GDP, down from 2.2% in 2009, infrastructure investment activities in the Union in 2016 were about 20% below investment rates before the global financial crisis, sometimes with serious consequences. Thus, while a recovery in investment-to-GDP ratios in the Union can be observed, it remains below what might be expected in a strong recovery period and is insufficient to compensate years of underinvestment. More importantly, the current investment levels and forecasts do not cover the Union’s structural investment needs in the face of technological change and global competitiveness, including for innovation, skills, infrastructure, small and medium- sized enterprises ('SMEs') and the need to address key societal challenges such as sustainability or population ageing. Consequently, continued support is necessary to address market failures and sub-optimal investment situations to reduce the investment gap in targeted sectors to achieve the Union's policy objectives.
Amendment 44 #
2018/0229(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Low infrastructure investment rates in the Union during the financial crisis undermined the Union's ability to boost sustainable growth, competitiveness and convergence. Sizeable investments in the European infrastructure are fundamental to meet the Union's sustainability targets, including the 2030 energy and climate targets. Accordingly, support from the InvestEU Fund should target investments into transport, energyangible transport infrastructure or energy infrastructure, including energy efficiency and renewable energy, environmental, climate action, or maritime and digital infrastructure. To maximise the impact and the value added of Union financing support, it is appropriate to promote a streamlined investment process enabling visibility of the project pipeline and consistency across relevant Union programmes. Bearing in mind security threats, investment projects receiving Union support should take into account principles for the protection of citizens in public spaces. This should be complementary to the efforts made by other Union funds such as the European Regional Development Fund providing support for security components of investments in public spaces, transport, energy and other critical infrastructure.
Amendment 48 #
2018/0229(COD)
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
(15a) Since digitalisation concerns tourism, this sector too should receive targeted support under the InvestEU Fund.
Amendment 55 #
2018/0229(COD)
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21a) The Fund should focus on cross- border projects specifically to encourage exchanges and lend European added value.
Amendment 56 #
2018/0229(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) The EU guarantee underpinning the InvestEU Fund should be implemented indirectly by the Commission relying on implementing partners with outreach to final recipients. A guarantee agreement allocating guarantee capacity from the InvestEU Fund should be concluded by the Commission with each implementing partner, to support its financing and investment operations meeting the InvestEU Fund objectives and eligibility criteria. The InvestEU Fund should be provided with a specific governance structure to ensure the appropriate use of the EU guarantee but without generating an excessive administrative burden.
Amendment 62 #
2018/0229(COD)
Proposal for a regulation
Recital 36
Recital 36
(36) In order to ensure a wide and fair geographic outreach of the advisory services across the Union and to successfully leverage local knowledge about the InvestEU Fund, a local presence of the InvestEU Advisory Hub should be ensured, where neededespecially in areas performing poorest in the awarding of contracts, taking into account existing support schemes, with a view to provide tangible, proactive, tailor-made assistance on the ground.
Amendment 67 #
2018/0229(COD)
Proposal for a regulation
Recital 47
Recital 47
(47) The InvestEU Programme should address EU-wide market shortcomings and failures and sub- optimal investment situations and provide for Union-wide market testing of innovative financial products, and systems to spread them, for new or complex market failures. Therefore, action at Union level is warranted,
Amendment 85 #
2018/0229(COD)
Proposal for a regulation
Article 4 – paragraph 4
Article 4 – paragraph 4
4. The amount referred to in paragraph 3 may also be used for technical and administrative assistance for the implementation of the InvestEU Programme, such as information, training, preparatory, monitoring, control, audit and evaluation activities including corporate information technology systems.
Amendment 93 #
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 shortcomings or failures or sub- optimal investment situations within their specific scope:
Amendment 132 #
2018/0228(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) Whereas efficient and good transport infrastructure and services are vital for growth and competiveness in Europe and ERTMS large-scale transport horizontal projects will further integrate Railway transport infrastructures.
Amendment 133 #
2018/0228(COD)
Proposal for a regulation
Recital 7 b (new)
Recital 7 b (new)
(7b) In order to accelerate the installation of ERTMS and incentivize the participation of private investors to the financing of ERTMS, the Commission should launch a pan-European initiative, such as a Joint-Undertaking aimed at scaling up the ERTMS deployment pace over the TEN-T core network corridors.
Amendment 134 #
2018/0228(COD)
Proposal for a regulation
Recital 7 c (new)
Recital 7 c (new)
(7c) It has been estimated than the completion of the ERTMS deployment over the TEN-T core network corridors requires at least 15 Billion €. In order to attain such objective as a matter of priority, as stated in the Regulation 1315/2013 on the Guidelines for the development of the Trans-European network corridors* and on the 2011 White Paper for Transport**, a large scale project on ERTMS should be supported at European level. __________________ * Regulation (EU)No 1315/2013 of the European Parliament and of the Council of 11 December 2013 on Union guidelines for the development of the trans- European transport network and repealing Decision No 661/2010/EU ** COM(2011) 144 White Paper on a Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system
Amendment 135 #
2018/0228(COD)
Proposal for a regulation
Recital 7 d (new)
Recital 7 d (new)
(7d) The launch of a large scale project on ERTMS would give a profitable financial return to private investors thanks to an innovative mix of grants, loans, public and private funds that could leverage innovative financing schemes and finalize long-standing investments
Amendment 205 #
2018/0228(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Following the Joint Communication on improving military mobility in the European Union of November 201724 , the Action Plan on Military Mobility adopted on 28 March 2018 by the Commission and the High Representative of the Union for Foreign Affairs and Security Policy25 highlighted that transport infrastructure policy offers a clear opportunity to increase synergies between defence needs and TEN- T, with the overall view of improving mobility across the Union. The Action Plan indicates that by mid- 2018, the Council is invited to consider and validate the military requirements in relation to transport infrastructure and that, by 2019 the Commission services will identify the parts of the trans-European transport network suitable also for military transport, including necessaryuse of the infrastructure, including where there is the possibility to upgrades of existing infrastructure. The infrastructure will always be for dual use. Union funding for the implementation of the dual-use projects should be implemented through the Programme on the basis of specific work programmes specifyingthrough measurable actions complying with the applicable requirements as defined in the context of the Action Plan. __________________ 24 25JOIN (2017) 41. JOIN (2017) 41. 25 JOIN (2018) 5. JOIN (2018) 5.
Amendment 302 #
2018/0228(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) The policy objectives of this Programme will be also addressed through financial instruments and budgetary guarantee under the policy window(s) [...] of the InvestEU Fund. The Programme's actions should be used to address market failures or sub-optimal investment situations, in a proportionate manner, without duplicating or crowding out private financing, taking into account the geographical proportion of the projects to be funded, and have a clear European added value.
Amendment 401 #
2018/0228(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point r a (new)
Article 2 – paragraph 1 – point r a (new)
(ra) “infrastructure for civilian- military dual-use” means infrastructure for which civil/military synergies exist, which are generally used for civilian purposes but which are of strategic importance for military use and are of comparable importance for civilian and military use, and for which hybrid standards for dual-use exist or will be developed jointly by the national transport and defence ministries;
Amendment 458 #
2018/0228(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – point ii
Article 3 – paragraph 2 – point a – point ii
(ii) to adaptintegrate military mobility needs into the TEN-T networks, to military mobility needshus enabling dual use of infrastructure;
Amendment 657 #
2018/0228(COD)
Proposal for a regulation
Article 8 a (new)
Article 8 a (new)
Amendment 677 #
2018/0228(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point a – point i
Article 9 – paragraph 2 – point a – point i
(i) actions implementing the core network in accordance with Chapter III of Regulation (EU) No 1315/2013, cross- border, missing links, bottlenecks, including actions relating to urban nodes, maritime ports, inland ports and rail-road terminals of the core network as defined at Annex II to Regulation (EU) No 1315/2013. Actions implementing the core network may include related elements located on the comprehensive network when necessary to optimize the investment and according to modalities specified in the work programmes referred to in Article 19 of this Regulation;
Amendment 717 #
2018/0228(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point b – point ii
Article 9 – paragraph 2 – point b – point ii
(ii) actions supporting telematic applications systems as ERTMS, including for safety purposes, in accordance with Article 31 of Regulation (EU) No 1315/2013;
Amendment 974 #
2018/0228(COD)
Proposal for a regulation
Article 15 – paragraph 1 – point c
Article 15 – paragraph 1 – point c
Amendment 997 #
2018/0228(COD)
Proposal for a regulation
Article 17 – paragraph 1 – point a
Article 17 – paragraph 1 – point a
(a) the action has not started within one year following the starting date indicated in the grant agreement in case of studies, or within two years for all other actions eligible for financial assistance under this Regulation;
Amendment 1000 #
2018/0228(COD)
Proposal for a regulation
Article 17 – paragraph 1 – point b
Article 17 – paragraph 1 – point b
Amendment 1076 #
2018/0228(COD)
Proposal for a regulation
Annex I – part II – paragraph 1
Annex I – part II – paragraph 1
Amendment 1117 #
2018/0228(COD)
Proposal for a regulation
Annex I – part III – point 1 – table – Core network corridor “Baltic-Adriatic”
Annex I – part III – point 1 – table – Core network corridor “Baltic-Adriatic”
Core network corridor "Baltic – Adriatic" Alignment Gdynia – Gdańsk – Katowice/Sławków Gdańsk – Warszawa – Katowice Katowice – Ostrava – Brno – Wien Szczecin/Świnoujście – Poznań – Wrocław – Ostrava Katowice – Žilina – Bratislava – Wien Wien – Graz– Villach – Udine – Trieste Udine – Venezia – Padova – Bologna – Ravenna – Ancona – Foggia Graz – Maribor –Ljubljana – Koper/Trieste Pre- Cross- Katowice – Ostrava Rail identified border sections Katowice – Žilina Opole – Ostrava Bratislava – Wien Graz – Maribor Trieste – Divaca Katowice – Žilina Road Brno – Wien Missing Gloggnitz – Mürzzuschlag: Rail link Semmering Base tunnel Graz – Klagenfurt: Koralm railway line and tunnel Koper – Divača
Amendment 1125 #
2018/0228(COD)
Proposal for a regulation
Annex I – Part III – point 1 – table – Core network corridor “Mediterranean”
Annex I – Part III – point 1 – table – Core network corridor “Mediterranean”
Amendment 1130 #
2018/0228(COD)
Proposal for a regulation
Annex I – Part III – point 1 – table – Core network corridor “Mediterranean”
Annex I – Part III – point 1 – table – Core network corridor “Mediterranean”
Core network corridor "Mediterranean" Alignment Algeciras – Bobadilla –Madrid – Zaragoza – Tarragona Sevilla – Bobadilla – Murcia Cartagena – Murcia – Valencia – Tarragona/Palma de Mallorca – Barcelona Tarragona – Barcelona – Perpignan – Marseille – Genova/Lyon – Torino – Novara – Milano – Bologna/Verona – Padova – Venezia – Ravenna/Trieste/Koper – Ljubljana – Budapest Ljubljana/Rijeka – Zagreb – Budapest – UA border Pre- Cross- Lyon – Torino: base tunnel and access Rail identified border routes sections Nice – Ventimiglia Trieste – Divača Ljubljana – Zagreb Zagreb – Budapest Budapest – Miskolc – UA border Lendava – Letenye Road Vásárosnamény – UA border Missing Perpignan – Montpellier Rail link Koper – Divača Rijeka – Zagreb Milano – Cremona – Mantova – Porto Inland Levante/Venezia – Ravenna/Trieste - Waterways Ferrara/Porto Garibaldi
Amendment 1172 #
2018/0228(COD)
Proposal for a regulation
Annex I – part III – point 2 – table
Annex I – part III – point 2 – table
Amendment 1174 #
2018/0228(COD)
Proposal for a regulation
Annex I – part III – point 2 – table
Annex I – part III – point 2 – table
Dublin – Strabane – Letterkenny Road Pau – Huesca Rail Lyon – CH border Rail Athus – Mont-Saint-Martin Rail Antwerpen – Duisburg Rail Mons - Valenciennes Rail Gent – Terneuzen Rail Heerlen – Aachen Rail Groningen – Bremen Rail Stuttgart – CH border Rail Berlin – Rzepin/Horka – Wrocław Rail Prague – Linz Rail Villach – Ljubljana Rail Pivka – Rijeka Rail Plzeň – České Budějovice – Wien Rail Wien - Gyor Rail Graz - Gyor Rail Neumarkt-Kalham - Mühldorf Rail Amber Corridor PL-SK-HU Rail Via Carpathia Corridor BY/UA border-PL-SK-HU-RO Road Budapest – Osijek – Svilaj (BiH border) Road Faro – Huelva Rail Porto – Vigo Rail Giurgiu – Varna/Bourgas Rail Svilengrad – Pithio Rail Gallarate/Sesto C. – Laveno/Luino Rail
Amendment 30 #
2018/0227(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The Programme should be implemented through projects reinforcing essential digital capacities and their wide use. This should involve co-investments with Member States and, when needed, the private sector. This should notably require reaching a critical mass in procurement to obtain better value for money and guarantee that suppliers in Europe stay at the forefront of technology advancements.
Amendment 34 #
2018/0227(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Developing capacity related to artificial intelligence is a crucial driver for the digital transformation of industry and also of the public sector . Ever more autonomous robots are used in factories, deep sea application, homes, cities and hospitals. Commercial artificial intelligence platforms have moved from testing to real applications in health and environment; all major car manufacturers and industries in the automotive sector are developing self-driving cars, and machine learning techniques are at the heart of all main web platforms and big data applications.
Amendment 38 #
2018/0227(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) Cybersecurity is a challenge for the whole Union that cannot continue to be addressed only with fragmented national initiatives. Europe's cybersecurity capacity should be reinforced to endow Europe with the necessary capacities to protect its citizens and businesses from cyber threats. In addition consumers should be protected when using connected products that can be hacked and compromise their safety and that of their data. This should be achieved together with Member States and private sector by developing, and ensuring coordination between, projects reinforcing Europe's capacities in cybersecurity and ensuring the wide deployment of latest cybersecurity solutions across the economy, as well as by aggregating the competences in this field to ensure critical mass and excellence.
Amendment 41 #
2018/0227(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) Trust is a prerequisite for the Digital Single Market to function. Cybersecurity technologies such as digital identities, cryptography or intrusion detection, and their application in areas such as finance, industry 4.0, energy, transportation, tourism, healthcare, or e- government are essential to safeguard the security and trust of online activity and transactions by both citizens, public administrations, and companies.
Amendment 45 #
2018/0227(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) The advanced digital technologies supported by this Programme, such as high performance computing, cybersecurity and artificial intelligence are now sufficiently mature to move beyond the research arena and be deployed, implemented and scaled- up at Union level. Just as the deployment of these technologies requires a Union response so does the skills dimension. TBearing in mind the impact new technologies may have on the job market, training opportunities in advanced digital skills need to be scaled up, increased and made accessible throughout the EU. Failing this could impede the smooth deployment of advanced digital technologies and hamper the overall competitiveness of the Union's economy. The actions supported by this programme are complementary to those supported by the ESF, ERDF and Horizon Europe programmes.
Amendment 49 #
2018/0227(COD)
Proposal for a regulation
Recital 30
Recital 30
(30) The digital transformation of the areas of public interest such as healthcare68, mobility, justice, earth/environmental monitoring, education and culture requires the continuation, upgrading and expansion of Digital Service Infrastructures, which make secure cross- border exchange of data possible and foster national development. Their coordination under this Regulation best achieves the potential for exploiting synergies. _________________ 68 http://ec.europa.eu/newsroom/dae/docume nt.cfm?doc_id=51628
Amendment 53 #
2018/0227(COD)
Proposal for a regulation
Recital 47
Recital 47
(47) This Regulation respects fundamental rights and observes the principles recognised in the Charter of Fundamental Rights of the European Unions, notably those referred under Articles [8], [11], [16], [21], [35], [38] and [47] regarding the protection of personal data, the freedom of expression and information, the freedom to conduct business, the prohibition of discrimination, healthcare, consumer and worker protection and the right to an effective remedy and a fair trial. The Member States must apply this Regulation in a manner consistent with these rights and principles’.
Amendment 965 #
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 as well as 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 sectors such as tourism that are drivers of sustainable economic growth, new job creation and external trade.
Amendment 971 #
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 as well as tourism;
Amendment 1200 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 3 – point 3.2 – point 3.2.5 – paragraph 2 – indent 2
Annex I – part II – point 3 – point 3.2 – point 3.2.5 – paragraph 2 – indent 2
– Next Generation Internet applications and services for consumers, industry and society building on trust, interoperability, better user control of data, transparent language access, new multi modal interaction concepts, inclusive and highly personalised access to objects, information and content, including immersive and trustworthy media, social media and social networking, e-commerce;
Amendment 1437 #
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 the tourism accommodation, monitoring and optimisation;
Amendment 1439 #
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 the tourism accommodation;
Amendment 1451 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 4 – point 4.2 – point 4.2.5 – paragraph 2 – indent 3
Annex I – part II – point 4 – point 4.2 – point 4.2.5 – paragraph 2 – indent 3
– Quality of life for the citizens and visitors, safe mobility, urban social innovation, cities' circular and regenerative capacity, reduced environmental footprint and pollution, smart destinations;
Amendment 1471 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 4 – point 4.2 – point 4.2.7 – paragraph 1
Annex I – part II – point 4 – point 4.2 – point 4.2.7 – paragraph 1
For the EU to reach its air quality, climate, and energy goals, including a 60% reduction in green-house gas emissions by 2050 as well as noise reduction, will require rethinking the whole mobility system including users, vehicles, fuels and infrastructures. It will also require the deployment of low-emission alternative energies and market uptake of zero- emission vehicles/vessels/aircrafts. In addition to the harmful effects of greenhouse gas emissions, transport contributes significantly to poor air quality and noise in Europe with negative consequences for the health of citizens18 . Building on progress with electrification and the use of fuel cells for cars, buses and light duty vehicles it is essential to accelerate research and innovation solutions for other sectors such as aviation, maritime and inland navigation and, lorries, as well as tourism and travel. _________________ 18 Around one-third of EU citizens live in urban areas with concentration levels of pollutants above legal thresholds
Amendment 1569 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 5 – point 5.2 – point 5.2.2 – paragraph 2 – indent 6
Annex I – part II – point 5 – point 5.2 – point 5.2.2 – paragraph 2 – indent 6
– Adaptable and multi-functional nature-based solutions, addressing challenges in cities, rural and coastal areas related to climate change, natural disasters, biodiversity loss, ecosystem degradation, pollution, and citizens’ and visitors' health and well- being;
Amendment 1637 #
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 ports, ports and costal and maritime tourism in order to strengthen resilience of coastal areas and increase citizens' and visitors' benefits.
Amendment 1659 #
2018/0225(COD)
Proposal for a decision
Annex I – part II – point 5 – point 5.2 – point 5.2.5 – paragraph 2 – indent 7
Annex I – part II – point 5 – point 5.2 – point 5.2.5 – paragraph 2 – indent 7
– Innovation and food systems for place-based innovation and empowerment of communities, fostering fair trade and pricing, inclusiveness and sustainability through partnerships between industryies that can strongly contribute to a significant change in the ways of producing and consuming, as in the case of tourism, local authorities, researchers and society.
Amendment 13 #
2018/0224(COD)
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) Scientific research should be increasingly geared to respect for living beings and should refrain from animal testing;
Amendment 33 #
2018/0224(COD)
Proposal for a regulation
Recital 36
Recital 36
(36) Coherence and synergies between Horizon Europe and the EU's Space Programme will foster a globally competitive and innovative European space sector; reinforce Europe’s autonomy, space diplomacy and international cooperation in accessing and using space in a secure and safe environment; and strengthen Europe’s role as a global actor. Breakthrough solutions in Horizon Europe will be supported by data and services made available by the Space Programme, which will have to safeguard space diplomacy and international cooperation, taking into account any private initiatives that already operate on the markets.
Amendment 291 #
2018/0224(COD)
Proposal for a regulation
Citation 1
Citation 1
Having regard to the Treaty on the Functioning of the European Union, and in particular Article 173(3), Article 179, Article 180, Article 182(1), Article 183, and the second paragraph of Article 188 thereof,
Amendment 310 #
2018/0224(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) To deliver scientific, economic and societal impact in pursuit of this general objective, the Union should invest in research and innovation through Horizon Europe - a Framework Programme for Research and Innovation 2021-2027 (the ‘Programme’) to support the creation and diffusion of high-quality knowledge and technologies, to strengthen the impact of research and innovation in developing, supporting and implementing Union policies, to support the uptake of innovative solutions in industry and society to address global challenges and promote industrial competitiveness; to foster all forms of innovation, including breakthrough innovation, and strengthen market deployment of innovative solutions; and optimise the delivery of such investment for increased impact on citizens wellbeing, within a strengthened European Research Area.
Amendment 449 #
2018/0224(COD)
Proposal for a regulation
Recital 25
Recital 25
(25) The Programme should promote and integrate cooperation with third countries and international organisations and initiatives based on common interest, mutual benefit and global commitments to implement the UN SDGs. International cooperation should aim to strengthen the Union's research and innovation excellence, attractiveness and economic and industrial competitiveness, to tackle global challenges, as embodied in the UN SDGs, and to support the Union's external policies. An approach of general opening for international participation and targeted international cooperation actions should be followed, including through appropriate eligibility for funding of entities established in low to middle income countries. At the same time, association of third countries to the Programme should be promoted, if relevant and recognised EU added value.
Amendment 1287 #
2018/0224(COD)
Proposal for a regulation
Article 26 – paragraph 2 – subparagraph 2 a (new)
Article 26 – paragraph 2 – subparagraph 2 a (new)
The Evaluation Summary Report should be consistent with the evaluated proposals and provide arguments suggestions in order to improve the quality of the proposal in case of any possible future re- submission, as well as a transparent indication of the ranking in the list of proposals.
Amendment 1418 #
2018/0224(COD)
Proposal for a regulation
Article 43 – paragraph 1
Article 43 – paragraph 1
1. The beneficiary of the EIC Accelerator shall be a legal entity qualifying as a start-up, an SME or as a mid-cap, established in a Member State or associated country. The proposal may be submitted by the beneficiary, or by one or more natural persEIC’s Accelerator as well as Pathfinder are open to participations orf legal entities intending to establish or support that beneficiaryarge organizations already undertaking start-up incubation and acceleration activities.
Amendment 54 #
2018/0199(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Article 176 of the Treaty on the Functioning of the European Union ('TFEU') provides that the European Regional Development Fund ('ERDF') is intended to help to redress the main regional imbalances in the Union. Under that Article and the second and third paragraphs of Article 174 of the TFEU, the ERDF is to contribute to reducing disparities between the levels of development of the various regions and to reducing the backwardness of the least favoured regions, among which particular attention is to be paid to certain categories of regions, among which cross-border regions or regions which suffer from severe and permanent natural or demographic handicaps such as northernmost regions, island, cross- border regions, mountain regions and rural areas are explicitly listed.
Amendment 60 #
2018/0199(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) In order to support the harmonious development of the Union's territory at different levels, the ERDF should support cross-border cooperation, transnational cooperation, maritime cooperation, outermost regions’ cooperation and interregional cooperation under the European territorial cooperation goal (Interreg).
Amendment 69 #
2018/0199(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The cross-border cooperation component should aim to tackle common challenges identified jointly in the border regions, and to exploit the untapped growth potential in border areas as evidenced in the Communication of the Commission 'Boosting Growth and Cohesion in EU Border Regions’23 ('Border Regions Communication'). Consequently, the cross-border component should be limited to cooperation on land borders and cross- border cooperation on maritime borders should be integrated into the transnational component. _________________ 23 Communication from the Commission to the Council and the European Parliament 'Boosting growth and cohesion in EU border regions' - COM(2017) 534 final, 20.9.2017. Consequently, the cross-border component should include cooperation on land and maritime borders.
Amendment 84 #
2018/0199(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The transnational cooperation and maritime cooperation component should aim to strengthen cooperation by means of actions conducive to integrated territorial development linked to the Union's cohesion policy priorities, and should also include maritime cross-border cooperation. Transnational cooperation should cover larger territories on the mainland of the Union, whereas maritime cooperation should cover territories around sea-basins and integrate cross-border cooperation on maritime borders during the programming period 2014-2020. Maximum flexibility should be given to continue implementing previous maritime cross-border cooperation within a larger maritime cooperation framework, in particular by defining the territory covered, the specific objectives for such cooperation, the requirements for a project partnership and the setting-up of sub-programmes and specific steering committeesooperation.
Amendment 97 #
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 twoinclude three 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 , one to offer opportunities for regional and local public authorities across Europe to share ideas and experiences on public policy in practise, therefore improving synergies for their citizens and communities 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 growth'25 , 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 third countries. _________________ 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 114 #
2018/0199(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) It is necessary to continue supporting or, as appropriate, to establish cooperation in all its dimensions with the Union's neighbouring third countries, as such cooperation is an important regional development policy tool and should benefit the regions of the Member States which border third countries. To that effect, the ERDF and the external financing instruments of the Union, IPA27, NDICI28 and OCTP29, should support programmes under cross-border cooperation, transnational cooperation and maritime cooperation, outermost regions’ cooperation and interregional cooperation. The support from the ERDF and from the external financing instruments of the Union should be based on reciprocity and proportionality. However, for IPA III CBC and NDICI CBC, the ERDF support should be complemented by at least equivalent amounts under IPA III CBC and NDICI CBC, subject to a maximum amount set out in the respective legal act, that is to say, up to 3 % of the financial envelope under IPA III and up to 4 % of the financial envelope of the Neighbourhood geographic programme under Article 4(2)(a) of the NDICI. _________________ 27 Regulation (EU) XXX establishing the Instrument for Pre-accession Assistance (OJ L xx, p. y). 28 Regulation (EU) XXX establishing the Neighbourhood, Development and International Cooperation Instrument (OJ L xx, p. y). 29 Council Decision (EU) XXX on the association of the Overseas Countries and Territories with the European Inion including relations between the European Union on the one hand and Greenland and the Kingdom of Denmark on the other (OJ L xx, p. y).
Amendment 120 #
2018/0199(COD)
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10 a) appropriate consideration should be paid to regions becoming new external borders of the European Union to ensure the adequate continuity of on-going cooperation programmes.
Amendment 129 #
2018/0199(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) It is necessary to set out the resources allocated to each of the different components of Interreg, including each Member State's share of the global amounts for the cross-border cooperation, the transnational cooperation and maritime cooperation, the outermost regions’ cooperation and the interregional cooperation, the potential available to Member States concerning flexibility between those components. Compared to the programming period 2014-2020, the share for cross-border cooperation should be reduced, while the share for transnational cooperation and maritime cooperation should be increased because of the integration of maritime cooperation, and a new outermost regions’ cooperation component should be created.
Amendment 158 #
2018/0199(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) Member States should be encouraged to assign, where appropriate, delegate the functions of the managing authority to an EGTC or to make such a grouping, like other cross-border legal bodies, responsible for managing a sub-programme, an integrated territorial investment or one or more small project funds, or to act as sole partner. Member States shall enable regional and local authorities and other public bodies from different Member States to set up such cooperation groupings with a legal personality and shall involve local and regional authorities in their functioning in order to enhance the territorial ownership of these initiatives;
Amendment 188 #
2018/0199(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 1 – point a
Article 3 – paragraph 1 – point 1 – point a
(a) internal cross-border cooperation between adjacent land and maritime border regions of two or more Member States or between adjacent land and maritime border regions of at least one Member State and one or more third countries listed in Article 4(3); or
Amendment 195 #
2018/0199(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 1 – point b – introductory part
Article 3 – paragraph 1 – point 1 – point b – introductory part
(b) external cross-border cooperation, between adjacent land and maritime border regions of at least one Member State and of one or more of the following:
Amendment 200 #
2018/0199(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 2
Article 3 – paragraph 1 – point 2
(2) transnational cooperation and maritime cooperation over larger transnational territories or around sea- basins, involving national, regional and local programme partners in Member States, third countries and partner countries and in Greenland, with a view to achieving a higher degree of territorial integration ('component 2'; where referring only to transnational cooperation: 'component 2A'; where referring only to maritime cooperation: ‘component 2B’);
Amendment 225 #
2018/0199(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
1. For cross-border cooperation, the regions to be supported by the ERDF shall be the NUTS level 3 regions of the Union along all internal and external land and maritime borders with third countries or partner countries.
Amendment 242 #
2018/0199(COD)
Proposal for a regulation
Article 4 – paragraph 4
Article 4 – paragraph 4
4. For external cross-border cooperation, the regions to be supported by IPA III or NDICI shall be NUTS level 3 regions of the respective partner country or, in the absence of NUTS classification, equivalent areas along all land or maritime borders between Member States and partner countries eligible under IPA III or NDICI.
Amendment 247 #
2018/0199(COD)
1. For transnational cooperation and maritime cooperation, the regions to be supported by the ERDF shall be the NUTS level 2 regions of the Union covering contiguous functional areas, taking into account, where applicable, macro-regional strategies or sea basin strategies.
Amendment 253 #
2018/0199(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1 – introductory part
Article 5 – paragraph 2 – subparagraph 1 – introductory part
Transnational cooperation and maritime cooperation Interreg programmes may cover:
Amendment 272 #
2018/0199(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
2. The implementing act referred to in paragraph 1 shall also contain a list specifying those NUTS level 3 regions of the Union taken into account for the ERDF allocation for cross-border cooperation at all internal land and maritime borders and those external borders covered by the external financing instruments of the Union as well as a list specifying those NUTS level 3 regions taken into account for allocation purposes under component 2B referred to in point (a) of Article 9(3).
Amendment 338 #
2018/0199(COD)
Proposal for a regulation
Article 9 – paragraph 3 – subparagraph 2 – introductory part
Article 9 – paragraph 3 – subparagraph 2 – introductory part
The allocation of resources per Member State, which covers cross-border and transnational cooperation, and includes the contribution from the ERDF to the European Neighbourhood Instrument and the Instrument for Pre-Accession Assistance, shall be determined by the weighted sum of the share of the population of border regions and of the share of the total population of each Member State. The weighting shall be as follows: cross-border component (77.9%), transnational component (22.1%). Population size in the following regions shall be used as the criterion for the breakdown by Member State:
Amendment 339 #
2018/0199(COD)
Proposal for a regulation
Article 9 – paragraph 3 – subparagraph 2 – point a
Article 9 – paragraph 3 – subparagraph 2 – point a
(a) NUTS level 3 regions for component 1 and those NUTS level 3 regions for component 2B listed in the implementing act under Article 8(2);
Amendment 382 #
2018/0199(COD)
Proposal for a regulation
Article 14 – paragraph 4 – point a – introductory part
Article 14 – paragraph 4 – point a – introductory part
(a) under component 1 and 2B Interreg programmes:
Amendment 463 #
2018/0199(COD)
Proposal for a regulation
Article 19 – paragraph 1
Article 19 – paragraph 1
1. The Member State hosting the managing authority may submit a motivated request for an amendment of an Interreg programme together with the amended programme, and after consultation of the regional and local authorities and in accordance with Article 6 of the CPR, setting out the expected impact of that amendment on the achievement of the objectives.
Amendment 477 #
2018/0199(COD)
Proposal for a regulation
Article 19 – paragraph 5 – subparagraph 1
Article 19 – paragraph 5 – subparagraph 1
The Member State may transfer during the programming period an amount of up to 5% of the initial allocation of a priority and no more than 3% of the programme budget to another priority of the same Interreg programme., and after consultation of the regional and local authorities and in accordance of the Article 6 of the CPR,
Amendment 642 #
2018/0199(COD)
Proposal for a regulation
Article 44 – paragraph 5
Article 44 – paragraph 5
5. With regard to an Interreg programme under component 2B or under component 1 where the latter covers long borders with heterogenous development challenges and needs, Member States and, where applicable, third countries, partner countries and OCTs participating in an Interreg programme may define sub- programme areas.
Amendment 33 #
2018/0197(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) In an increasingly interconnected world and in view of the 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 shouldmust provide support to facilitate the long-term integration of migrants.
Amendment 41 #
2018/0197(COD)
Proposal for a regulation
Recital 20 a (new)
Recital 20 a (new)
(20a) Where synergy is sought between the ERDF and the Connecting Europe Facility, it is essential that the territoriality principle should be applied on the basis of the classifications provided for by this Regulation and that the concentration criteria to which it refers should be applied.
Amendment 151 #
2018/0196(COD)
Proposal for a regulation
Annex XXII – paragraph 8 – point a
Annex XXII – paragraph 8 – point a
(a) total population of all NUTS level 3 land border regions and of other NUTS level 3 regions of which at least half of the regional population lives within 25 kilometres of the land border (weighting 36%);
Amendment 152 #
2018/0196(COD)
Proposal for a regulation
Annex XXII – paragraph 8 – point b
Annex XXII – paragraph 8 – point b
(b) population living within 25 kilometres of the land borders (weighting 24%);deleted
Amendment 153 #
2018/0196(COD)
Proposal for a regulation
Annex XXII – paragraph 8 – point d
Annex XXII – paragraph 8 – point d
(d) Total population of all NUTS level 3 regions along border coastlines and of other NUTS level 3 regions of which at least half of the regional population lives within 25 kilometres of the border coastlines (weighting 9,8 %);
Amendment 154 #
2018/0196(COD)
Proposal for a regulation
Annex XXII – paragraph 8 – point e
Annex XXII – paragraph 8 – point e
(e) population living in the maritimedeleted border areas within 25 kilometres of the border coastlines (weighting 6,5 %);
Amendment 4 #
2018/0166R(APP)
Draft opinion
Paragraph 1
Paragraph 1
1. Points to the key issues and general constraints in connection with the next multiannual financial framework (MFF), given the increase in the volume of transport and the increasing number of challenges, in particular environmental challenges posed by increases in carbon, fine-particulate and gaseous-pollutant emissions, in spite of ambitious climate and environment protection objectives, and research and innovation needs for the development of connected and autonomous vehicles; points also to the delay in investment in new infrastructure and, especially, in maintaining existing infrastructure;
Amendment 8 #
2018/0166R(APP)
Draft opinion
Paragraph 2
Paragraph 2
2. Points to the success of the Connecting Europe Facility (CEF) under the current MFF; welcomes the fact that it is to be extended under the new MFF; deplores, however, the 12% cut in constant prices to the allocation for CEF Transport and the 13% cut in the Cohesion Fund contribution; takes the view that the budget for the CEF cannot be allocated to other programmes that are unrelated to its specific objectives; calls for the CEF Transport allocation of EUR 12.3 billion and the EUR 11.5 billion Cohesion Fund contribution to be reinstated; calls also for clarification of the new military mobility plan, and for publication of the criteria for selecting future projects associated with it;
Amendment 24 #
2018/0166R(APP)
Draft opinion
Paragraph 4
Paragraph 4
4. Points out that the CEF is a grant facility and welcomes the Commission proposal to make that clear by incorporating the CEF financial instrument into the new InvestEU programme, though considers that the Commission should make still clearer the way in which those instruments will interact; deplores the fact that, in spite of the regrettable funding shifts benefiting the European Fund for Strategic Investments (EFSI) at the expense of the CEF, transport’s share of the EFSI is, quantitatively, nowhere near the 30% target figure and, in qualitative terms, falls far short of meeting the criteria for what constitutes European added value; stresses how important it is that, under the next MFF, the InvestEU programme should benefit projects with genuine European added value, and congratulates the Commission for having proposed that one of the four areas of investment identified should be sustainable infrastructure;
Amendment 25 #
2018/0166R(APP)
Draft opinion
Paragraph 5
Paragraph 5
5. Points to the fundamental 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. Indeed, although a guide to funding for tourism has been produced, a dedicated budget line would solve the problem of fragmentation and end the difficulty users experience in pinpointing opportunities;
Amendment 38 #
2018/0166R(APP)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Stresses the importance of maintaining a direct link between Horizon Europe and the CEF so as to ensure the deployment at European level of solutions developed through research and development activities while continuing to provide financial support for those programmes;
Amendment 16 #
2018/0162(COD)
Proposal for a directive
Recital 1
Recital 1
(1) In order to maintain a high level of maritime safety and pollution prevention at sea, it is essential to improve the level of knowledge and skills of the Union seafarers by developing maritime training and certification in line with the international rules, as well as to take further action to enhance the European maritime skills base through the provision of advanced training and development opportunities for Union seafarers.
Amendment 33 #
2018/0162(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2008/106/EC
Article 5 b – paragraph 1
Article 5 b – paragraph 1
1. Every Member State shall accept Certificates of Proficiency and Documentary evidence issued by another Member State, or under its authority, for the purpose of allowing seafarers to serve on-board its fleet. The initial decision regarding the acceptance of such certificates or evidence shall be issued within one month of receipt of the request and supporting documentation.
Amendment 40 #
2018/0162(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2008/106/EC
Article 5 b – paragraph 7 b (new)
Article 5 b – paragraph 7 b (new)
7b. By...[insert date five years after entry into force] the Commission shall submit to the European Parliament and the Council an evaluation of the impact of mutual recognition of seafarers’ training and qualifications on the employment and skills of European seafarers, including proposals for further action in the light of that evaluation.
Amendment 44 #
2018/0140(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The use of electronic means for the exchange of information in accordance with this Regulation should be organised in a way that ensures security and, respects the confidentiality of sensitive commercial information, reflects the complex reality of each mode of transport and duly considers the investments made by economic operators in adapting to existing mode-specific electronic solutions.
Amendment 57 #
2018/0140(COD)
Proposal for a regulation
Article 1 – paragraph 3 a (new)
Article 1 – paragraph 3 a (new)
3 a. This Regulation shall not take prejudice with regards to existing and well-functioning means of electronic exchange of regulatory information, such as the European Maritime Single Window, and those means set up and in use by relevant UN bodies, including ICAO and IMO, through UN conventions, such as eCMR .
Amendment 69 #
2018/0140(COD)
Proposal for a regulation
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
If, at the entry into force of this Regulation, IT systems already exist through which economic operators already provide regulatory information, these systems shall remain valid.
Amendment 75 #
2018/0140(COD)
Proposal for a regulation
Article 8 – paragraph 1 – introductory part
Article 8 – paragraph 1 – introductory part
1. The eFTI platforms shall be governed by the general principles of technological neutrality as well as interoperability. The eFTI platforms used for processing regulatory information shall provide functionalities that ensure that:
Amendment 98 #
2018/0140(COD)
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2016Delegated acts adopted in accordance with Article 2 shall apply from one year after their entry into force.
Amendment 100 #
2018/0140(COD)
Proposal for a regulation
Article 13 – paragraph 4 a (new)
Article 13 – paragraph 4 a (new)
4 a. Before adopting a delegated act, the Commission shall ensure the consultation of the stakeholders concerned and their representative bodies in the appropriate fora, namely via the group of experts established by Commission Decision C(2018) 5921final of 13.09.2018 (‘Digital Transport and Logistics Forum’).
Amendment 32 #
2018/0139(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) 'This Regulation is aimed at facilitating the transmission of informatione main aim of this Regulation, which is part of the eManifest pilot project, is to lay down harmonised rules for providing the cargo information required by both maritime and customs authorities and for compliance with the other reporting formalities required by Directive 2010/65/EU; this Regulation is aimed at facilitating the transmission of information between the ship data providers, the relevant public authorities covering the port of call, and other Member States. The application of this Regulation should not alter the substance of reporting obligations, and should not affect subsequent storage and processing of information at Union level or at national level.
Amendment 50 #
2018/0139(COD)
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8 a) In order to improve the quality and efficiency of a detailed data set in the information flows, both data elements and definitions need to be aligned. In this respect, the Commission should support the development of an IMO independent data reference model and consider adopting it.
Amendment 65 #
2018/0139(COD)
Proposal for a regulation
Article 3 – paragraph 3
Article 3 – paragraph 3
Amendment 101 #
2018/0139(COD)
Proposal for a regulation
Article 5 – paragraph 3 – point d
Article 5 – paragraph 3 – point d
(d) the provision of an online support website helpdesk and an online user-friendly support website with clear instructions.
Amendment 102 #
2018/0139(COD)
Proposal for a regulation
Article 5 – paragraph 3 – point d a (new)
Article 5 – paragraph 3 – point d a (new)
(d a) the provision of a user-friendly graphical user interface for the exchange of data.
Amendment 103 #
2018/0139(COD)
Proposal for a regulation
Article 5 – paragraph 3 – point d b (new)
Article 5 – paragraph 3 – point d b (new)
(d b) in consultation with relevant social partners, the provision of adequate and necessary training for all staff involved in the implementation and operation of the National Single Window.
Amendment 135 #
2018/0139(COD)
Proposal for a regulation
Article 14 – paragraph 1 – point a a (new)
Article 14 – paragraph 1 – point a a (new)
(a a) consultation periods with all appropriate stakeholders including representatives from trade unions, industry and experts from government.
Amendment 156 #
2018/0139(COD)
Proposal for a regulation
Annex I – part C – paragraph 1 – point 7 a (new)
Annex I – part C – paragraph 1 – point 7 a (new)
7 a. Employment
Amendment 53 #
2018/0129(COD)
Proposal for a directive
Recital 1
Recital 1
(1) It is the strategic objective of the Union to halve the number of road deaths by 2020 compared to 2010 and to move close to zero fatalities by 2050 ("Vision Zero")13 . However, progress towards achieving these objectives has stalled in recent years. Significant and urgent efforts and measures are needed to save lives and to avoid serious injuries on European Roads. _________________ 13 Communication from the Commission "Towards a European road safety area: policy orientations on road safety 2011-2020" (COM(2010) 389 final)
Amendment 55 #
2018/0129(COD)
Proposal for a directive
Recital 2
Recital 2
(2) According to the Safe System approach, death and serious injury in road accidents is largely preventable. It should be a shared responsibility at all levels to ensure that road crashes do not lead to serious or fatal injuries. In particular, well- designed and properly maintained roads should reduce the probability of road traffic accidents, whilst "“forgiving"” roads (roads laid out in an intelligent way to ensure that driving errors do not immediately have serious consequences) should reduce the severity of accidents. Guidelines with precise technical characteristics for the provision and maintenance of “forgiving roadsides” building on the experience of all Member States should be developed by the Commission.
Amendment 59 #
2018/0129(COD)
Proposal for a directive
Recital 5
Recital 5
(5) A large proportion of road accidents occur on a small proportion of roads where traffic volumes and speeds are high and where there is a wide range of traffic travelling at different speeds. Therefore the limited extension of the scope of Directive 2008/96/EC to rural roads, to motorways and primary roads beyond the TEN-T network should contribute significantly to the improvement of road infrastructure safety across the Union and the same high level of safety to all road users.
Amendment 69 #
2018/0129(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Vulnerable road users accounted for 46% of road fatalities in the Union in 2016. Ensuring that the interests of these users are taken into account in all RISM procedures and the development of quality requirements for pedestrian and cycling infrastructure should therefore improve their safety on the road.
Amendment 71 #
2018/0129(COD)
Proposal for a directive
Recital 13
Recital 13
(13) The design and maintenance of road markings and road signs is an important element in ensuring road infrastructure safety, especially in light of the development of vehicles equipped with driver assistance systems or higher levels of automation. In particular, it is necessary to ensure that road markings and signs are visible under all circumstances and that they can be easily and reliably recognised by such vehicles and all road users.
Amendment 76 #
2018/0129(COD)
Proposal for a directive
Recital 13 a (new)
Recital 13 a (new)
(13a) High-quality road signs and markings are crucial to support drivers as well as connected and automated vehicles; Minimum performance requirements for road markings and roads signs should be met to facilitate the roll-out of connected and automated mobility systems; a harmonised approach within the Union in accordance with the Vienna Convention on Road Signs and Signals of 1968 would be preferable.
Amendment 78 #
2018/0129(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Since the objective of this Directive, namely the establishment of procedures to ensure a consistently high level of road safety throughout the trans- European network and the network of rural roads, of motorways and primary roads across the Union cannot be sufficiently achieved by the Member States, but can rather, as improvement is necessary throughout the Union in order to ensure convergence towards higher standards of road infrastructure safety, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Directive does not go beyond what is necessary in order to achieve that objective. As a result of action at Union level, travel throughout the Union should become safer which in turn should improve the functioning of the internal market and support the objective of economic, social and territorial cohesion.
Amendment 82 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2008/96/EC
Article 1 – paragraph 2
Article 1 – paragraph 2
2. This Directive shall apply to roads which are part of the trans-European network, to motorways and to primary roads, to bridges and to tunnels, whether they are at the design stage, under construction or in operation.
Amendment 85 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2008/96/EC
Article 1 – paragraph 2
Article 1 – paragraph 2
2. This Directive shall apply to roads which are part of the trans-European network, to rural roads, motorways and to primary roads, whether they are at the design stage, under construction or in operation.
Amendment 99 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2008/96/EC
Article 2 – point 2 b
Article 2 – point 2 b
2b. ‘primary road’ means a road that is not a motorway but connects major cities or regions, or both, and is defined as a primary road in the EuroRegionalMap produced by the National Mapping and Cadastral Agencies of Europe;
Amendment 101 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2008/96/EC
Article 2 – point 2 b a (new)
Article 2 – point 2 b a (new)
2ba. ´rural road´ means a road outside urban areas that are not motorways or unpaved roads; 1a _________________ 1a Definition OECD, 1999
Amendment 109 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 a (new)
Article 1 – paragraph 1 – point 2 a (new)
Directive 2008/96/EC
Article 4 – paragraph 6 (new)
Article 4 – paragraph 6 (new)
(2a) In Article 4 the following paragraph 6 is added: 6. The Commission shall set up guidelines with precise technical characteristics for the provision and maintenance of “forgiving roadsides” (roads laid out in an intelligent way to ensure that driving errors do not immediately have serious consequences) building on the experience of all Member States and promote them amongst auditors and transport planners. The Commission shall provide technical and financial assistance to support Member States in the implementation of the guidelines.
Amendment 112 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 b (new)
Article 1 – paragraph 1 – point 2 b (new)
Directive 2008/96/EC
Article 4 – paragraph 6 b (new)
Article 4 – paragraph 6 b (new)
(2b) In Article 4 the following paragraph 7 is added: 6b. The Commission shall set up guidelines for applying progressively the concepts of “self-explaining” and “self enforcing roads” (roads that are designed for specific purpose or function, e.g. speed limits) in the procedures of road safety infrastructure management.
Amendment 119 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2008/96/EC
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Member States shall ensure that a network-wide road assessment is carried out on the entire road network in operation covered by this Directive. Network-wide road assessments shall comprise a visual inspection, an analysis ofdetailed examination taking into account traffic volumes and historic accident data and an assessment ofin order to classify crashes and impact severity risk. Member States shall ensure that the first assessment is carried out by 2025 at the latest. Subsequent network-wide road assessments shall be sufficiently frequent in order to ensure adequate safety levels and analysis related to accidents, but in any case shall be carried out at least every five years.
Amendment 128 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2008/96/EC
Article 5 – paragraph 5 c (new)
Article 5 – paragraph 5 c (new)
5c. Member States may publish and make accessible to the public all the relevant documents, affecting the safety of the infrastructure, of concession provisions within the framework of public procurements.
Amendment 131 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2008/96/EC
Article 6 a – paragraph 1
Article 6 a – paragraph 1
1. Member States shall ensure that the findings of network-wide road assessments carried out pursuant to Article 5 are followed up by targeted road safety inspections intended, inter alia, to check the stability of those bridges and tunnels, or by direct remedial action.
Amendment 133 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2008/96/EC
Article 6 a – paragraph 3
Article 6 a – paragraph 3
3. Member States shall ensure that remedial action is targeted at road sections, including bridges and tunnels, with low safety levels and which offer the opportunity for the implementation of measures with high benefit-cost ratios.
Amendment 136 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2008/96/EC
Article 6 a – paragraph 4 a (new)
Article 6 a – paragraph 4 a (new)
4a. Member States shall ensure that the condition of that infrastructure is monitored with all the technology available to them to prevent it from deteriorating, particularly bridge and tunnel infrastructure, where the risk of collapse may have more of an effect on the safety of road users.
Amendment 140 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2008/96/EC
Article 6 b – paragraph 1
Article 6 b – paragraph 1
Member States shall ensure that the needs of vulnerable road users are taken into account in the implementation of the procedures set out in Articles 3 to 6. The Commission shall develop quality requirements for pedestrian and cycling infrastructure.
Amendment 141 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5 Directive 2008/96/EC
Article 1 – paragraph 1 – point 5 Directive 2008/96/EC
1a. Member States shall ensure that the needs of powered two wheelers (PTWs) are taken into account in the road design and maintenance.
Amendment 143 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
1. Member States shall ensure that road markings and road signs are properly designed, visible under all circumstances and maintained in such a way that they can be easily and reliably recognised by both human drivers and vehicles equipped with driver assistance systems or higher levels of automation.
Amendment 148 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2008/96/EC
Article 6 c – paragraph 2
Article 6 c – paragraph 2
2. The Commission shall develop generalminimum performance requirements to facilitate the recognition of road markings and road signs. For this purpose, the Commission shall adopt an implementing act in accordance with the procedure referred to in Article 13(2).
Amendment 155 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2008/96/EC
Article 9 – paragraph 1
Article 9 – paragraph 1
(5a) In Article 9, paragraph 1 is replaced by the following: 1. Within 2 years after coming into force of this Directive, the Commission shall adopt, by means of implementing acts in accordance with the procedure referred to in Article 13(2) common training curricula for road safety auditors based on best practice in Member States; In order to ensure that the needs of the most vulnerable roads users are taken into account, pedestrian and cycling infrastructure should be included as new part of training curricula.
Amendment 156 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2008/96/EC
Article 10
Article 10
In order to improve the safety of Union roads, the Commission shall establish a system for the exchange of information and best practices between the Member States, covering, inter alia, existing road infrastructure safety projects and proven road safety technology. Facilitating the exchange of experience on Safe System methodologies between practitioner and the information exchange for road safety auditors should be encouraged.
Amendment 161 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 1
Annex I – paragraph 1 – point 1
Directive 2008/96/EC
Annex I – section 2 – point e
Annex I – section 2 – point e
(e) traffic (e.g. traffic volume, traffic categorisation by type), including estimated pedestrian and bicycle flows determined from adjacent land use attributes;
Amendment 164 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 2 – point b
Annex I – paragraph 1 – point 2 – point b
Directive 2008/96/EC
Annex II – section 2 – point n
Annex II – section 2 – point n
(n) provisions for vulnerable road users:separation of pedestrians and cyclists from high speed motor traffic or existence of direct alternative routes on lower class roads;
Amendment 165 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 2 – point b
Annex I – paragraph 1 – point 2 – point b
Directive 2008/96/EC
Annex II – section 1 – point n – point 1
Annex II – section 1 – point n – point 1
i) provisions for pedestriansdensity and location of crossings for pedestrians and cyclists across the new road,
Amendment 167 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 2 – point b
Annex I – paragraph 1 – point 2 – point b
Directive 2008/96/EC
Annex II – section 1 – point n – point ii
Annex II – section 1 – point n – point ii
ii) provisions for cyclists,pedestrians and cyclists on affected roads in the area.
Amendment 171 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 3
Annex I – paragraph 1 – point 3
Directive 2008/96/EC
Annex II a – section 1 – point c
Annex II a – section 1 – point c
(c) self-explaining alignment (i.e. "readability" of the alignment by drivroad users);
Amendment 176 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 3
Annex I – paragraph 1 – point 3
Directive 2008/96/EC
Annex II a – section 1 – point g
Annex II a – section 1 – point g
(g) existence of pedestrian and cycling crossings.
Amendment 181 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 3
Annex I – paragraph 1 – point 3
Directive 2008/96/EC
Annex II a – section 6 – point b
Annex II a – section 6 – point b
(b) roadside hazards and distance from carriageway or cycle path edge;
Amendment 185 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 4
Annex I – paragraph 1 – point 4
Directive 2008/96/EC
Annex III – section 2 – point d
Annex III – section 2 – point d
(d) observed bicycle volumes on both sides, noting “along” or “crossing”;
Amendment 189 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 4
Annex I – paragraph 1 – point 4
Directive 2008/96/EC
Annex III – section 9 – point a
Annex III – section 9 – point a
(a) pedestrian and cycling crossings (surface crossings and grade separation);
Amendment 193 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 4
Annex I – paragraph 1 – point 4
Directive 2008/96/EC
Annex III – paragraph 9 – point d
Annex III – paragraph 9 – point d
(d) bicycle facilities (cycle lanes, cycle paths, other);
Amendment 198 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 4
Annex I – paragraph 1 – point 4
Directive 2008/96/EC
Annex III – section 9 – point f
Annex III – section 9 – point f
(f) pedestrian and cycling crossing facilityies on entry arm of minor road joining network.
Amendment 200 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 4
Annex I – paragraph 1 – point 4
Directive 2008/96/EC
Annex III – section 9 – point fa (new)
Annex III – section 9 – point fa (new)
(fa) existence of alternative routes for pedestrians and cyclists in case of no separated facilities.
Amendment 73 #
2018/0112(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) A provider of online intermediation services can have legitimate reasons to decide to suspend or terminate the provision of its services, in whole or in part, to a given business user, including by delisting individual goods or services of a given business user or effectively removing search results. However, given that such decisions can significantly affect the interests of the business user concerned, they should be properimmediately informed of the decision and receive the reasons thereof. The statement of reasons should allow business users to ascertain whether there is scope to challenge the decision, thereby improving the possibilities for business users to seek effective redress where necessary. In addition, requiring a statement of reasons should help to prevent or remedy any unintended removal of online content provided by business users which the provider incorrectly considers to be illegal content, in line with Commission Recommendation (EU) No 2018/33422. The prompt statement of reasons should identify the objective ground or grounds for the decision, based on the grounds that the provider had set out in advance in its terms and conditions, and refer in a proportionate manner to the relevant specific circumstances that led to that decision. _________________ 22 Commission Recommendation (EU) No 2018/334 of 1 March 2018 on measures to effectively tackle illegal content online (OJ L 63, 6.3.2018, p. 50).
Amendment 75 #
2018/0112(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) The ranking of goods and services by the providers of online intermediation services has an important impact on consumer choice and, consequently, on the commercial success of the business users offering those goods and services to consumers. Providers of online intermediation services should therefore outline the main parameters determining ranking beforehand, in order to improve predictability for business users, to allow them to better understand the functioning of the ranking mechanism and to enable them to compare the ranking practices of various providers. The notion of main parameter should be understood to refer to any general criteria, processes, specific signals incorporated into algorithms or other adjustment or demotion mechanisms used in connection with the ranking. The description of the main parameters determining ranking should also include an explanation of any possibility for business users to actively influence ranking against remuneration, as well as of the relative effects thereof. This description should provide business users with an adequate understanding of how the ranking mechanism takes account of the characteristics of the actual goods or services offered by the business user, and their relevance to the consumers of the specific online intermediation services. The consumer should also be clearly and unequivocally informed, by means of an explicit or written statement, when a business user has influenced the ranking against remuneration.
Amendment 91 #
2018/0112(COD)
Proposal for a regulation
Recital 31
Recital 31
(31) As the objective of this Regulation, namely to ensure a clear, fair, predictable, sustainable and trusted online business environment within the internal market, cannot be sufficiently achieved by the Member States, but can rather, by reason of its scale and effects, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve that objective.
Amendment 44 #
2018/0089(COD)
Proposal for a directive
Article 4 – paragraph 1 – subparagraph 2 – point a
Article 4 – paragraph 1 – subparagraph 2 – point a
(a) it is properly constituted according to the law of a Member State and is registered on a list at the competent ministry of the company's Member State;
Amendment 46 #
2018/0089(COD)
Proposal for a directive
Article 4 – paragraph 1 – subparagraph 2 – point a a (new)
Article 4 – paragraph 1 – subparagraph 2 – point a a (new)
(aa) it has been established for at least three years and has been active continuously over the preceding three years;
Amendment 47 #
2018/0089(COD)
Proposal for a directive
Article 4 – paragraph 1 – subparagraph 2 – point c
Article 4 – paragraph 1 – subparagraph 2 – point c
(c) it has a non-profit making character. s statutes are founded on democratic principles and they seek solely to protect consumers and users, and it has no less than (...) registered members, keeps a list of members (updated yearly to include membership contributions to the company), it prepares an annual report setting out its income and expenditure, and does not operate for profit.
Amendment 48 #
2018/0089(COD)
Proposal for a directive
Article 4 – paragraph 1 – subparagraph 2 – point c a (new)
Article 4 – paragraph 1 – subparagraph 2 – point c a (new)
(ca) Member States communicate to the Commission the list of qualified entities and any updates.
Amendment 70 #
2018/0089(COD)
Proposal for a directive
Article 9 – paragraph 1
Article 9 – paragraph 1
1. Member States shall ensure that the court or administrative authority shall require the infringing trader to inform affected consumers at its expense about the final decisions providing for measures referred to in Articles 5 and 6, and the approved settlements referred to in Article 8, by means appropriate to the circumstance of the case and within specified time limits, including, where appropriate, through notifying all consumers concerned individually.
Amendment 38 #
2018/0064(COD)
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) In order to be effective, the Authority needs a clearly defined objective and a strong focus on a limited number of tasks. It is crucial that the means available are used as efficiently as possible in areas where the Authority can provide the greatest added value, in particular in the area of compliance, implementation and enforcement of relevant Union law in the area of labour mobility and the facilitation of joint inspections.
Amendment 39 #
2018/0064(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The Authority should perform its activities in the areas of cross-border labour mobility and social security coordination, including free movement of workers, posting of workers and highly mobile services. It, such as the transport sector. This sector is particularly affected by existing unfair and exploitative employment practices across all transport modes and the existence of legislative loopholes allow for cross-border wage and social dumping, a downgrading of terms and conditions for workers, poorer-quality services, and the distortion of fair competition. The authority should also enhance cooperation between Member States in tackling undeclared work, letter box companies, fraudulent postings and bogus self-employment. . In cases where the Authority, in the course of the performance of its activities, becomes aware of suspected irregularities, including in areas of Union law beyond its scope, such as violations of working conditions, health and safety rules, or the employment of illegally staying third-country nationals, it should be able to report them and cooperate on these matters with the Commission, competent Union bodies, and national authorities where appropriate.
Amendment 56 #
2018/0064(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The individuals covered by the activities of the Authority should be persons who are subject to the Union law within the scope of this Regulation, including workers, self-employed persons, jobseekers, and economically non-active persons; this should cover both Union citizens and third-country nationals who are legally resident in the Union, such as posted workers, EU Blue Card holders, intra-corporate transferees or long-term residents, as well as their family members. This shall also apply to workers from third countries who are not legally resident in the Union but are subject to postings of any duration to the EU.
Amendment 66 #
2018/0064(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) To increase Member States' capacity to tackle irregularities with a cross-border dimension in relation to Union law within its scope, the Authority should support the national authorities in carrying out concerted and joint inspections, both at the workplace or roadside and at the premises, including by facilitating the implementation of the inspections in accordance with Article 10 of Directive 2014/67/EU. These should take place at the request of Member States or upon their agreement to the Authority's suggestion. The Authority should provide strategic, logistical, and technical support to Member States participating in the concerted or joint inspections in full respect of confidentiality requirements. Inspections should be carried out in agreement with the Member States concerned and take place fully within the legal framework of national law of Member States concerned, which should follow up on the outcomes of the concerted and joint inspections according to national law. In order to ensure proper application of this Regulation, all officials participating in concerted or joint inspections should have minimum investigation powers. The results of the joint inspections should have legal effects in the Member States concerned.
Amendment 76 #
2018/0064(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Despite various previous initiatives, administrative cooperation at a national level remains limited and exchanges of information are sporadic and incomplete. To strengthen the capacity of national authorities and improve consistency in the application of Union law within its scope, the Authority should provide operational assistance to national authorities, including by developing practical guidelines, establishing training and peer learning programmes, promoting mutual assistance projects, facilitating staff exchanges such as those referred to in Article 8 of Directive 2014/67/EU, and supporting Member States in organising awareness-raising campaigns informing individuals and employers of their rights and obligations. The Authority should promote the exchange, dissemination and uptake of good practices.
Amendment 109 #
2018/0064(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point a a (new)
Article 2 – paragraph 1 – point a a (new)
(aa) promote effective enforcement of EU Labour and Social rights;
Amendment 110 #
2018/0064(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point a b (new)
Article 2 – paragraph 1 – point a b (new)
(ab) combat unfair competition, undeclared work, letterbox companies, fraudulent postings and promote the enforcement of equal pay for equal work;
Amendment 123 #
2018/0064(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point c a (new)
Article 2 – paragraph 1 – point c a (new)
(ca) tackle cross-border wage and social dumping;
Amendment 151 #
2018/0064(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point g a (new)
Article 5 – paragraph 1 – point g a (new)
(ga) request Member States to carry out inspections or initiate investigations. The national social partners shall be able to report possible instances of EU cross- border mobility infringements to the Authority in order to request that the national authorities carry out an investigation. The Authority shall inform the social partners as to the reasoning behind any decisions to take measures or not.
Amendment 160 #
2018/0064(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point a
Article 6 – paragraph 1 – point a
(a) provide relevant informationcomprehensive information and advisory services on the rights and obligations of individuals in cross-border labour mobility situations;
Amendment 166 #
2018/0064(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point c
Article 6 – paragraph 1 – point c
(c) provide relevant information to employers, trade unions and workers on labour rules, and the living and working conditions applicable to workers in cross- border labour mobility situations, including posted workers;
Amendment 168 #
2018/0064(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point c a (new)
Article 6 – paragraph 1 – point c a (new)
(ca) provide information on wages and wage-setting and include information on joining a trade union;
Amendment 193 #
2018/0064(COD)
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 2 – point d a (new)
Article 8 – paragraph 1 – subparagraph 2 – point d a (new)
(da) provide information to the social partners as to why the Authority decides or not to take action against a Member State.
Amendment 214 #
2018/0064(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
Amendment 227 #
2018/0064(COD)
Proposal for a regulation
Article 10 – paragraph 4
Article 10 – paragraph 4
4. Staff of the Authority may participate in a concerted or joint inspection with the prior agreement of the Member State on whose territory they will be providing their assistance to the inspection. Where inspections concern international transport, staff of the Authority shall have the power to carry out, in accordance with the national law of the Member State concerned, all necessary on-site inspections, including the power to enter any premises, land or means of transport, or to request other public authorities to do so, in order to examine, seize, take or obtain copies of information, data or documents, irrespective of their storage medium;
Amendment 233 #
2018/0064(COD)
Proposal for a regulation
Article 10 – paragraph 5 a (new)
Article 10 – paragraph 5 a (new)
5a. National social partners shall have the opportunity to request that national authorities carry out joint inspections with the ELA.
Amendment 249 #
2018/0064(COD)
Proposal for a regulation
Article 11 – paragraph 2 a (new)
Article 11 – paragraph 2 a (new)
2a. The Authority may carry out in- depth analyses and studies to investigate specific labour mobility issues if so requested by the Stakeholder Group.
Amendment 264 #
2018/0064(COD)
Proposal for a regulation
Article 13 – paragraph 1
Article 13 – paragraph 1
1. In the event of disputes between Member States regarding the application or interpretation of Union law in areas covered by this Regulation, the Authority may perform a mediation role. Such a role shall not prevent the possibility of legal action at a national or European level in the future.
Amendment 270 #
2018/0064(COD)
Proposal for a regulation
Article 13 – paragraph 5
Article 13 – paragraph 5
5. Within three months of the conclusion of the mediation by the Authority, the Member States concerned shall report to the Authority on measures they have taken in order to follow-up on it or on the reasons for not taking action in the event that they did not follow-up. The ELA may intervene in the case of refusal by the Member State or national authority to provide information and impose sanctions. In the event of a mediation failure then the Authority shall have the right to ask the Commission to look at initiating infringement proceedings against the Member State concerned. If the Commission decides to pursue infringement proceedings then the Authority should be granted the right to litigate before the ECJ .
Amendment 295 #
2018/0064(COD)
Proposal for a regulation
Article 24 – paragraph 4
Article 24 – paragraph 4
4. The Stakeholder Group shall be composed of six representatives of Union- level social partners equally representing trade unions and employer’s organisations, and two representatives of the Commission. The members may be accompanied by experts to meetings of the Stakeholders Group.
Amendment 296 #
2018/0064(COD)
Proposal for a regulation
Article 25 – paragraph 1
Article 25 – paragraph 1
1. Each year, the Executive Director shall draw up a draft single programming document containing in particular multi- annual and annual programming in accordance with Commission Delegated Regulation (EU) No 1271/201373 and taking into account guidelines set by the Commission. The Stakeholder Group will be consulted on the proposal for the annual programme. _________________ 73 Commission Delegated Regulation (EU) No 1271/2013 of 30 September 2013 on the framework financial regulation for the bodies referred to in Article 208 of Regulation (EU, Euratom) No 966/2012 of the European Parliament and of the Council (OJ L 328, 7.12.2013, p. 42).
Amendment 16 #
2018/0061(COD)
(4) The visa application procedure should be as easy and cheap as possible for applicants. It should be clear which Member State is competent for examining an application for a visa in particular where the intended visit covers several Member States. Where possible, Member States should allow for application forms to be completed and submitted electronically. Deadlines should be established for the various steps of the procedure in particular to allow travellers to plan ahead reasonable time in advance and avoid peak seasons in consulates.
Amendment 18 #
2018/0061(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The visa fee should ensure that sufficient financial resources are available to cover the expenses of visa processing, including appropriate structures and sufficient staff to ensure the quality, speed and integrity of the examination of visa applications. The amount of the visa fee should be revised on a two-yearly basis on the basis of objective criteria.
Amendment 20 #
2018/0061(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Representation arrangements should be streamlined and eased and obstacles to the conclusion of such arrangements among Member States should be avoided. The representing Member State should be responsible for the entire processing of visa applications without the involvement of the represented Member State.
Amendment 38 #
2018/0061(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Electronic visa application systems developed by Member States helpare essential in order to facilitate application procedures for applicants and consulates. A common solution allowing full digitisation should be developed, making full use of the recent legal and technological developments.
Amendment 62 #
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 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Amendment 29 #
2018/0012(COD)
Proposal for a directive
Recital 2
Recital 2
(2) The International Convention on the Prevention of Pollution from Ships ('MARPOL Convention') provides for general prohibitions on discharges from ships and fixed or floating platforms at sea, but also regulates the conditions under which certain types of waste can be discharged into the marine environment. The MARPOL Convention requires Member States to ensure the provision of adequate reception facilities in ports.
Amendment 40 #
2018/0012(COD)
Proposal for a directive
Recital 13
Recital 13
(13) Although the majority of marine litter originates from land-based activities, the shipping industry, including the fishing and recreational sectors, is also an important contributor, with discharges of garbage, including plastic and derelict fishing gear, going directly into the sea. Fixed or floating platforms also contribute to marine litter and should be required to deliver their waste to Union ports at regular intervals.
Amendment 54 #
2018/0012(COD)
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18a) To promote the delivery of passively fished waste collected in nets during normal fishing operations, Member States should cover the costs associated with its collection in port reception facilities and subsequent management with revenues generated by alternative income sources.
Amendment 61 #
2018/0012(COD)
Proposal for a directive
Recital 19
Recital 19
(19) The ‘Green Ship’ concept should be further developimplemented in relation to waste management. Minimum requirements should be established across the Union, so that an effective reward system can be implemented for those vessels that reduce their waste on board, in line with best practices and the 2017 IMO guidelines for the implementation of Annex V of the MARPOL Convention.
Amendment 69 #
2018/0012(COD)
Proposal for a directive
Recital 21 a (new)
Recital 21 a (new)
Amendment 87 #
2018/0012(COD)
(aa) 'fixed or floating platform': means any fixed or floating platform, including drilling rigs, floating production, storage and offloading facilities used for the offshore production and storage of oil, and floating nets used for the offshore storage of oil produced;
Amendment 89 #
2018/0012(COD)
Proposal for a directive
Article 2 – paragraph 1 – point c
Article 2 – paragraph 1 – point c
(c) ‘'waste from ships’ means all waste, including cargo residues, which is generated during the service of a ship, a fixed or floating platform, or during loading, unloading and cleaning operations, or waste that is collected in nets during fishing operations, and falls under the scope of Annexes I, II, IV, V and VI to MARPOL;
Amendment 202 #
2018/0012(COD)
Proposal for a directive
Article 8 – paragraph 2 – point c a (new)
Article 8 – paragraph 2 – point c a (new)
(ca) in order to avoid the costs of collection in port reception facilities and subsequent treatment of passively fished waste being borne by port users, Member States shall cover those costs entirely from the revenues generated by the alternative income sources listed in Annex 4;
Amendment 237 #
2018/0012(COD)
Proposal for a directive
Article 9 a (new)
Article 9 a (new)
Article 9a Extended Producer Responsibility Member States shall establish extended producer responsibility schemes for fishing gear and fishing gear components. In addition to the minimum requirements set out in Article 8a of Directive 2008/98/EC, these schemes shall include a modulated fee to encourage the placing on the market of fishing gear designed and prepared for re-use and recycling.
Amendment 269 #
2018/0012(COD)
Proposal for a directive
Annex IV – subheading 1
Annex IV – subheading 1
Categories of costs forand net revenues related to the operation and administration of PRF
Amendment 271 #
2018/0012(COD)
Proposal for a directive
Annex IV a (new)
Annex IV a (new)
Net revenues Net proceeds from waste management schemes and national/regional funding, including the revenue elements listed below. – Net financial benefits provided by extended producer responsibility schemes. – Other net revenues from waste management such as recycling schemes. – Funding under the European Maritime and Fisheries Fund. – Other funding or subsidies available to ports for waste management and fisheries.
Amendment 52 #
2017/2257(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Highlights that Europe is a world leader in both manufacturing and transport operations and stresses that it is of crucial importance that the European transport sector continues to develop, invest, innovate and renew itself in a sustainable manner, in order to maintain its technological leadership;
Amendment 61 #
2017/2257(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Recalls that innovative transport technologies and mobility solutions will be needed to enhance road safety and limit air pollution and congestion, and that a European regulatory framework which stimulates innovation is needed; calls, in this context, for more interlinked research and development regarding connected and automated cars, electrification, alternative fuels, vehicle design and manufacturing, network and traffic management, as well as smart mobility services and infrastructure; points out, indeed, that connected and automated cars can reduce emissions and contribute to reducing deaths from road accidents, but that in order to do so they must have appropriate infrastructure;
Amendment 65 #
2017/2257(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Calls for the provision of further financial support for research and, innovation and training, as happened within the framework of the Smart Specialisation Strategies, in which European Regional Development Fund co-financing provided support in areas such as power trains or intelligent transport systems;
Amendment 85 #
2017/2257(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Underlines that connectivity among autonomous vehicles and between vehicles and infrastructure will be crucial in order to ensure an unobstructed traffic flow; calls therefore on the Commission to address issues of data use and management and infrastructure requirements;
Amendment 92 #
2017/2257(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Recalls that zero casualties on the European roads should be the overarching goal and highlights the needcessity to ensurable the safe coexistence of old and new modes of transport, especially by ensuring there is appropriate infrastructure; calls on the Commission to make a thorough assessment of the safety implications of the use of automated systems in transport;
Amendment 117 #
2017/2257(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Calls on the Commission and Member States to promote urban and rural mobility plans that are justified by the public interest and integrate all new modes of transport in order to increase the quality of the services for citizens and to reduce environmental costs for cities, in addition to encouraging tourism;
Amendment 4 #
2017/2157(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Encourages the Agency to cooperate with other European Agencies in addressing the refugee crisis, including in the performance of critically important activities outside its mandate, such as by contributing know-how, operational support and Agency staff to help tackle the refugee crisis;
Amendment 3 #
2017/2085(INI)
Motion for a resolution
Citation 20 a (new)
Citation 20 a (new)
- having regard to the package Europe on the Move, released by the Commission on 31st May 2017, which includes a set of 8 legislative initiatives with a special focus on road transport,
Amendment 20 #
2017/2085(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
C a. whereas there is a clear link between road safety and working conditions of road drivers;
Amendment 25 #
2017/2085(INI)
Motion for a resolution
Paragraph 1 – introductory part
Paragraph 1 – introductory part
1. Stresses that Member States should conduct efficient checks on road traffic, as among the main causes of accidents, at present as in the past, are inappropriate and excessive speed, distraction and driving under the influence of alcohol or drugs, excessive fatigue, and therefore calls on:
Amendment 35 #
2017/2085(INI)
Motion for a resolution
Paragraph 1 – point b a (new)
Paragraph 1 – point b a (new)
(b a) calls on the Commission to strengthen controls of the correct enforcement of compulsory working time and resting period of road drivers;
Amendment 36 #
2017/2085(INI)
Motion for a resolution
Paragraph 1 – point b b (new)
Paragraph 1 – point b b (new)
(b b) to facilitate those controls, asks the Commission to expand the smart tachograph obligation to light utility vehicles;
Amendment 44 #
2017/2085(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Calls on Member States to significantly improve their road infrastructure significantly by means of regular and effective maintenance and innovative measures;
Amendment 51 #
2017/2085(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Calls on the Commissions to set up a mechanism to ensure the European road infrastructure are in an adequate condition, and to set up maintenance standards, included in terms of correct road and traffic signs;
Amendment 72 #
2017/2085(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Observes that many drivers are not aware of the necessity and how to form a corridor for emergency vehicle access on motorways in order to allow rescue teams to reach the scene of accident and therefore calls on the European Commission to launch a European awareness campaign and urge the Member States to agree on uniform rules on the formation of such corridors;
Amendment 76 #
2017/2085(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Notes that the more vehicles are on the road, the more accidents might occur;calls therefore on the Member States and the Commission to promote collective and shared mobility, especially in urban areas, in order to reduce the circulating fleet, and to increase the proportion of bicycles and of professionally driven vehicles;
Amendment 111 #
2017/2085(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Stresses that warnings, which should be standardised in the same form for all vehicles, should be sufficiently distinct from one another to make it intuitively clear to which system the assistance pertains, and that warnings should moreover also be easy to perceive for older persons and persons with limited mobility; calls therefore on the parties concerned to adopt appropriate uniform standards;
Amendment 135 #
2017/2085(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14 a. Calls on the Commission to test those safety devices when performing vehicles market surveillance;
Amendment 173 #
2017/2085(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Emphasises that increasing the immediate field of vision in heavy goods vehicles, buses and coaches, and reducing the blind spot, can help significantly to improve the road safety of such vehicles, and calls on the Commission to make it compulsory to installfor those vehicles to be fitted with side and rear cameras and, turning assistant systems, and front-mounted cyclist and pedestrian recognition systems, while observing that such measures should accord with Directive (EU) 2015/719 and should not result in any extension of the time limits for implementation laid down there;
Amendment 194 #
2017/2085(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Observes that tyre pressure has significant implications for road safety and fuel consumption, and calls therefore on the Commission to make it compulsory to install direct tyre pressure monitoring systems, which should come with a safety net that should be able to recognise and alert drivers at least to a critical air pressure of less than 1.5 bar;
Amendment 205 #
2017/2085(INI)
Motion for a resolution
Paragraph 24 a (new)
Paragraph 24 a (new)
24a. Points out that, in many cases, road accident victims also include animals carried by car and therefore calls on the Commission to make specific restraint systems compulsory and to take animals into account for the purposes of calculating numbers of passengers on board;
Amendment 69 #
2017/2084(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Highlights the importance of renewable energy sources usage in tourism and its role in the long-term economic and environmental sustainability of the sector.
Amendment 14 #
2017/2067(INI)
Motion for a resolution
Recital B
Recital B
B. whereas Member States’ authorities and the industrial sector must respond to the pressing need to make transport safer, more efficient and sustainable for all road users, including the most vulnerable and people with reduced mobility;
Amendment 21 #
2017/2067(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
Da. whereas Cooperative Intelligent Transport Systems (C-ITS) has the potential to provide more varied and comfortable services to road users and traffic managers, to reduce energy consumption and emissions from road transport, and to enhance economic growth, road safety and traffic efficiency;
Amendment 22 #
2017/2067(INI)
Motion for a resolution
Recital E
Recital E
E. whereas the EU should encourage and further develop digital technologies not only to reduce human error, but also to optimise the use of infrastructure by relieving traffic congestion, thereby reducing CO2 emissions;
Amendment 28 #
2017/2067(INI)
Motion for a resolution
Recital F
Recital F
F. whereas this cooperative element, thanks to digital connectivity, will significantly improve road safety, traffic efficiency, sustainability and multimodality;
Amendment 29 #
2017/2067(INI)
Motion for a resolution
Recital F
Recital F
F. whereas this cooperative element, thanks to digital and 5G gigabyte connectivity, will significantly improve road safety, traffic efficiency and multimodality;
Amendment 30 #
2017/2067(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas connected and automated driving is an important digital development in the sector and co- ordination with all the new technologies used in the sector, such as the European global satellite-based navigation systems GALILEO and EGNOS have now reached a high level of technological capacity;
Amendment 31 #
2017/2067(INI)
Motion for a resolution
Recital G
Recital G
G. whereas several countries around the world (e.g. US, Australia, Japan, Korea and China) are moving rapidly towards deploying new digital technologies and vehicles and C-ITS services are already available on the market;
Amendment 35 #
2017/2067(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Notes the potential of C-ITS to improve fuel efficiency, lowering the cost of individual transport and reducing the negative impact of traffic on the environment;
Amendment 37 #
2017/2067(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Highlights the potential of digital technologies and related business models in road transport and recognises the Strategy as an important milestone towards the development of C-ITS and, ultimately, automated mobility; notes that cooperative, connected and automated vehicles can boost the competitiveness of European industry as well as reduce energy consumption and emissions from transport; points out that infrastructure requirements must be established in order to ensure that these systems can operate safely;
Amendment 46 #
2017/2067(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Underlines the urgent need to establish an ambitious EU strategy that coordinates national and regional efforts, avoids fragmentation and maximises opportunities for road users, workers and businesses;
Amendment 50 #
2017/2067(INI)
Motion for a resolution
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Stresses that C-ITS technologies and services that have proven their safety benefits should be deployed without further delay; urges the Commission to prioritise the deployment of those C-ITS services that have the highest safety potential as set out in the list of services prepared by the C-ITS Platform in its Phase II Report, and to ensure that these are available on all new vehicles across Europe;
Amendment 52 #
2017/2067(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission to present a specific timetable for the introduction of those C-ITS services that have proven their safety benefits, with clear targets for what the EU needs to achieve between 2019 and 2029 in the context of the gradual EU-wide deployment of C-ITS, including a timeline on when different C-ITS services will need to be deployed; in this regard, call on the Commission to clarify which C-ITS services are encouraged, and which ones will be mandatory and by when;
Amendment 61 #
2017/2067(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Recalls that connected vehicles are vehicles using C-ITS technologies that allow road vehicles to communicate with other vehicles, traffic signals and durable roadside infrastructure as well as other road users;
Amendment 72 #
2017/2067(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Stresses, in addition, the need to proceed with the integration of those systems into the legal framework of the Member States;
Amendment 75 #
2017/2067(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Calls on the Commission to give priority to C-ITS services, to achieving the highest safety potential and to drawing up the definitions and requirements which are needed, and to updating and including thee without further delay the European Statement of Principles on Human- Machine Interface (HMI) for In-Vehicle Information and the Communication Systems, as the interaction between the human driver and the machine is important3 ; _________________ 3 The Commission’s (2008) European Statement of Principles on Human Machine Interface for In-vehicle Information and Communication Systems: https://goo.gl/zXSXHe
Amendment 77 #
2017/2067(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Underlines the need to provide road users with more choices, more user- friendly, affordable and customised products, and more information; in this regard, encourages the Commission to facilitate the exchange of best practices; urges all Member States to join the C- Roads Platform, as it is intended to play a significant role in implementing the Strategy;
Amendment 85 #
2017/2067(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Urges the Commission to develop comprehensive statistics which complement existing ones, in order to better evaluate the digitalisation progress in different areas of the road sector;
Amendment 89 #
2017/2067(INI)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
11b. Highlights the importance of further investment into research into sensor systems to ensure their full cross- border interoperability and potential application beyond safety, such as in remote emission sensing, vehicle dynamics, air quality and congestion;
Amendment 108 #
2017/2067(INI)
13. Points to the importance of the application of high standards of cyber- security, in preventing hacking and cyber- attacks, in all Member States, particularly in light of the critical nature of security of C-ITS communications; notes that cyber security is an essential challenge to be tackled as the transport system becomes more digitised and connected; urges the need to avoid any vulnerability or risk if a vehicle is hacked or subjected to a cyber- attack by means of the development of a common security and certificate policy for C-ITS deployment;
Amendment 130 #
2017/2067(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Takes note of the mention of the link between connected cars and the European satellite navigation systems, EGNOS and GALILEO, and underlines that vehicles’ capacity to communicate with 5G and satellite navigation systems can be included in the hybrid communication mix at a later stagein the future, as noted in the European Commission’s 5G Action Plan;
Amendment 140 #
2017/2067(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
Amendment 145 #
2017/2067(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Stresses that a truly multimodal transport system should be created, integrating all modes of transport into a single mobility service, allowing people and freight to travel smoothly from door to door and enhancing overall transport efficiency; in this regard calls on the Commission to ensure and promote cooperation and investments at European level on transport industry digitalisation, through existing and new funds, that would provide road users with more choices and would lead to progressive convergence between areas;
Amendment 149 #
2017/2067(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Stresses that a truly multimodal transport system should be created, integrating all modes of transport into a single mobility service, allowing people and freight to travel smoothly from door to door and enhancing overall transport efficiency and its sustainability;
Amendment 157 #
2017/2067(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Recommends that the Commission rapidly establish an adequate legal framework to achieve EU-wide cross- border interoperability on time; calls on the Commission to publish a legislative proposal on access to in-vehicle data and resources no later than September 2018; recommends that this proposal should guarantee a level playing field for non- monetised access to in-vehicle data for all third-parties in order to protect consumer rights, promote innovation and ensure fair competition on this market, taking into account the conclusions of the Commission’s study on access to in- vehicle data and resources; in this regard, also calls on the Commission to harmonise the conditions for testing and to ensure fast and effective legal integration;
Amendment 164 #
2017/2067(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. underlines that the appropriate regulatory frameworks will need to cover affordability, accessibility and safety issues that arise from this cooperative element between vehicles and between vehicles and transport infrastructure; in this regard, stresses that a level playing field should be created to contribute to the overall development and fulfilment of EU transport policy goals, including modernisation of all urban and rural infrastructures also linked to public transport services;
Amendment 170 #
2017/2067(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Underlines the importance of opening a dialogue with the social partners at an early stage in order to establish an atmosphere of transparency and confidence and ensure that there will be no negative effects on social and employment conditions; notes that a road map for C- ITS deployment has to be established by the eSafety Forum as it has been established and agreed for the eCall system;
Amendment 173 #
2017/2067(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Calls on the Commission to consider the effects of C-ITS on employment and working conditions; encourages, in this respect, to foster the dialogue with social partners at an early stage and to carry on a comprehensive and in depth analysis to be presented to the European Parliament as soon as possible, of the overall social effects derived from the consequences of transport industry digitalisation, focusing on regulatory oversight and compliance, safety and jobs impact;
Amendment 58 #
2017/2064(INL)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Notes that odometer tampering is even more relevant in cross-border trade of used vehicles, which is mainly due to the lack of effective cooperation at supranational level and an insufficient exchange of information on mileage readings of odometers in vehicles traded between Member States;
Amendment 62 #
2017/2064(INL)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Regrets that in 2017 only Belgium, the Netherlands and Slovakia made use of the EUCARIS platform to exchange information on odometer readings;
Amendment 76 #
2017/2064(INL)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Emphasizes that the blockchain technology presents interesting potentials to provide users with an effective fraud prevention system, also increasing transparency and protecting privacy of data;
Amendment 77 #
2017/2064(INL)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
11b. Underlines that wider application of advanced cryptographic technologies, such as Hardware Security Modules (HSM) or Secure Hardware Extensions (SHE) based solutions, could provide additional protection against odometer manipulations, protecting odometers from non authorised access by way of secured chips;
Amendment 87 #
2017/2064(INL)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Calls on the Commission and the Member States to implement stronger legislative measures at EU and national level, calling for stricter controls and mandatory recording of mileage readings when any kind of vehicle check occurs;
Amendment 89 #
2017/2064(INL)
Motion for a resolution
Paragraph 14 b (new)
Paragraph 14 b (new)
14b. Calls on vehicle manufacturers to develop and implement more effective technical solutions to prevent manipulations or make them much more difficult and costly for fraudsters;
Amendment 29 #
2017/2055(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Underlines the importance of the European Union Maritime Security Strategy (EUMSS) and calls on the Commission to include maritime security in external policy, bearing in mind that a large proportion of trade is transported by sea, more than 70 % of external borders are sea borders and it is necessary to guarantee the security of passengers transiting through Union ports; stresses, in addition, that maritime security also depends on the good management of migration flows;
Amendment 31 #
2017/2055(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Highlights the importance of boosting cooperation between EMSA, Frontex and EFCA to support Member States in promoting maritime security,combating especially by taking into account the growing migration flows and the need to combat cross-border crime and protecting the environment; takes the view that these agencies should receive further, more substantial funding from the EU; 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 7 #
2017/2052(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Highlights that transport infrastructures are the backbone of the single market and crucial to ensuring the four fundamental freedoms pertaining to persons, capital, goods and services; notes that accomplishing a single European transport area connected to neighbouring countries requires major transport infrastructure, in addition to adequate funding, to be treated as a key priority for the EU’s competitiveness and for territorial, economic and social cohesion;
Amendment 24 #
2017/2052(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Considers that cohesion policy’s share of the total EU budget should be maintained, if not even increased, post- 2020, as the Cohesion Fund makes a major contribution to closing infrastructure gaps between regions;
Amendment 40 #
2017/2052(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Considers that the next multiannual financial framework (MFF) should allow for adequatechallenging EU funding, including structural and investment funds, for projects which contribute, in particular, to the completion of the Trans-European Transport Network (TEN-T) core network and its corridors; reiterates that financial instruments cannot replace grants for TEN- T projects, as only grants can maximise output on the ground; considers, furthermore, that better coordination of EU instruments related to transport, including blending of grants and innovative financial instruments, can facilitate project implementation and catalyse private financing;
Amendment 49 #
2017/2052(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Considers that the next multiannual financial framework (MFF) should allow for adequate EU funding, including structural and investment funds, for projects which contribute, in particular, to the completion of the Trans-European Transport Network (TEN-T) core network and its corridors; reiterates that financial instruments, such as the EFSI, cannot replace grants for TEN- T projects, as only grants can maximise output on the ground; considers, furthermore, that better coordination of EU instruments related to transport, including blending of grants and innovative financial instruments, can facilitate project implementation and catalyse private financing;
Amendment 64 #
2017/2052(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Considers that strengthening the governance of EU macro-regional strategies, such as in the Alpine, Danube, Black Sea, Baltic, Adriatic and Ionian regions, will contribute to developing EU added value projects;
Amendment 77 #
2017/2052(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Considers that an upgraded and more effective Connecting Europe Facility (CEF), which covers all modes of transport, including road infrastructure, and focuses on interconnections, is necessary; stresses that an inter-institutional agreement on CEF should be approved as soon as possible in order to communicate positive market signals to infrastructural investments that will reach the highest financial needs in the period 2020-2027.
Amendment 83 #
2017/2052(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Considers that an upgraded and more effective Connecting Europe Facility (CEF), which covers all modes of transport, including road infrastructure, and focuses on interconnections, as well as on clean transport, is necessary;
Amendment 92 #
2017/2052(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Stresses that funding for completing the single European rail area should be safeguarded; stresses further that the deployment of the European Rail Traffic Management System (ERTMS) should be brought forward in order to further implement common technical standards and maximise the benefits in terms of interoperability; strongly believe that ERTMS system project would require an institutional lead from the European Commission aimed at incentivizing the participation of investors;
Amendment 99 #
2017/2052(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Reiterates the importance of enabling the achievement and full use of the Single European Sky - which is undergoing delays owing to difficulties of a national nature - as a crucial step forward for European airspace; stresses the need for adequate funding, including for the users of the airspace, to implement the components of Single European Sky ATM Research (SESAR) in order to ensure the deployment of ATM functionalities;
Amendment 109 #
2017/2052(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Calls on the Commission to safeguard the continuation of the EU flagship space programmes Galileo, the European Geostationary Navigation Overlay (EGNOS) and Copernicus; calls for the allocation of the necessary amounts for the Clean Sky Joint Undertaking and the future Joint Technology Initiative on innovative materials for space equipment to be safeguarded; reiterates the importance of achieving global European EGNOS coverage and of ensuring it is extended to countries that are part of the neighbourhood policy;
Amendment 136 #
2017/2052(INI)
Draft opinion
Paragraph 10
Paragraph 10
10. Stresses the importance of shifting towards a sustainable tourism sector, which require, which also entails better coordination between tourism and infrastructure projects; considers that a specificit a matter of urgency to create a specific, dedicated heading for tourism should be created, in order to move towards a genuine European tourism policy;
Amendment 138 #
2017/2052(INI)
Draft opinion
Paragraph 10
Paragraph 10
10. Stresses the importance of shifting towards a sustainable tourism sector, which requires better coordination between tourism and infrastructure projects; considers that a specific heading for tourism should be created in order to move towards a genuine European tourism policy; believes that such initiatives promoting innovative sustainable travel experiences for youth should be welcome; considers also that they should not replace other cultural initiatives and suggests that proper means for adequate financing should be further promoted;
Amendment 5 #
2017/2044(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Reiterates the importance of the Connecting Europe Facility (CEF) funding instrument for the completion of the TEN- T network; stresses that the budgetary cuts to the CEF made in the past, due to the funding of the European Fund for Strategic Investments (EFSI) initiative, should be avoided in the future; believes that CEF is a vital instrument with significant Union- added value to optimise the transport network across the Union, linking and/or modernising new and existing transport infrastructures; emphasises also the importance of financing special plans for the upgrading of infrastructure most liable to deteriorate, such as bridges and underpasses; stresses the need to further promote the high speed railway projects connecting Western and Eastern parts of Europe;
Amendment 39 #
2017/2044(BUD)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls for increased funding for the tourism sector and especially for SMEs and their digitisation;believes that funds should be allocated for mountain, rural, coastal, island and remote regions in order to further develop tourism in those areas;
Amendment 49 #
2017/2044(BUD)
Draft opinion
Paragraph 7
Paragraph 7
7. Understands that the new initiative InterRail is foreseen to be elaborated during the mid-term revision of the multi- annual financial framework (MFF) but believes that such a project should not jeopardize budgetary lines within the Heading 1a related to the transport sand calls for that project, like others in the field of tourism, to be entered in a director and other sectors important to Union’s competitiveness and growthdedicated budget line as used to be the case;
Amendment 60 #
2017/2044(BUD)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Emphasises the importance of effectively and definitively addressing the issue of migratory flows, be these from the sea or overland;hopes that the European Maritime Safety Agency, the European Border and Coast Guard Agency and Frontex will be provided with suitable financing for patrolling the external borders of the Union;
Amendment 26 #
2017/2003(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Emphasises that ICTs allow innovative ideas within the collaborative economies to evolve quickly and efficiently, while connecting and empowering participants, reducing the need for intermediation, making remote areas more accessible, decreasing direct costs and overheads, channelling rich information flows and reinforcing trust between peers;
Amendment 30 #
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; welcomes in this regard the Commission communication on a European agenda for the collaborative economy, but regrets that it fails to establish an explicit and stresses the importance to create a common and harmoniszed legalEU regulatory framework for the collaborative economy that promotes a coherent approach at all levels of government according to the principles of subsidiarity;
Amendment 41 #
2017/2003(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Underlines that collaborative economy could offer opportunities to reinvigorate the economy in less populated remote areas in sectors such as tourism; stresses that it would be vital to develop an effective regulatory framework and policies that enhance collaborative economy models in remote areas;
Amendment 56 #
2017/2003(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Points out that collaborative economies thrive particularly in communities in which knowledge- and education-sharing models are strong, thereby consolidating a culture of open innovation, supporting open- sourced hardware and software, and expanding our heritage of common goods and creative commons;
Amendment 59 #
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, tax compliance, insurance schemes, transparency, 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 safety;
Amendment 69 #
2017/2003(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Urges the Commission to ensure that the EU develops the highest international standards regarding (a) workers' rights and social protection for ‘workpreneuall workers’ in collaborative economies, (b) safety guarantees for the customers of collaborative economies, and (c) cohabitation synergies with traditional business modelsdevelopment of the collaborative economy and synergies with traditional business models (d) respect of privacy and protection of personal data;
Amendment 70 #
2017/2003(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Emphasises that the economic model of collaborative economies is based on users' trust, particularly in online comments; stresses the importance of allowing users to have reliable and fair information on the quality of the services offered on collaborative platforms;
Amendment 72 #
2017/2003(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Calls on the Commission and Member States to ensure fairness and transparency between those working in the collaborative economy and traditional economic operators, and to ensure a high level of consumer protection, particularly as regards aspects related to safety, security, health, protection of privacy and accurate information;
Amendment 81 #
2017/2003(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Calls on the Commission and on Member States to open non-exclusive, experimentation-oriented spaces for collaborative economies and to promote guidelines on this matter in European, national and local legislationto create a common and harmonized EU regulatory framework for collaborative economy that promotes a coherent approach at all levels of government according to the principles of subsidiarity, while fostering digital connectivity and literacy, supporting European entrepreneurs and incentivising Industry 4.0 hubs;
Amendment 84 #
2017/2003(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Recalls the potential of collaborative economy models to make remote areas more accessible, improve the efficiency of the transport system and reduce undesired externalities of traffic such as congestion and emissions; emphasises the need to fully integrate collaborative transport services into the conventional transport system and to avoid administrative systems or legislative measures which might lead to exclusion of collaborative transport services from transport planning and operations, with a view to enabling the creation of smooth complete travel chains and the provision of new forms of sustainable mobility;
Amendment 91 #
2017/2003(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Calls on the Commission to ensure that EU legislation and policies are future- friendly and provide legal certainty in order to ensure tax compliance, while unleashing the full potential of collaborative economies for EU businesses and citizens, while redefining and modernising – where necessary – the concepts of ‘work/service’, ‘worker’ and ‘service provider’;
Amendment 101 #
2017/2003(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Urges the Commission and Member States to provide more clarity on rules applicable to collaborative economy, especially in field such as provision of services, consumer's protection and labour market;
Amendment 108 #
2017/2003(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Underlines the importance to prevent the creation of monopolies in collaborative economy, which are non- transparent and resulting in an asymmetrical relationship between collaborative platforms, service providers and consumers;
Amendment 110 #
2017/2003(INI)
Draft opinion
Paragraph 8 b (new)
Paragraph 8 b (new)
8b. Encourages the Commission to create a level playing field among collaborative platforms, which highlights the importance of identifying and mitigating market barriers. In particular, stresses the importance to guarantee the free flow of data, data portability and interoperability between the market platforms. These measures would ensure that market participants, whether service providers or consumers, could subject the market platform itself into competition;
Amendment 111 #
2017/2003(INI)
Draft opinion
Paragraph 8 c (new)
Paragraph 8 c (new)
8c. Calls on the Commission to support the economic growth of the collaborative economy by measures aiming to reduce the administrative burden on individuals and businesses without discriminating between business models;
Amendment 112 #
2017/2003(INI)
Draft opinion
Paragraph 8 d (new)
Paragraph 8 d (new)
8d. Underlines the importance, for the fast-growing of this sector, of access to risk capital and calls on the Commission to promote initiatives on this direction;
Amendment 113 #
2017/2003(INI)
Draft opinion
Paragraph 8 e (new)
Paragraph 8 e (new)
8e. Notes that collaborative economy has been developing more in areas, where urban conditions such as population density and physical proximity favours the adoption of collaborative economic models. However, collaborative economy could offer also opportunities to reinvigorate the economy in less populated remote areas in sectors such as tourism. Therefore, it would be vital to develop an effective regulatory framework and policies that enhances collaborative economy models in remote areas which could also be beneficial for SMEs;
Amendment 140 #
2017/2003(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Encourages the Commission to create a level playing field among collaborative platforms and to closely monitor the development of the market with regard to the emergence of innovative intermediation services and, where justified, to take appropriate action with the aim to strengthen competition and consumer choice;
Amendment 143 #
2017/2003(INI)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Stresses the importance to guarantee the free flow of data, data portability and interoperability between the market platforms;
Amendment 144 #
2017/2003(INI)
Draft opinion
Paragraph 7 c (new)
Paragraph 7 c (new)
7 c. Calls on the Commission to support the economic growth of the collaborative economy by measures aiming to reduce the administrative burden on individuals and businesses;
Amendment 145 #
2017/2003(INI)
Draft opinion
Paragraph 7 d (new)
Paragraph 7 d (new)
7 d. Underlines the importance, for the fast-growing of this sector, of ensuring easier access to funding through various channels such as risk capital and crowdfunding;
Amendment 44 #
2017/0328(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
Regulation (EC) No 726/2004
Article 71a
Article 71a
The seat of the Agency shall have its seat in Amsterdam, the Netherlands. be located in a city of a European Union Member State on the basis of absolute assurance that: - it meets, without any exception or limitation, as from January 2019, all requirements, conditions and criteria necessary to ensure that the Agency can function effectively; - it ensures the full and immediate operational continuity of the Agency’s activities, which are highly important to society and of great scientific value. The Agency's remit shall relate to what is recognised as a fundamental right of European citizens to health protection. Its headquarters shall be selected under the ordinary legislative procedure pursuant to Articles 114 and 168(4)(b) TFEU.
Amendment 46 #
2017/0328(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
Regulation (EC) No 726/2004
Article 71a
Article 71a
The Agency shall have its seat in Amsterdam, the NetherlandsMilan, Italy.
Amendment 28 #
2017/0291(COD)
Proposal for a directive
Recital 1 a (new)
Recital 1 a (new)
(1a) Transport is the only sector in Europe that has failed to reduce CO2 emissions since 1990, with road transport generating more greenhouse gases than any other form of transport.
Amendment 35 #
2017/0291(COD)
Proposal for a directive
Recital 5
Recital 5
(5) Innovation of new technologies helps to lower vehicle emissions, supporting the decarbonisation of the transport sector and reducing noise pollution harmful to human health. An increased uptake of low- and zero-emission road vehicles is likely to reduce emissions of CO2 and certain pollutant emissions (particulate matter, nitrogen oxides and non-methane hydrocarbons) and to promote competitiveness and growth of the European industry in the increasing global markets for low- and zero-emission vehicles.
Amendment 36 #
2017/0291(COD)
Proposal for a directive
Recital 5
Recital 5
(5) Innovation of new technologies helps to lower vehicle emissions, supporting the decarbonisation of the transport sector. An increased uptake of low- and zero-emission road vehicles is likelywill to reduce emissions of CO2 and certain pollutant emissions (particulate matter, nitrogen oxides and non-methane hydrocarbons) and to promote competitiveness and growth of the European industry in the increasing global markets for low- and zero-emission vehicles.
Amendment 44 #
2017/0291(COD)
(6) PTaking into account that government expenditure on goods, works and services represents around 14% of GDP, public authorities, through their procurement policy, can establish and support markets for innovative goods and services. Directives 2014/24/EU24 and 2014/25/EU25 set out minimum harmonised public procurement rules harmonising the way public authorities and certain public utility operators purchase goods, works and services. In particular, they set overall thresholds for the volume of contracts to be subject to Union legislation, which also apply to the Clean Vehicles Directive. _________________ 24 25OJ L 94, 28.3.2014, p. 65 - 242. OJ L 94, 28.3.2014, p. 65 - 242. OJ L 94, 28.3.2014, p. 243 – 374. 25 OJ L 94, 28.3.2014, p. 243 – 374.
Amendment 49 #
2017/0291(COD)
Proposal for a directive
Recital 7 a (new)
Recital 7 a (new)
(7a) The procurement of clean vehicles can leverage the development of the infrastructure necessary for the smart charging of electric vehicles. To further facilitate the market pull for clean vehicles, the present Directive should be amended in conjunction with the Directive for the Energy Performance of Buildings, which requires the pre- equipment of parking spaces and the installation of charging points.
Amendment 50 #
2017/0291(COD)
Proposal for a directive
Recital 7 b (new)
Recital 7 b (new)
(7b) The availability of charging and refuelling infrastructure is a prerequisite for any transport operation with alternative fuelled vehicles, including for public transport. Therefore, the aspects of fostering alternative fuels infrastructure for public transport should be strengthened in Directive 2014/94/EU. In the absence of a revision, the Commission shall establish an action plan for public transport infrastructure.
Amendment 55 #
2017/0291(COD)
Proposal for a directive
Recital 9
Recital 9
(9) Extending the scope of the Directive by including practices such as lease, rental and hire-purchase of vehicles, as well as contracts for public road transport services, special purpose road transport passenger services, non- scheduled passenger transport and hire of buses and coaches with drivers as well as specific postal and courier services and waste refusal services ensures that all relevant procurement practices are covered. The Directive should foresee the possibility to extend the scope to the rail sector at a later stage.
Amendment 62 #
2017/0291(COD)
Proposal for a directive
Recital 10
Recital 10
(10) There is widespread support from key stakeholders for a definition of clean vehicles taking account of reduction requirements for greenhouse gases and, air pollutant emissions and noise pollution from light- and heavy- duty vehicles. To ensure that there are adequate incentives to supporting market- uptake of low- and zero- emission vehicles in the Union, provisions for their public procurement under this amendment should be aligned with provisions of Union legislation on CO2 emission performance of cars and vans for the post-2020 period26. Action carried out under the amended Directive will contribute to compliance with the requirements of these standards. A more ambitious approach for public procurement can provide an important additional market stimulus. _________________ 26 COM(2017) 676 final. COM(2017) 676 final.
Amendment 65 #
2017/0291(COD)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) In order to achieve an improvement of air quality in municipalities, it is crucial to renew the transport fleet to clean vehicle standard. Furthermore, the principles of the circular economy require the extension of product life. Therefore, the retrofitting of vehicles to clean vehicle standard can also be counted towards the achievement of the minimum procurement targets set out in the Directive.
Amendment 71 #
2017/0291(COD)
Proposal for a directive
Recital 11 a (new)
Recital 11 a (new)
(11a) All clean and energy-efficient transport options must be considered. Manufacturers should have the flexibility to further develop and use neutral technologies to meet CO2 reduction objectives. Competition between different solutions and manufacturers will encourage innovation and benefit everyone. This will allow a smooth and cost-efficient transition to the decarbonisation transport.
Amendment 73 #
2017/0291(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Setting minimum targets for clean vehicle procurement by 2025 and by 2030 at Member State level should contribute to policy certainty for markets where investments in low- and zero-emission mobility are warranted. The minimum targets support market creation throughout the Union. They provide time for the adjustment of public procurement processes and give a clear market signal, while at the same time helping to provide a good example for the public. The Impact Assessment notes that Member States increasingly set targets, depending on their economic capacity and how serious the problem is. Different targets should be set for different Member States in accordance with their economic capacity (Gross Domestic Product per capita) and exposure to pollution (urban population density); however, it is still necessary to seek rapid harmonization by the Member States, especially those sharing a border. Minimum procurement targets should be complemented by the obligation of the contracting authorities, entities and operators to consider relevant energy and, environmental and noise abatement aspects in all their procurement procedures. The Territorial Impact Assessment of this amended Directive illustrated that the impact will be evenly distributed among regions in the Union.
Amendment 80 #
2017/0291(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Setting minimum targets for clean vehicle procurement to be achieved by 2025 and by 2030 at Member State level should contribute to policy certainty for markets where investments in low- and zero-emission mobility are warranted. The minimum targets support market creation throughout the Union. They provide time for the adjustment of public procurement processes and give a clear market signal. The Impact Assessment notes that Member States increasingly set targets, depending on their economic capacity and how serious the problem is. Different targets should be set for different Member States in accordance with their economic capacity (Gross Domestic Product per capita) and exposure to pollution (urban population density). Minimum procurement targets should be complemented by the obligation of the contracting authorities, entities and operators to consider relevant energy and environmental aspects in all their procurement procedures. The Territorial Impact Assessment of this amended Directive illustrated that the impact will be evenly distributed among regions in the Union.
Amendment 82 #
2017/0291(COD)
Proposal for a directive
Recital 13
Recital 13
(13) The maximum impact can be achieved if public procurement of clean vehicles is targeted in areas that have a relatively high degree of air and noise pollution. Public authorities in Member States are encouraged to particularly focus on those areas when concluding the implementation of their domestic minimum targets and to reflect related action in their reporting under this amended Directive.
Amendment 88 #
2017/0291(COD)
Proposal for a directive
Recital 14
Recital 14
(14) Life-cycle costing with appropriate monitoring and management instruments is an important tool for contracting authorities and entities to cover energy and environmental costs during the life-cycle of a vehicle, including the cost of greenhouse gas emission and other pollutant emissions on the basis of a relevant methodology to determine their monetary value. Given the scarce use of the methodology for the calculation of operational lifetime costs under Directive 2009/33/EU and the information provided by contracting authorities and entities on the use of own methodologies tailored to their specific circumstances and needs, there should be no methodology mandatory to use, but contracting authorities, contracting entities or operators should be able to choose any life-costing methodology in order to support their procurement processes.
Amendment 89 #
2017/0291(COD)
Proposal for a directive
Recital 14
Recital 14
(14) Life-cycle costing is an important tool for contracting authorities and entities to cover energy and environmental costs during the life-cycle of a vehicle, including the cost of greenhouse gas emission and other pollutant emissions on the basis of a relevant methodology to determine their monetary value. Given the scarce use of the methodology for the calculation of operational lifetime costs under Directive 2009/33/EU and the information provided by contracting authorities and entities on the use of own methodologies tailored to their specific circumstances and needs, there should be no methodology mandatory to use, but contracting authorities, contracting entities or operators should be able to choose any life-costing methodology in order to support their procurement processes. The assessment of theCO2 emissions should consider the entire lifecycle of the vehicles including during the production, use and end of life, taking into account disposal and recycling. Therefore, contracting authorities and other entities should focus the entire vehicle and not only on its components and the maximum tail-pipe emission expressed in CO2g/km and real driving pollutant emissions.
Amendment 90 #
2017/0291(COD)
Proposal for a directive
Recital 14
Recital 14
(14) Life-cycle costing is an important tool for contracting authorities and entities to cover energy and environmental costs during the life-cycle of a vehicle, including the cost of greenhouse gas emission and other pollutant emissions on the basis of a relevant methodology to determine their monetary value. Given the scarce use of the methodology for the calculation of operational lifetime costs under Directive 2009/33/EU and the information provided by contracting authorities and entities on the use of own methodologies tailored to their specific circumstances and needs, there should be no methodology mandatory to use, but contracting authorities, contracting entities or operators should be able to choose any life-costing methodology in order to support their procurement processes. However, due to the lack of a clear understanding of the overall life-cycle emissions of the various fuel types, the Commission should provide an analysis that will lead to a common Union methodology for manufacturers to report data on CO2 emissions of all fuel types in a consistent manner.
Amendment 97 #
2017/0291(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Further support to market uptake of clean vehicles can be achieved by providing targeted public support measures at national and Union level. This includes better exchange of knowledge and alignment of procurement to enable actions at a scale great enough for cost reductions and market impact, as well as implementation of the ‘polluter pays’ principle. The possibility of public support in favour of promoting development of infrastructures necessary for the distribution of alternative fuels is recognised in the Guidelines on State aid for environmental protection and energy 2014-202027. It is essential to provide a margin for investment costs, which should accordingly be deducted from the amount calculated under the Stability and Growth Pact. However, the rules of the Treaty, and in particular Articles 107 and 108 thereof, will continue to apply to such public support. _________________ 27 OJ C 200, 28.6.2014, pag. 1.
Amendment 99 #
2017/0291(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16a) EU financial instruments should be mobilised in order to support Member States at national, regional and local level to achieve the targets under this Directive. Minimum binding targets for charging points per members states, together with direct infrastructure financing and financing of electric vehicle charging points and hydrogen vehicle filling stations should be considered as well, where not commercially viable on their own. For this purpose funding instruments such as the Connecting Europe Facility supporting the development of high performing, sustainable and efficiently interconnected trans-European networks in the fields of transport and the European Fund for Strategic Investments or the Cleaner Transport Facility supporting the deployment of cleaner transport vehicles and their associated infrastructure needs could be mobilised. Advisory Hubs should play a key role in this transition by facilitating and promoting investments and supporting institutional capacities.
Amendment 101 #
2017/0291(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16a) Member States should ensure that the costs of compliance with the minimum procurement targets established in this Directive are not passed on to local authorities, and that sufficient financial resources are made available to contracting authorities and contracting entities.
Amendment 106 #
2017/0291(COD)
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18a) To ensure that public authorities are incentivised to purchase clean vehicles and Member States invest in the deployment of the alternative fuels infrastructure, but also to avoid the risk of such purchases leading to higher prices for passengers, the Union's budgetary and financial policy after 2020 should provide support for contracting entities. That should be reflected in the future Multiannual Financial Framework and the rules regarding sustainable finance and Union financial institutions. Additionally, Member States shall expand the financial and non-financial incentives in order to speed up the market uptake of clean vehicles. These efforts will reduce the initial high investment for the infrastructural changes and help the sector move much faster into the direction promoted by the European Commission. Setting up a European Clean Mobility Fund could help to cover the necessary investments for the establishment of alternative fuels infrastructure and subsequently speed up the uptake of clean vehicles.
Amendment 107 #
2017/0291(COD)
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18a) The requirements of this Directive and the new minimum procurement targets may lead to additional financial resources for contracting authorities. Therefore, it would be appropriate to seek financial mechanisms to implement the requirements of this Directive. The Union's financial policy and in particular the future Multiannual Financial Framework after 2020 should be in line with the new requirements for the promotion of clean and energy efficient road transport vehicles and support the decarbonisation of transport and the use of cleaner road transport vehicles.
Amendment 108 #
2017/0291(COD)
Proposal for a directive
Recital 18 b (new)
Recital 18 b (new)
(18b) Reforms need to be introduced at local and national level, with clear investments signals and combining the different sources to reach the goal of this Directive.
Amendment 109 #
2017/0291(COD)
Proposal for a directive
Recital 19 a (new)
Recital 19 a (new)
(19a) Enhanced environmental audits and tests should be envisaged, encouraging local authorities to purchase, rent and lease such energy-efficient road transport vehicles. For this purpose it would be appropriate to develop EU financial mechanisms to assist with the implementation of the requirements of this Directive.
Amendment 115 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – introductory part
Article 1 – paragraph 1 – point 2 – introductory part
Directive 2009/33/EC
Article 3
Article 3
(2) Article 3 is replaced by the following:By [18 months after the entry into force] Member States shall prepare and submit to the Commission a report on rail transport outlining: (a) all national services using diesel, both for passenger and freight transport; (b) potential for replacement of diesel trains by alternative solutions, including hybrid trains, fuel cell and electric trains; (c) a timeline for such a transition.
Amendment 151 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 Directive 2009/33/EC
Article 1 – paragraph 1 – point 3 Directive 2009/33/EC
4a. 'sustainable battery' means a battery for which the whole value chain is taken into account and the final battery product is fit for reuse and/or recycling. The Commission shall be empowered to adopt a delegated act by [18 months after entry into force] with a more precise definition based on an assessment of the CO2 emissions considering whole chain e.g. the entire lifecycle of the battery including full lifecycle of carbon emissions during the production process and end of life carbon footprint of the battery.
Amendment 152 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 4 a (new)
Article 4 – paragraph 4 a (new)
4a. 'sustainable lifecycle vehicle' means a vehicle which is produced by using significantly lower emissions than comparable vehicle types, and is designed to allow for a more sustainable end of life, including reuse and recycling potential of its components. The Commission shall be empowered to adopt a delegated act by [18 months after entry into force] with a more precise definition.
Amendment 158 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2009/33/EC
Article 4 a
Article 4 a
Amendment 162 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2009/33/EC
Article 1
Article 1
Amendment 200 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b – introductory part
Article 1 – paragraph 1 – point 9 – point b – introductory part
Directive 2009/33/EC
Article 1
Article 1
(b) The following paragraphs 4 and 5 are added: 5a. The Commission shall provide guidance to Member States with regards to the different EU funds that might be used for the purposes of this Directive, e.g. Connecting Europe Facility supporting the development of high performing, sustainable and efficiently interconnected trans-European networks in the fields of transport and the European Fund for Strategic Investments or the Cleaner Transport Facility supporting the deployment of cleaner transport vehicles and their associated infrastructure needs could be mobilised.
Amendment 201 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b – introductory part
Article 1 – paragraph 1 – point 9 – point b – introductory part
Directive 2009/33/EC
Article 1
Article 1
(b) The following paragraphs 4 and 5 are added:5b. Advisory Hubs should play a key role in this transition by facilitating and promoting investments and supporting institutional capacities. Therefore, the Commission should substantially reinforce the role and the capacity of the European Investment Advisory Hub, notably through a local presence and a proactive role in the preparation of projects.
Amendment 206 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b
Article 1 – paragraph 1 – point 9 – point b
Directive 2009/33/EC
Article 10 – paragraph 5 a (new)
Article 10 – paragraph 5 a (new)
5a. The Commission shall provide guidance to Member States with regards to the different EU funds that might be used for the purposes of this Directive, e.g. Connecting Europe Facility supporting the development of high performing, sustainable and efficiently interconnected trans-European networks in the fields of transport and the European Fund for Strategic Investments or the Cleaner Transport Facility supporting the deployment of cleaner transport vehicles and their associated infrastructure needs could be mobilised.
Amendment 207 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b
Article 1 – paragraph 1 – point 9 – point b
Directive 2009/33/EC
Article 10 – paragraph 5 b (new)
Article 10 – paragraph 5 b (new)
5b. Advisory Hubs should play a key role in this transition by facilitating and promoting investments and supporting institutional capacities. Therefore, the Commission should substantially reinforce the role and the capacity of the European Investment Advisory Hub, notably through a local presence and a proactive role in the preparation of projects.
Amendment 222 #
2017/0291(COD)
Proposal for a directive
Annex I – paragraph 6
Annex I – paragraph 6
Directive 2009/33/EC
Annex 1 – table 5 – footnote *
Annex 1 – table 5 – footnote *
* Vehicles with zero-emissions at tailpipe or vehicles using natural gas provided they are fully operated on bio-methane, which should be demonstrated by a contract to procure bio-methane or other means of accessing bio-methane, shall be counted as 1 vehicle contributing to the mandate. This counting is abandoned in case of those Member States where the minimum procurement mandate exceeds 50% of the overall volume of public procurement, with a cut-off at the 50% mark. All other vehicles that meet the requirements of Table 2 in this annex shall be counted as 0.5 vehicle contributingshall be counted as 1 vehicle contributing to the mandate and those using sustainable batteries shall counted as 1.25 vehicles. All other vehicles that meet the requirements of Table 2 in this annex shall be counted as 0.5 vehicle contributing. Any vehicle which meets definition of 'sustainable lifecycle vehicle' shall in addition receive a bonus credit of 0.25.
Amendment 80 #
2017/0290(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The scope of the current economic support measures defined in Directive 92/106/EEC is very limited, consisting of fiscal measures (namely the reimbursement or reduction of taxes) which concern only combined rail/road transport operations. Such measures should be extended to combined transport operations covering inland waterways and maritime transport. Other relevant types of measures, such as infrastructure and digital-technology investment support measures or different economic support measures, should also be supported. With regard to digital technologies, a transitional period should be provided for the dematerialisation of documents that must certify that combined transport has occurred, including through the technological upgrading of inspecting authorities’ instruments. Member States should prioritise investment in transhipment terminals to reduce congestion on the roads, to alleviate the isolation of industrial areas which lack such infrastructure and to improve the accessibility and physical and digital connectivity of freight handling facilities.
Amendment 93 #
2017/0290(COD)
Proposal for a directive
Recital 15 a (new)
Recital 15 a (new)
(15a) When a project of common European Interest in combined transport does not affect trading conditions and distort competition within the meaning of Article 107(3)(c) TFEU, and requires support measures below 35% of the total project value, the Commission should consider exempting Member States from the requirement to notify the Commission provided for in Article 108(3)TFEU.
Amendment 103 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Directive applies to combined transport operations in the territory of the EU.
Amendment 108 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 2
Article 1 – paragraph 2
For the purposes of this Directive, ‘combined transport’ means carriage of goods by a transport operation, within the Member States, consisting of an initial or final road leg of the journey, or both, as well as a non-road leg of the journey using rail, inland waterway or maritime transport:
Amendment 111 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 2 – point a
Article 1 – paragraph 2 – point a
(a) in a trailer or semi-trailer, with or without a tractor unit, swap body or container, identified in accordance with the identification regime established pursuant to international standards ISO6346 and EN13044, including 44 tonnes gross weight allowance for cranable semi- trailers, where the load unit is transhipped between the different modes of transport; or
Amendment 129 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 3 – subparagraph 1 – point a
Article 1 – paragraph 3 – subparagraph 1 – point a
(a) 15200 km in distance as the crow flies;
Amendment 139 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 3 – point b
Article 1 – paragraph 3 – point b
Amendment 151 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 3 – subparagraph 3
Article 1 – paragraph 3 – subparagraph 3
The road leg distance limit may be temporarily exceeded for combined road/rail transport operations, when authorised by the Member State or Member States on whose territory the road leg takes place, in order to reach the geographically nearest transporhipment terminal which has the necessary operational transhipment capability for loading or unloading in terms of transhipment equipment, terminal capacity and appropriate rail freight services.
Amendment 160 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 92/106/EEC
Article 3 – paragraph 1
Article 3 – paragraph 1
1. Member States shall ensure that road transport is considered forming part of a combined transport operation covered by this Directive only if the carriertransport undertaking can produce clear evidence that such road transport constitutes a road leg of a combined transport operation, including the transport of empty load units before and after the transport of goods.
Amendment 204 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 92/106/EEC
Article 3 – paragraph 4
Article 3 – paragraph 4
4. The evidence referred to in paragraph 1 shall be presented or transmitted, including electronically, upon the request of the authorised inspecting officer of the Member State where the check is carried out. In case of road side checks, it shall be presented within the duration of such check. It shall be in an official language of that Member State or in English. During a roadside check, the driver shall be allowed to contact the head office, the transport manager or any other person or entity which may support him in providing the evidence referred to paragraph 2.
Amendment 209 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 92/106/EEC
Article 3 – paragraph 5 – subparagraph 2 a (new)
Article 3 – paragraph 5 – subparagraph 2 a (new)
Member States shall undertake to move towards a gradual dematerialisation of documentation, providing for a transitional period until the use of the paper format has been fully abandoned.
Amendment 243 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 92/106/EEC
Article 6 – paragraph 4 – point a
Article 6 – paragraph 4 – point a
(a) the construction and, where necessary, the expansion of combined transport such transhipment terminals;expansion of existing combined transport transhipment terminals and, where necessary, the construction of new transhipment terminals. Investments should be preceded by impact assessments, to be analysed also in relation to current and potential traffic demand. Member States shall prioritise investment in transhipment terminals to reduce congestion on the roads, to alleviate the isolation of industrial areas which lack such infrastructure and to improve the accessibility and physical and digital connectivity of freight handling facilities.
Amendment 246 #
2017/0290(COD)
(b) the increase of operational efficiency in existing terminalranshipment terminals, enabling the establishment of a network of terminals in the Union commensurate with freight traffic demand, the relevance of which shall always be checked in advance, by supporting, inter alia, the automation of operations, the use of innovative freight handling systems and investments in digital logistics and information technologies to facilitate information flows.
Amendment 254 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 92/106/EEC
Article 6 – paragraph 5
Article 6 – paragraph 5
Member States mayshall take additional measures, to improve of an economic and legislative nature, to improve - also through the use of technologies - the competitiveness of combined transport operations as compared to equivalent alternative road transport operations. Or. it (This AM should be read after current AM 256)
Amendment 260 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 92/106/EEC
Article 6 – paragraph 6 a (new)
Article 6 – paragraph 6 a (new)
6 a. Support measures to combined transport shall be considered compatible with the internal market within the meaning of Article 107(3) TFEU and shall be exempted from the notification requirement of Article108(3) TFEU, provided that they would not represent more than 35% of the entire operation.
Amendment 55 #
2017/0288(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) Commercial regular service operations should not compromise the economic equilibrium of existing public service contracts according to Regulation 1370/2007 and Regulation 2016/2338. For this reason, the regulatory body should be able to carry out an objective economic analysis to ensure that this is the case.
Amendment 98 #
2017/0288(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EC) No 1073/2009
Article 1 – paragraph 4
Article 1 – paragraph 4
4. This Regulation shall apply to national road passenger services for hire or reward operated by a non-resident carrier as provided for in Chapter V.;
Amendment 126 #
2017/0288(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point c
Article 1 – paragraph 1 – point 2 – point c
Regulation (EC) No 1073/2009
Article 2 – paragraph 11
Article 2 – paragraph 11
11. ‘viable alternative’ means another terminal which is economically acceptable to the carrier, and provides comparable infrastructure, allows passengers access to other forms of public transport and allows it to operate the passenger service concerned.;
Amendment 133 #
2017/0288(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point c
Article 1 – paragraph 1 – point 2 – point c
Regulation (EC) No 1073/2009
Article 2 – paragraph 11 a (new)
Article 2 – paragraph 11 a (new)
11a. ‘traffic route’ means a connection between two stopping points, where passengers could be picked up and set down at predetermined stopping points.
Amendment 150 #
2017/0288(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EC) No 1073/2009
Article 3 a – paragraph 2 a (new)
Article 3 a – paragraph 2 a (new)
2a. without prejudice to the powers of the national competition authorities, the regulatory body shall have the power to monitor the competitive situation in the domestic market for regular passenger transport services by road, by noting the costs and taxation of the applicant in order to check that they are comparable to those in the host state, with a view to preventing discrimination or the abuse of a dominant position in the market, including through sub-contracting;
Amendment 161 #
2017/0288(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EC) No 1073/2009
Article 3 a – paragraph 3 a (new)
Article 3 a – paragraph 3 a (new)
3a. Coaches and buses engaged in national road passenger transport service shall have an effective and stable establishment in the Member State.
Amendment 309 #
2017/0288(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11
Article 1 – paragraph 1 – point 11
Regulation (EC) No 1073/2009
Article 8 b – paragraph 2
Article 8 b – paragraph 2
2. Authorisations for national regular services shall be granted unless refusal can be justified on one or more of the grounds listed in points (a) to (c) of Article 8c(2) and, if the service is carrying passengers ovetraffic route runs for a distance of less than 100 kilometres as the crow flies, Article 8c(2)(d).
Amendment 313 #
2017/0288(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11
Article 1 – paragraph 1 – point 11
Regulation (EC) No 1073/2009
Article 8 b – paragraph 3
Article 8 b – paragraph 3
3. The distance referred to in paragraph 2 may be increased to 120 kilometres if the regular servictraffic route to be introduced will serve a point of departure and a destination which are already served by more than one public service contract.
Amendment 344 #
2017/0288(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11
Article 1 – paragraph 1 – point 11
Regulation (EC) No 1073/2009
Article 8 d – paragraph 1
Article 8 d – paragraph 1
1. Member States may limit the right of access to the international and national market for regular services if the proposed regular service carries passengershas a traffic route over distances of less than 100 kilometres as the crow flies and if the service would compromise the economic equilibrium of a public service contract.
Amendment 372 #
2017/0288(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 15 a (new)
Article 1 – paragraph 1 – point 15 a (new)
Regulation (EC) No 1073/2009
Article 15 a (new)
Article 15 a (new)
Amendment 216 #
2017/0237(COD)
Proposal for a regulation
Article 5 – paragraph -1 (new)
Article 5 – paragraph -1 (new)
Railway undertakings and ticket vendors shall offer neutral and transparent distribution solutions including the data provided by participating railway undertakings in a comprehensive manner and without discrimination or bias. Criteria to be used for ranking shall not be based on any factor directly or indirectly related to the identity of the railway undertaking and shall be applied on a non-discriminatory basis to all participating railway undertakings. Optional price supplements shall be communicated in a clear, transparent and unambiguous way at the start of any booking process and their acceptance by the customer shall be on an ‘opt-in’ basis.
Amendment 282 #
2017/0237(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
1. Railway undertakings and ticket vendors shall offer tickets and, where available, through-tickets and reservations. They shall make all possible efforts to offer through-tickets, including for journeys across borders and with more than one railway undertaking. In accordance with Directive (EU) 2016/2370 1a, the European Commission shall monitor rail market developments on common information and through-ticketing and present a report to the European Parliament and the Council by 31 December 2022, accompanied, if necessary, by legislative proposals. _________________ 1aDirective (EU) 2016/2370 of the European Parliament and of the Council of 14 December 2016 amending Directive 2012/34/EU as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure, OJ L 352, 23.12.2016. Directive (EU) 2016/2370 of the European Parliament and of the Council of 14 December 2016 amending Directive 2012/34/EU as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure, OJ L 352, 23.12.2016.
Amendment 337 #
2017/0237(COD)
Proposal for a regulation
Article 10 – paragraph 6
Article 10 – paragraph 6
6. Where a passenger receives separate tickets for a single journey comprising successive railway services operated by one or more railway undertakings, his rights to information, assistance, care and compensation shall be equivalent to those under a through-ticket and cover the whole journey from the departure to the final destination, unless the passenger is explicitly informed otherwise in writing. Such information shall in particular state that when the passenger misses a connection, he or she would not be entitled to assistance or compensation based on the total length of the journey. The burden of proof that the information was provided shall lie with the railway undertaking, its agent, tour operator or ticket vendorentity which sold the ticket.
Amendment 63 #
2017/0128(COD)
Proposal for a directive
Article 1 – paragraph 1 – subparagraph 1
Article 1 – paragraph 1 – subparagraph 1
This Directive lays down the conditions necessary to ensure the interoperability of electronic road toll systand Urban Vehicle Access Regulation Schemes and to facilitatenable the cross-border exchange of information on theneeded to faciluritate tohe pay road fees in the Union rticipation to these schemes and their enforcement in case of non-compliance. It applies to the electronic collection of all types of road fees, on the entire Union road network, urban and interurban, motorways, major and minor roads, and various structures such as tunnels, bridges and ferries.
Amendment 86 #
2017/0123(COD)
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8 a) In order to ensure that all EU rules for mobile workers are implemented in effective way, a European Land Transport Agency should be responsible for inspecting and enforcing the rules. It should provide operational and legal support to Member States to enforce social legislation and undertake European wide inspections. The European Land Transport Agency should be responsible for the monitoring of the European Road transport undertakings register.
Amendment 117 #
2017/0123(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) To this end, and in order to facilitate checks and to eliminate uncertainty, the limitation on the number of cabotage operations subsequent to an international carriage should be abolished, while the number of days available for such operations should be reduceIn order to reduce the environmental burden and to avoid empty runs, cabotage operations should be allowed following an international carriage to or from a haulier's Member State of establishment. In order to facilitate checks and to eliminate uncertainty, the number of (24-hour) days available for cabotage operations should be reduced to one; consequently, it is proposed to reduce to one the number of transport operations that may be carried out within a 24-hour period.
Amendment 150 #
2017/0123(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
Regolamento (EC) 1071/2009
Articolo 1 – paragrafo 4 – lettera a
Articolo 1 – paragrafo 4 – lettera a
(i) point (a) is deletedto read as follows: (a) undertakings engaged in the occupation of road haulage operator using only motor vehicles or combinations of vehicles the permissible laden mass of which is lower than 1.5 tonnes;
Amendment 180 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Regolamento (CE) 1071/2009
Articolo 3 – paragrafo 2
Articolo 3 – paragrafo 2
(2) in Article 3, paragraph 2 is deleted;amended as follows: Member States may decide to impose additional requirements, which shall be proportionate and non-discriminatory, to be satisfied by undertakings in order to engage in the occupation of national road transport operator.
Amendment 194 #
2017/0123(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 1071/2009/EC
Article 5 – point a a (new)
Article 5 – point a a (new)
(a a) the following point (a a) is added: (a a) The vehicles referred to in point (b) shall perform, in the framework of a transport contract, at least one loading or one unloading of goods per week in the premises of one company located in the same territory than the one of the establishment country.
Amendment 234 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point a – point iii (new)
Article 1 – paragraph 1 – point 4 – point a – point iii (new)
Regulation 1071/2009
Article 6, paragraphe 1 point b (xii a) new
Article 6, paragraphe 1 point b (xii a) new
(xii a) cabotage
Amendment 248 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point a
Article 1 – paragraph 1 – point 5 – point a
Regulation 1071/2009
Article 7 paragraph 1
Article 7 paragraph 1
In order to satisfy the requirement laid down in Article 3(1)(c), an undertaking shall, on a permanent basis, be able to meet its financial obligations in the course of the annual accounting year. The undertaking shall demonstrate, on the basis of annual accounts certified by an auditor or a duly accredited person, that, every year, it has at its disposal equity capital totalling at least : (a) EUR 9 000 when only one vehicle is used and EUR 5 000 for each additional vehicle used. (b) two months’ worth of salary per employed mobile worker, at the level of the country where or from where they habitually carry out their activity. Undertakings engaged in the occupation of road haulage operator solely by means of motor vehicles with a permissible laden mass not exceeding 3.5 tonnes or combinations of vehicles with a permissible laden mass not exceeding 3.5 tonnes shall demonstrate, on the basis of annual accounts certified by an auditor or a duly accredited person, that, every year, they have at their disposal equity capital totalling at least EUR 1 800 when only one vehicle is used and EUR 900 for each additional vehicle used.;
Amendment 272 #
2017/0123(COD)
(-i) the names of the road transport undertakings previously managed by the transport managers;
Amendment 281 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Regulation (EC) No 1071/2009
Article 16 – paragraph 2 – point h a (new)
Article 16 – paragraph 2 – point h a (new)
(ha) the name, nationality and country of residence of the drivers employed by the haulier;
Amendment 282 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Regulation (EC) No 1071/2009
Article 16 – paragraph 2 – point h b (new)
Article 16 – paragraph 2 – point h b (new)
(hb) The Member State of registration of labour contracts;
Amendment 283 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Regulation (EC) No 1071/2009
Article 16 – paragraph 2 – point h c (new)
Article 16 – paragraph 2 – point h c (new)
(hc) The social insurance number of the drivers employed by the haulier;
Amendment 303 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11 a (new)
Article 1 – paragraph 1 – point 11 a (new)
Regulation (EC) No 1071/2009
Article 16 a (new)
Article 16 a (new)
Amendment 344 #
2017/0123(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1 a (new)
Article 2 – paragraph 1 – point 1 a (new)
Regulation (EC) No 1072/2009
Article 1 – paragraph 5 – point c
Article 1 – paragraph 5 – point c
(1a) in Article 1(5), point (c) is replaced by the following: (c) carriage of goods in motor vehicles the permissible laden mass of which, including that of trailers, is lower than 1.5 tonnes;
Amendment 353 #
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 severalthe delivery points, as specified in the consignment note;' a cabotage operation, moreover, may begin solely and exclusively once the goods carried by international carriage have been fully unloaded from the vehicle;
Amendment 383 #
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 driver's Member State or from a third country to a host Member Statef establishment have been delivered, the 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, a 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 day24 hours from the last unloading in the host Member State in the course of the incoming international carriage.';
Amendment 44 #
2017/0122(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Good working conditions for drivers and fair business conditions for road transport undertakings are of paramount importance to creating a safe, efficient and socially accountable road transport sector, which is able to attract qualified workers and ensure a wide-level playing field across Europe. To facilitate that process it is essential that the Union social rules in road transport are clear, fit for purpose, easy to apply and to enforce and implemented in an effective and consistent manner throughout the Union.
Amendment 75 #
2017/0122(COD)
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) It is therefore essential that creation and maintenance costs of the of Dedicated Parking areas services, of various types, which allow drivers to rest in their vehicle on tolls roads, do not increase the drivers’ road toll scheme.
Amendment 76 #
2017/0122(COD)
Proposal for a regulation
Recital 5 b (new)
Recital 5 b (new)
(5b) Transport of goods and carriage of passengers are two substantially different types of transport, having different prerogatives. Drivers of coaches and buses should benefit from more flexibility in taking breaks, on the understanding that this flexibility will not affect driving and resting times.
Amendment 84 #
2017/0122(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) Drivers engaged in long-distance international transport operations spend long periods away from their home. The current requirements on the regular weekly rest unnecessarily prolong those periods. It is thus desirableIn order to secure decent working conditions it is necessary to adapt the provision on the regular weekly rest in such a way that it isorder to make it easier for drivers to carry out transport operations in compliance with the rules and to reach their home for a regular weekly rest, and bewhilst being fully compensated for all reduced weekly rest periods. It is also necessary to provide that operators organise the work of drivers in such a way that these periods away from home are not excessively long and to ensure that drivers have both the opportunity and the means to return home on a regular basis.
Amendment 97 #
2017/0122(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) There are differences among Member States in the interpretation and implementation of the weekly rest requirements as regards the place where the weekly rest should be taken. It is therefore appropriate to clarify that requirement to ensure that drivers are provided with adequate private accommodation paid by the employer for their regular weekly rest periods if they are taken away from home.
Amendment 115 #
2017/0122(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Drivers are often faced with unforeseen circumstances which make it impossible to reach a desired destination for taking a weekly rest without violating Union rules. It is desirable to make it easier for drivers to cope with those circumstances and enable them to reach their destinationregistered residence or another location chosen by the driver for a weekly rest without breaching the requirements on maximum driving times.
Amendment 139 #
2017/0122(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11a) In view of the need to take action with regard to competitiveness among freight undertakings and bus operators providing international transport services, and to ensure the protection of the staff employed by those undertakings or operators, an identical value-added tax (VAT) rate needs to be adopted for all Member States.
Amendment 141 #
2017/0122(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11a) The need for a level playing field among companies in international road transport makes it necessary to shorten the transitional period for the installation of the smart tachograph in registered vehicles. The smart tachograph will contribute to simplified controls and thus facilitate the work of national authorities.
Amendment 143 #
2017/0122(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11a) In order to guarantee effective enforcement when carrying out roadside checks, the competent authorities should be able to observe whether the rules regarding driving and rest time periods have been complied with on the day of the check and over the preceding 56 days.
Amendment 148 #
2017/0122(COD)
Proposal for a regulation
Recital 11 b (new)
Recital 11 b (new)
(11b) In order to improve road safety and the working conditions of drivers, the scope of Regulation (EC) No 561/2006 should include the use of vehicles for the transport of goods with a permissible mass of less than 3,5 tonnes.
Amendment 150 #
2017/0122(COD)
Proposal for a regulation
Recital 11 c (new)
Recital 11 c (new)
(11c) Nowadays the transport sector is facing a severe drivers’ shortage, also due to the lack of interest shown by younger generations towards the driver’s profession. The European Union and its Member States should promote professional courses for young graduates in collaboration with schools and transport companies to bring young people closer to this sector.
Amendment 152 #
2017/0122(COD)
Proposal for a regulation
Recital 11 d (new)
Recital 11 d (new)
(11d) Technology is progressing rapidly with increasing levels of sophistication of autonomous driving systems and consequently new operational opportunities such as truck platooning and the legislation should promote these developments. Knowledge gained from future tests and trials will be essential to further clarify how legislation should be adapted to allow innovative changes. In the meantime the legislative framework should not act as a barrier to the EU pioneering new innovative technologies and practices, whereas the intention of this legislation to guarantee road safety, a level-playing field and proper working conditions must be upheld.
Amendment 154 #
2017/0122(COD)
Proposal for a regulation
Recital 11 e (new)
Recital 11 e (new)
(11e) In order to improve the market for the carriage by road of passengers, it is necessary to adopt measures to ban entry charge for the circulation and stop of tourist coaches in the European cities. A Member State should provide equivalent measures for the carriage by road of passengers undertaken wholly within its territory.
Amendment 156 #
2017/0122(COD)
Proposal for a regulation
Recital 11 f (new)
Recital 11 f (new)
(11f) The remote communication function of the digital tachograph operates on the 5.8 GHz frequency band that is not adequately protected against radio interference. The digital tachograph should be recognised as a short-range device. Steps should be taken to further improve the protection of the remote communication function of the digital tachograph.
Amendment 163 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point -1 (new)
Article 1 – paragraph 1 – point -1 (new)
Regulation (EC) No 561/2006
Article 3 – paragraph 1 – point a a
Article 3 – paragraph 1 – point a a
-1 In Article 3, point a a is replaced as follows: "(aa) vehicles or combinations of vehicles with a maximum permissible mass not exceeding 7,526 tonnes used for carrying materials, equipment or machinery for the driver’s use in the course of his work, and which are used only within a 100 km radius from the base of the undertaking and on the condition that driving the vehicle does not constitute the driver’s main activity; " Or. en ((http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32014R0165))
Amendment 171 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 d (new)
Article 1 – paragraph 1 – point 2 d (new)
Regulation (EC) 561/2006
Article 3 point a a b (new)
Article 3 point a a b (new)
(2d) In Article 3, point aab is added: (aab) vehicles or combinations of vehicles with a maximum permissible mass not exceeding 44 tonnes used for carrying materials, equipment or machinery for the driver’s use in the course of his work, and which are used only within a 50 km radius from the base of the undertaking and on the condition that driving the vehicle does not constitute the driver’s main activity;
Amendment 175 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EC) No 561/2006
Article 3 – paragraph 1 – point h
Article 3 – paragraph 1 – point h
(h) vehicles or combinations of vehicles used for the non-commercial carriage of goodswith a maximum permissible mass not exceeding 3,5 tonnes used for the non-commercial carriage of goods within a radius of 100 kilometres from the base of the undertaking;
Amendment 180 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 a (new)
Article 1 – paragraph 1 – point 1 a (new)
Regulation (EC) No 561/2006
Article 4 – paragraph 1 – point g
Article 4 – paragraph 1 – point g
(1a) In Article 4, point g is replaced as follows: "(g) ‘daily rest period’ means the daily period during which a driver may freely dispose of his time and covers a ‘regular daily rest period’ and a ‘reduced daily rest period’:— – ‘regular daily rest period’ means any period of rest of at least 11 hours. Alternatively, this regular daily rest period may be taken in two periods, the first of which must be an uninterrupted period of at least 3 hours and the second an uninterrupted period of at least nine hours,–‘reduced. Alternatively, only for the carriage by road of passengers, this regular daily rest period’ means any period of rest of at least nine hours but less than 11 hours; (http://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:32006R0561&rid=1)ay be taken in three periods: the first one must be an uninterrupted period of a least 1 hour, the second an uninterrupted period of at least 2 hours and the third an uninterrupted period of at least 9 hours. As an alternative, the first must be an uninterrupted period of a least 2hours, the second an uninterrupted period of at least 1 hour and the third an uninterrupted period of at least 9 hours. – ‘reduced daily rest period’ means any period of rest of at least nine hours but less than 11 hours;" Or. en
Amendment 234 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EC) 561/2006
Article 7 – paragraph 3 a (new)
Article 7 – paragraph 3 a (new)
(4a) In Article 7, the following new paragraph is added: (3a) "With application restricted only to the carriage of passengers, the driver may choose to take a break of at least 30 minutes followed by a break of at least 15 minutes or as an alternative the driver may choose to take three breaks of 15 minutes each distributed over the period in such a way as to comply with the provisions of the first paragraph."
Amendment 238 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point -a (new)
Article 1 – paragraph 1 – point 5 – point -a (new)
Regulation (EC) No 561/2004
Article 8 – paragraph 4
Article 8 – paragraph 4
-a In article 8, paragraph 4 is replaced by the following: "4. A driver may have at most three reduced daily rest periods between any two weekly rest periods. With application restricted only to the carriage of passengers, the driver may have maximum four reduced daily rest periods between two weekly rest periods." Or. en (http://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32006R0561&from=EN)
Amendment 248 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point a
Article 1 – paragraph 1 – point 5 – point a
Regulation (EC) 561/2006
Article 8 – paragraph 6 – introductory part
Article 8 – paragraph 6 – introductory part
In any fourtwo consecutive weeks a driver shall take at least:
Amendment 252 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point a
Article 1 – paragraph 1 – point 5 – point a
Regulation (EC) No 561/2006
Article 8– paragraph 6 – point a
Article 8– paragraph 6 – point a
(a) fourtwo regular weekly rest periods, or
Amendment 260 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point a
Article 1 – paragraph 1 – point 5 – point a
Regulation (EC) 561/2006
Article 8 – paragraph 6 – point b
Article 8 – paragraph 6 – point b
(b) twoone regular weekly rest periods of at least 45 hours and twoone reduced weekly rest periods of at least 24 hours. .
Amendment 308 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point b
Article 1 – paragraph 1 – point 5 – point b
Regulation (EC) No 561/2006
Article 8 – paragraph 7
Article 8 – paragraph 7
7. Any rest period taken as compensation for a reduced weekly rest period shall immediately precede or follow a regular weeklybe attached to another rest period of at least 45nine hours.;
Amendment 357 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c
Article 1 – paragraph 1 – point 5 – point c
Regulation (EC) No 561/2006
Article 8 – paragraph 8 b
Article 8 – paragraph 8 b
8b. A transport undertaking shall organise the work of drivers in such a way that the drivers are able to spend at least one regular weekly rest period or a weekly rest of more than 45 hours taken in compensation for reduced weekly rest at hometheir registered residence or at another location chosen by the driver within each period of three consecutive weeks.;
Amendment 417 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 a (new)
Article 1 – paragraph 1 – point 7 a (new)
Regulation (EC) 561/2006
Article 13 – paragraph 1 – point p a (new)
Article 13 – paragraph 1 – point p a (new)
(7 a) In Article 13, paragraph 1 the following point q (new) is added: "(pa) vehicles used for carrying ready- mixed concrete to construction sites;"
Amendment 419 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 b (new)
Article 1 – paragraph 1 – point 7 b (new)
Regulation (EC) No 561/2006
Article 13 – paragraph 1 – point p a (new)
Article 13 – paragraph 1 – point p a (new)
(7 b) In Article 13 paragraph 1, the point p a (new) is added: (pa) vehicle used for the delivery of off- grid heating fuels operating within a radius of 100km.
Amendment 435 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 12 a (new)
Article 1 – paragraph 1 – point 12 a (new)
Regulation (EC) 561/2006
Annex (new)
Annex (new)
(12 a) The following Annex is added: ANNEX "Minimum requirements for the parking areas Part A: Service facilities (1) Toilets with water taps in, clean and working condition: - 75 places at least two toilets; - 125 places at least four toilets; - over 125 places at least six toilets. (2) Showers clean and in working condition: - 75 places at least two shower blocks; - 125 places at least four shower blocks; - over 125 places at least six shower blocks. (3) Adequate access to drinking water; (4) Suitable cooking facilities; (5) Waste bins available in adequate amount and capacity; (6) Picnic tables with benches or alternatives available in reasonable amount; (7) Dedicated Wi-Fi service; (8) Cashless reservation, payment and invoice system; (9) Indication system of slot availability both at the location and online; (10) Dedicated areas for ice-trucks. Part B: Security features (1) A continuous separation of the parking area and its surroundings, such as fences or alternative barriers; (2) Lighted driving and pedestrian lanes at all times; (3) Pedestrian safety in the dedicated parking areas; (4) Parking area surveillance through appropriate and proportionate security checks; (5) Clearly indicated phone number(s) of emergency services.";
Amendment 449 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point -1 a (new)
Article 2 – paragraph 1 – point -1 a (new)
Regulation (EU) No 165/2014
Article 3 – paragraph 4
Article 3 – paragraph 4
Amendment 451 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point -1 b (new)
Article 2 – paragraph 1 – point -1 b (new)
Regulation (EU) No 165/2014
Article 3 – paragraph 4
Article 3 – paragraph 4
Amendment 454 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point -1 (new)
Article 2 – paragraph 1 – point -1 (new)
Regulation (EU) No 165/2014
Article 4 – paragraph 2 – indent 6 a (new)
Article 4 – paragraph 2 – indent 6 a (new)
(-1) In Article 4, paragraph 2, the following indent is added: - operate free of radio interference.
Amendment 455 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1
Article 2 – paragraph 1 – point 1
Regulation (EU) No 165/2014
Article 8 – paragraph 1 – indent 2
Article 8 – paragraph 1 – indent 2
Amendment 463 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1 c (new)
Article 2 – paragraph 1 – point 1 c (new)
Regulation (EU) No 165/2014
Article 9 – paragraph 2
Article 9 – paragraph 2
Amendment 473 #
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 suitable stopping place. 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..deleted
Amendment 164 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point -a (new)
Article 1 – paragraph 1 – point 3 – point -a (new)
Directive 2006/22/EC
Article 2 – paragraph 1 – subparagraph 1
Article 2 – paragraph 1 – subparagraph 1
-a In Article 2 (1), the first subparagraph is replaced by the following: Member States shall organise a system of appropriate and regular checks on correct and consistent implementation, as referred to in Article 1, both at the roadside and at premises of undertakings of all transport categories. Member States shall organise roadside checks of the implementation of Directive 2002/15 /EC only once the technology to enable those checks to be effective has been introduced.
Amendment 282 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 2 – subparagraph 1
Article 2 – paragraph 2 – subparagraph 1
Member States shall notalways 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) of that Directive, when performing international carriage operations as defined by Regulations 1072/2009 and 1073/2009 even where the period of posting to their territory to perform these operations is shorter than or equal to 3 days during a period of one calendar monthequal to a single day.
Amendment 47 #
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 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, the Member States concerned and the 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.
Amendment 59 #
2017/0116(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Where the investigation conducted by the Commission concerns operations covered by an air transport or air services agreement with a third country to which the Union is not a party, it should be ensured that the Commission acts in full knowledge of any proceedings intended or conducted by the Member State concerned under such agreement and pertaining to the situation subject to the Commission’s investigation, having verified that bilateral proceedings have been exhausted and have not led to a positive solution to the problems identified. Member States should therefore be obliged to keep the Commission informed accordingly.
Amendment 85 #
2017/0116(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) Since the objective of this Regulation, namely the efficient protection, equal for all Union carriers and based on uniform criteria and procedures, against violation of applicable international obligations and against injury or threat of injury to one or more Union air carriers caused by practices affecting competition, adopted by third countries or third country entities cannot be sufficiently achieved by the Member States, but can rather be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on the European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives. This Regulation does not either aim to impose any standards on third country air carriers, for instance with regards to subsidies by introducing more restrictive obligations than those applying to Union carriers.
Amendment 89 #
2017/0116(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation lays down rules on the conduct of investigations by the Commission and on the adoption of redressive measures by the Council, relating to violation of applicable international obligations and to practices affecting competition between Union air carriers and other air carriers and causing or threatening to cause injury toinjury to Union air carriers, in addition to negatively impacting the Union's air carriersonnectivity.
Amendment 100 #
2017/0116(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point d
Article 2 – paragraph 1 – point d
(d) 'interested party' means any natural or legal person or any official body, whether or not having its own legal personality, that is likely to have a significant interest in the result of proceedings, including but not limited to air carriers, airport managing bodies, users of the air services concerned and aircraft and parts manufacturers;
Amendment 118 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 1 – introductory part
Article 3 – paragraph 1 – introductory part
1. An investigation shall be initiated following a written complaint submitted by a Member State, a Union air carrier or an association of Union air carriers in accordance with paragraph 2, or on the Commission's own initiative, if there is prima facie evidencereasonable and fact-based indication of either of the following:
Amendment 130 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point b – point iii a (new)
Article 3 – paragraph 1 – point b – point iii a (new)
(iiia) the negative impact on air connectivity of a particular region, of a Member State or a group of Member States, or of the European Common Aviation Area;
Amendment 133 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 2
Article 3 – paragraph 2
2. A complaint shall include prima facie evidencereasonable and fact-based indication of one of the cases referred to in paragraph 1.
Amendment 136 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 3
Article 3 – paragraph 3
3. The Commission shall, as far as possible, examine the accuracy and adequacy of the elements provided in the complaint or at the disposal of the Commission, in order to determine whether there is sufficient evidence to justify the initiation of an investigation in accordance with paragraph 1.
Amendment 147 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 4 a (new)
Article 3 – paragraph 4 a (new)
4 a. The decision not to initiate an investigation in accordance with paragraph 4 shall be accompanied by a statement of reasons thereof and shall be published in the Official Journal of the European Union. The Commission shall further justify its decision before the competent committees of the European Parliament.
Amendment 156 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 6
Article 3 – paragraph 6
6. The Commission shall decide on the initiation of an investigation in accordance with paragraph 1 within 63 months of the lodging of the complaint.
Amendment 160 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 7 – point b
Article 3 – paragraph 7 – point b
(b) publish a notice in the Official Journal of the European Union; the notice shall announce the initiation of the investigation, indicate the scope of the investigation, the applicable international obligations that are allegedly violated or the third country or third country entity who has allegedly been engaged in practices affecting competition and the alleged injury or threat of injury, the Union air carrier(s) concerned and state the period within which interested parties may make themselves known, present their views in writing, submit information or may apply to be heard by the Commission. This period shall not be shorter than 30 days.
Amendment 165 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 7 – point d a (new)
Article 3 – paragraph 7 – point d a (new)
(d a) give a statement in front of the competent committees of the European Parliament.
Amendment 199 #
2017/0116(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. The proceedinginvestigations shall be concluded within twoone years. That period may be prolonged in duly justified cases.
Amendment 214 #
2017/0116(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. In case of urgency, such as in situations where there is a risk of immediate and irreversible injury to Union air carrier(s), the proceedings may be shortened to one yearsix months.
Amendment 266 #
2017/0116(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1
Article 13 – paragraph 1 – subparagraph 1
Without prejudice to Article 12(1) and except in the case referred to in point (b) of Article 12(2) the Commission shall, by means of implementing acts, adopt redressive measures if the investigation conducted under Article 4 determines that a practice affecting competition, adopted by a third country or a third country entity, has caused injury or threat of injury to the Union air carrier(s) concerned.
Amendment 29 #
2017/0111(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) Information on a vehicle’s performance in terms of CO2 emissions and fuel consumption should be made publicly available to enable all vehicle operators to take well-informed purchasing decisions. All vehicle manufacturers will be able to compare their vehicles’ performance with those of other makes. This will increase the incentives for innovation and therefore increase competitiveness. That information will also provide policy makers at Union and Member State level with a sound basis for developing policies to promote the uptake of more energy-efficient vehicles. It is therefore appropriate that the CO2 emissions and fuel consumption values determined for each new heavy-duty vehicle pursuant to Commission Regulation (EU) […/…]15 [Opoce to include correct reference] are monitored, reported to the Commission and made immediately available to the public. __________________ 15 Commission Regulation (EU) […/…] implementing Regulation (EU) No 595/2009 of the European Parliament and of the Council as regards the determination of CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (OJ L…,..,..).
Amendment 40 #
2017/0111(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Technical data essential for determining the CO2 emissions and fuel consumption performance of a vehicle should be publicly available to increase the transparency of the vehicle specifications and the related performance, and to foster competition among manufacturers. Only data that are sensitive on the grounds of personal data protection and fair competition should not be published and should only be considered where necessary. However, it is clearly in the public interest that technical data essential for determining the performance of vehicles is available. Such data should therefore not be exempt from public access.
Amendment 45 #
2017/0111(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) It is important to ensure that the data monitored and reported is robust and reliable. The Commission should therefore have the means to verify and, where necessary, correct the final data. Parameters allowing the data to be adequately traced and verified should therefore also be provided for in the monitoring requirements while always taking due account of privacy legislation.
Amendment 104 #
2017/0043(COD)
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21a) In order to enable the industry to cope with the fishing effort reduction measures and the consequent reduction in income for businesses and for seafarers, there should be arrangements for priority access to appropriate support from the European Fund for Maritime Affairs and Fisheries (EMFF) in accordance with Regulation (EU) No 508/2014 of the European Parliament and of the Council.
Amendment 108 #
2017/0043(COD)
(21b) It is therefore desirable, on the one hand, to grant derogations from the time limits for temporary cessation measures as referred to in Article 33 of Regulation (EU) No 508/2014, extending it only to the vessels involved in the present multiannual plan and, on the other hand, to allow reopening and access by the same vessels to the permanent cessation measure set out in Article 34 of Regulation (EU) No 508/2014.
Amendment 143 #
2017/0043(COD)
Proposal for a regulation
Article 3 – paragraph 2 a (new)
Article 3 – paragraph 2 a (new)
2a. The multiannual plan shall take into account socio-economic aspects in accordance with Article 2(5) of Regulation (EU) No 1380/2013.
Amendment 171 #
2017/0043(COD)
Proposal for a regulation
Article 4 a (new)
Article 4 a (new)
Amendment 179 #
2017/0043(COD)
Proposal for a regulation
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
1a. Three years after the application of the management measures referred to in Article 4a, scientific research shall verify the effectiveness of the measures taken, particularly on the stocks to which this Regulation applies and on the fisheries exploiting those stocks.
Amendment 224 #
2017/0043(COD)
Proposal for a regulation
Article 13 a (new)
Article 13 a (new)
Article 13a Socio-economic accompanying measures 1. Priority shall be awarded, in the implementation of actions provided for in Article 30 of the European Fund for Maritime Affairs and Fisheries (EMFF) referred to in Regulation (EU) No 508/2014, to fishermen affected by the implementation of the measures contained in this multiannual plan. 2. Vessels subject to the spatial and temporal closures laid down in this Regulation may benefit from support from the European Fund for Maritime Affairs and Fisheries Fund (EMFF), as referred to in Article 33 of Regulation (EU) No 508/2014, for a maximum of 90 days, until 31 December 2020, even if the limit referred to in Article 33, paragraph 2 has been exceeded. 3. Until 31 December 2020, the vessels concerned by the measures to reduce the fishing effort referred to in this Regulation may be eligible for support for permanent cessation as referred to in Article 34 of Regulation (EU) No 508/2014.
Amendment 19 #
2017/0017(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) In order to achieve the objectives set by the Paris Agreement and a 40% reduction in greenhouse gases (GHG) by 2030, it is necessary to implement in full the Single European Sky provisions, agreement on this being hampered by certain Member States, which would make it possible to avoid airspace fragmentation and optimise traffic flows, thereby cutting emissions.
Amendment 23 #
2017/0017(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) In order to achieve the objectives set by the Paris Agreement and a 40% reduction in greenhouse gases (GHG) by 2030, it is necessary to implement in full the Single European Sky provisions, which would make it possible to avoid airspace fragmentation and optimise traffic flows, thereby cutting emissions.
Amendment 47 #
2017/0017(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b – point i
Article 1 – paragraph 1 – point 1 – point b – point i
Directive 2003/87/EC
Article 28a – paragraph 2 – subparagraph 1
Article 28a – paragraph 2 – subparagraph 1
From 1 January 2017, by way of derogation from Articles 3d to 3f and until amendments subsequent to the review referred to in Article 28b have entered into force, aircraft operators shall be issued, each year, the number of allowances that corresponds to the year 2016. From 2021 onwards that number of allowances shall be subject to the application of the linear factor in Article 9.
Amendment 52 #
2017/0017(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b – point i
Article 1 – paragraph 1 – point 1 – point b – point i
Directive 2003/87 CE
Article 28 a – paragraph 2 – subparagraph 1
Article 28 a – paragraph 2 – subparagraph 1
From 1 January 2017, by way of derogation from Articles 3d to 3f and until amendments subsequent to the review referred to in Article 28b have entered into force, aircraft operators shall be issued, each year, the number of allowances that corresponds to the year 2016. From 2021 onwards that number of allowances shall be subject to the application of the linear factor in Article 9.
Amendment 57 #
2017/0017(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 2003/87/EC
Article 28b – paragraph 2
Article 28b – paragraph 2
2. The report should consider ways for those ICAO instruments to be implemented in Union law through a revision of this Directive. The report shall also consider the rules applicable in respect of flights within the European Economic Area (EEA) as appropriate as well as the possible application of the linear reduction factor to the number of allowances allocated to aircraft operators.
Amendment 58 #
2017/0017(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 2003/87/EC
Article 28 b – paragraph 1
Article 28 b – paragraph 1
1. The Commission shall report to the European Parliament and the Council on the relevant ICAO standards or other legal instruments as well as on domestic measures taken by third countries to implement the global market-based measure to be applied to emissions from 2021, and on other relevant international developments as well as the possible application of the linear reduction factor to the number of allowances allocated to aircraft operators.
Amendment 22 #
2017/0015(COD)
Proposal for a directive
Recital 6
Recital 6
(6) Taking into account developments in training and education, and in order to enhance the contribution of Directive 2003/59/EC to road safety and the relevance of training for drivers, subjects relating to road safety, such as hazard perception, the protection of vulnerable road users, and fuel-efficient driving should be strengthened in the training courses. The courses should also cover new road transport technologies such as connected-vehicle driving.
Amendment 25 #
2017/0015(COD)
Proposal for a directive
Recital 6 a (new)
Recital 6 a (new)
(6a) In order to reduce greenhouse gas emissions and encourage the use of new technologies and new types of alternative powertrains, calculation of the weight of the alternative powertrain should be separated from the total calculation of the mass of the vehicle.
Amendment 35 #
2017/0015(COD)
Proposal for a directive
Recital 8
Recital 8
(8) To ensure consistency between the different forms of training required under Union law, Member States should be provided with the possibility to combine different types of relevant training, such as training on the transport of dangerous goods, on disability awareness or on live animal transport, with the training provided for in Directive 2003/59/EC.
Amendment 36 #
2017/0015(COD)
Proposal for a directive
Recital 9
Recital 9
(9) To prevent differing practices between Member States from impeding mutual recognition and restricting the right of drivers to undergo the periodic training in the Member State where they work, Member State authorities should be required to issue the relevant document, using standard models, that will ensure mutual recognition for every driver who fulfils the requirements of Directive 2003/59/EC.
Amendment 49 #
2017/0015(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b a (new)
Article 1 – paragraph 1 – point 2 – point b a (new)
Directive 2003/59/EC
Article 2 – point g a (new)
Article 2 – point g a (new)
(ba) the following point (ga) is added: (ga) vehicles operating within a radius of 100 kilometres of their base, provided that driving the vehicle is not the driver's principal activity;
Amendment 62 #
2017/0015(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 1 – point b a (new)
Article 2 – paragraph 1 – point 1 – point b a (new)
Directive 2006/126/EC
Article 4 – paragraph 4 – point h
Article 4 – paragraph 4 – point h
(b a) point (h) is amended as follows: " Category D1: motor 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 m; motor vehicles in this category may be combined with a trailer having a maximum authorised mass not exceeding 750 kg; "
Amendment 87 #
2017/0015(COD)
Proposal for a directive
Annex I – paragraph 1 – point 1 – point b – point c
Annex I – paragraph 1 – point 1 – point b – point c
Directive 2003/59/EC
Annex I – Section 4 – paragraph 2 (new)
Annex I – Section 4 – paragraph 2 (new)
Completed specific training as required under other Union legislation may count as one of the seven hour periods. This includes, but is not restricted to, training required under Directive 2008/68/EC for driving of dangerous goods, training on live animal transport under Regulation (EC) 1/2005, and for the carriage of passengers training on disability awareness under Regulation (EU) 181/2011. ;
Amendment 2 #
2016/2327(INI)
Motion for a resolution
Citation 3 a (new)
Citation 3 a (new)
– having regard to the own initiative report 2015/2005(INI) of the European Parliament adopted 09 September 2015, entitled “Implementation of the 2011 White Paper on transport: taking stock and the way forward towards sustainable mobility”;
Amendment 4 #
2016/2327(INI)
Motion for a resolution
Citation 3 b (new)
Citation 3 b (new)
– having regard to the Opinion of the European Economic and Social Committee of 23 February 2017 on the “Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions - A European Strategy for Low- Emission Mobility” of 20 July 2016,
Amendment 8 #
2016/2327(INI)
Motion for a resolution
Citation 21 a (new)
Citation 21 a (new)
– having regard to Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information;
Amendment 10 #
2016/2327(INI)
Motion for a resolution
Citation 21 b (new)
Citation 21 b (new)
– having regard to the European Parliament Recommendation to Council and Commission following the inquiry into emission measurements in the automotive sector, of 4 April 2017,
Amendment 11 #
2016/2327(INI)
Motion for a resolution
Citation 21 c (new)
Citation 21 c (new)
– having regard to Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (EURO VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC and 2005/78/EC 4a;
Amendment 71 #
2016/2327(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Invites the Commission to present an update of the 2011 White Paper on transport based on the report 2015/2005 (INI) of the European Parliament adopted 09 September 2015 entitled “Implementation of the 2011 White Paper on transport: taking stock and the way forward towards sustainable mobility” which accounts for current and developing challenges in the transport sector, especially digitalisation, automatisation, connectivity, sustainability, social matters and clean energy for transport;
Amendment 74 #
2016/2327(INI)
Motion for a resolution
Paragraph 5 b (new)
Paragraph 5 b (new)
5b. Notes that low-emission mobility not only requires technical solutions but also behavioural change of transport users; Key to enable a majority of citizens to switching to more sustainable modes of transport is an affordable, well-developed and multimodal public transport system that covers urban nodes and connects with rural areas;
Amendment 75 #
2016/2327(INI)
Motion for a resolution
Paragraph 5 c (new)
Paragraph 5 c (new)
5c. Notes that a sustainable transition in transport requires systemic multi- stakeholder action from civil society, consumers, social partners, SMEs, innovative start-ups, global acting major corporations and politicians and official bodies on all levels of government;
Amendment 85 #
2016/2327(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on the Commission to introduce and improve CO2 standards respecting the principle of technology neutrality for all road transport as a matter of urgency; points out that cost-effective vehicle standards probably represent the most effective measure for improving energy efficiency in the EU in the period up to 2030;
Amendment 91 #
2016/2327(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Points out that the completion of the internal transport market would improve resource efficiency and reduce emissions; its completion can however only be reached while also tackling “social dumping” in the transport sector through clear and enforceable rules and their uniform application;
Amendment 95 #
2016/2327(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Calls on the Commission to review the EU approach to aviation connectivity; stresses that one main goal of enhancing connectivity should focus on connecting remote and disadvantaged regions of the Union; underscores that this should be combined with investments in green alternatives such as cross-border (night) trains;
Amendment 125 #
2016/2327(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Welcomes the Commission’s efforts at developing standards for inter- operable electronic tolling systems in the EU and the forthcoming revision of the Eurovignette Directive, which should include distance-based charging and differentiation on the basis of carbon dioxide emissions; calls for the extension of distance-based charging to cover all passenger cars and vans, and for the principle to be extended to urban areas; calls for flexibility in the upcoming revision for distant and sparsely populated areas as well as border regions;
Amendment 134 #
2016/2327(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Welcomes the Commission’s efforts at developing standards for inter- operable electronic tolling systems in the EU and the forthcoming revision of the Eurovignette Directive, which should include distance-based charging and differentiation on the basis of carbon dioxide and other pollutant emissions; calls for the extension of distance-based charging to cover all passenger cars and vans, and for the principle to be extended to urban areas;
Amendment 165 #
2016/2327(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Considers that autonomous vehicles can be an important asset in improving the efficiency of transport; insists, however, thatindividual and commercial transport; to enhance sustainability gains autonomous vehicles should be electriclow- or zero-emission vehicles, shared, and include smart measures to mitigate increasing use;
Amendment 168 #
2016/2327(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Considers that autonomous vehicles can be an important asset in improving the efficiency of transport; insists, however, that autonomous vehicles should be clean, for instance electric, shared, and include smart measures to mitigate increasing use;
Amendment 169 #
2016/2327(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Considers that autonomous and connected vehicles can be an important asset in improving the efficiency of transport; insists, however, that autonomous vehicles should be electric, shared, and include smart measures to mitigate increasing use;
Amendment 180 #
2016/2327(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Supports initiatives on mobility management for achieving more efficient and environmentally friendly intermodal and co-modal transport services and smart mobility, which can be key to promoting the shift from car ownership to mobility as a service and towards public transport;
Amendment 195 #
2016/2327(INI)
Motion for a resolution
Paragraph 13 b (new)
Paragraph 13 b (new)
13b. Asks the Commission to develop a comprehensive political strategy to cope with systemic changes that the paradigm of “mobility as a service” will have on consumers, workforce and industry; especially in the context of an ongoing digitalisation and automatisation of the transport sector;
Amendment 198 #
2016/2327(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Stresses that public transport has a vast potential to reduce traffic volume and its related emissions and calls on the European Commission to foster digitalisation and connectivity of public transport systems in order to remove barriers between transport modes and systems and to incentivise their use;
Amendment 201 #
2016/2327(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Welcomes efforts to ensure comprehensive and interoperable infrastructure for electric vehicle chargingCalls on the Commission to adopt an ambitious mandate for the market uptake of electric vehicles; in this regard calls for a long-term European initiative on next generation batteries as well as for the development of the necessary infrastructure that also encourages social fair and sustainable production standards of low-emission energy and vehicles;
Amendment 215 #
2016/2327(INI)
Motion for a resolution
Paragraph 14 b (new)
Paragraph 14 b (new)
14b. Encourages the Commission to promote further development of infrastructure for other low and zero emissions technologies such as green hydrogen, synthetic fuels or power to gas;
Amendment 221 #
2016/2327(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Considers that an obligation for fuel suppliers to reduce the greenhouse gas (GHG) emissions of energy supplied through renewable electricity, sustainable advanced biofuels or, hydrogen, synthetic fuels, or any other energy form to power transport would be the most effective approach for reducing the climate impact of road transport;
Amendment 248 #
2016/2327(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. asks the Commission to fully use the potential of the Joint Research Centre (JRC) to conduct research in clean energy for transports ;
Amendment 249 #
2016/2327(INI)
Motion for a resolution
Paragraph 17 b (new)
Paragraph 17 b (new)
17b. welcomes the support in Horizon 2020 for Research, Development and Innovation in the matters of clean transports and sustainable energy, and asks for this support to be pursued in the next MFF ;
Amendment 252 #
2016/2327(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Urges the Commission and the Member States to limitencourage the financing of transport initiatives that contribute to climate action, sustainability of transport and/or public health in their future investment policies and tools like the European Fund for Strategic Investments (EFSI), Trans- European Transport network (TEN-T), Connecting Europe Facility (CEF) and Multiannual Financial Framework (MFF) financing to initiatives that contribute to climate action; . Notes that the general objectives of the Connecting Europe Facility are to address missing links, to contribute to projects with a European added value, as well as to support projects with significant societal benefits.
Amendment 299 #
2016/2327(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Calls for the Commission to strengthen the networks of front-runners among cities who prioritize sustainable modes of transport like walking, cycling, public transport, car pooling and sharing in city planning and to share success stories in both GHG emission reductions and clean air strategies;
Amendment 306 #
2016/2327(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Encourages all public entities to incorporate sustainability criteria in public procurement.
Amendment 331 #
2016/2327(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Reiterates its call for a revision of car labelling to improve consumer information and for the public procurement rules to incentivise clean vehicles; stresses that car labelling should be based on a comparative CO2 footprint; that accounts for emissions of the whole lifecycle
Amendment 347 #
2016/2327(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Calls for the Commission to introduce a minimum target for the share of electric vehicles for all manufacturerlow- and zero-emission vehicle registrations among car registrations for all member states of at least 25 % for 2025;
Amendment 369 #
2016/2327(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
25a. considers that the growing use of clean engines for heavy duty vehicles, for instance electric or LNG powered, should be supported and that it requires important and strategic infrastructure investments ;
Amendment 371 #
2016/2327(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
25a. Points out that there are already member state initiatives looking at zero emission road freight and calls on the Commission to develop a European Low Carbon Trucking Strategy;
Amendment 379 #
2016/2327(INI)
Motion for a resolution
Paragraph 25 b (new)
Paragraph 25 b (new)
25b. Calls on the Commission to introduce a 2025 zero-emission target for city buses in its upcoming truck CO2 standards proposal
Amendment 403 #
2016/2327(INI)
Motion for a resolution
Paragraph 27 a (new)
Paragraph 27 a (new)
27a. Calls on the Commission to examine the disadvantages of passenger rail transport (e.g. through taxation, track charging, direct and indirect subsidies) compared to other modes of transport and to establish a level playing field;
Amendment 420 #
2016/2327(INI)
Motion for a resolution
Paragraph 28 a (new)
Paragraph 28 a (new)
28a. Notes the decision by the 39th Session of the ICAO Assembly to develop a global market-based measure (GMBM) scheme for international aviation; Calls on the Commission to present an assessment in a timely manner to verify, among other things, the suitability of the provision of the agreement which provides a carbon neutral growth, to limit the emissions' growing in the aviation sector according to the Paris objectives;
Amendment 434 #
2016/2327(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Considers that the EU should implement the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) through the Union Emissions Trading System (ETS), while allowing for 50 % of the journeys to be excluded, provided that the destination is implementing CORSIA through national measures; proposes that the EU ETS should be retained for flights within the European Economic Area (EEA); but in this respect calls the EC to review the EU ETS for the post-2020 period once there will be more clarity about the implementation of the GMBM
Amendment 440 #
2016/2327(INI)
Motion for a resolution
Paragraph 29 a (new)
Paragraph 29 a (new)
29a. Calls for continued efforts to reduce the fragmentation of the European airspace; and stresses the importance of reinforcing the Single European Sky through the improvement of the performance of air traffic management, including improved trajectory management in order to reduce CO2 emissions
Amendment 445 #
2016/2327(INI)
Motion for a resolution
Paragraph 29 a (new)
Paragraph 29 a (new)
29a. calls for the continuation of financing Clean Sky joint undertaking through Horizon 2020 in the next MFF ;
Amendment 446 #
2016/2327(INI)
Motion for a resolution
Paragraph 29 b (new)
Paragraph 29 b (new)
29b. Stresses the importance of continuing to boost research in this area in order to step up investment in technologies for the development of sustainable aviation – by promoting the design of lighter aircraft, the use of digital and satellite technology to support a more efficient management of flight routes, the production and use of alternative new- generation fuels, especially given that in this sector there are not many alternatives to traditional liquid fuels – including through the development of public-private partnerships; underlines, in this regard, the key role played by research programmes such as Clean Sky and SESAR and the need for their mandates to be extended;
Amendment 448 #
2016/2327(INI)
Motion for a resolution
Paragraph 29 c (new)
Paragraph 29 c (new)
29c. Calls for action to be taken regarding short-haul flights, especially those using obsolete technology which is therefore responsible for high emissions; calls, wherever possible and convenient from an environmental perspective, for more sustainable means of transport to be promoted and for multimodal transport to be encouraged;
Amendment 1 #
2016/2325(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Acknowledges the role played by space technologies in making terrestrial, maritime, aerial and space transport smarter, safer, more secure, sustainable and integrated; welcomes the Commission’s communication and believes it can contribute to new transport needs of seamless connectivity, more robust positioning and interoperability;
Amendment 21 #
2016/2325(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Notes that the EU’s transport sector, particularly in traffic management, tracking systems and satellite-based observation, depends on space technology and its ability to accurately determine a position at any moment; considers that the strategy should lead to independent and secure access to space services and data and non-dependence on third countries, while promoting domestically built space technology on the global market, with the exception of the satellite surveillance sector;
Amendment 31 #
2016/2325(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission for a fast implementation of the space strategy to allow the transport sector to benefit immediately from improved maritime surveillance, multimodality, passenger experience and parcel delivery; believes that GALILEO, EGNOS and Copernicus can greatly contribute to the proper enforcement of EU transport legislation;
Amendment 35 #
2016/2325(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Calls on the Commission to continue and extend the Galileo program to ensure the continuous delivery of precise navigation and timing; emphasizes the need to integrate Galileo into all transport modes (air, road, rail, maritime and inland waterways) and ensure the full compatibility with European devices; highlights the importance of Galileo Public Regulated Services (PRS) to support EU Member State government authorities with public safety and emergency services;
Amendment 36 #
2016/2325(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Takes the view that a well implemented space strategy will facilitate the development and increasing use of autonomous and driverless vehicles that are able to relieve growing traffic congestion and reduce road accidents;
Amendment 38 #
2016/2325(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4 b. Emphasizes that the accuracy and integrity provided by EGNOS is essential for air, maritime, rail and road navigation; reiterates that EGNOS should be enlarged to achieve at least full-EU coverage; calls on the Commission to ensure that EGNOS is implemented at all European airports.
Amendment 39 #
2016/2325(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Hopes that the space strategy will improve road safety and further implement on-board eCall systems, enabling vehicles in difficulty to be more easily identified via satellite;
Amendment 40 #
2016/2325(INI)
Draft opinion
Paragraph 4 c (new)
Paragraph 4 c (new)
4 c. Urges that the Commission implements space-based flight tracking services to permanently and reliably monitor the location of aircrafts and their trajectory part of air traffic management.
Amendment 41 #
2016/2325(INI)
Draft opinion
Paragraph 4 d (new)
Paragraph 4 d (new)
4 d. Calls on the Commission to continue and extend the Copernicus infrastructure to ensure the continuous delivery of earth observation services; stresses the importance of the Copernicus program for transport and passenger safety, particularly in the field of ship routing services, the development of urban transport networks and the monitoring of air pollution.
Amendment 42 #
2016/2325(INI)
Draft opinion
Paragraph 4 e (new)
Paragraph 4 e (new)
4 e. Supports the proposal of the Commission to aggregate the demand of European institutional customers to ensure an independent, cost effective and reliable access to space; strongly suggests that the Commission becomes a prime institutional customer of the European launcher' sector and investigates means to support European launch infrastructure to ensure that EU space sector can meet the competition from other global actors
Amendment 43 #
2016/2325(INI)
Draft opinion
Paragraph 4 f (new)
Paragraph 4 f (new)
4 f. Supports the Commission's Govsatcom initiative to ensure reliable, secured and cost-effective satellite communication services for European and Member State institutions and infrastructures; emphasises its importance for transport, in particular arctic maritime transportation, air traffic management and the control and command of unmanned flying vehicles.
Amendment 5 #
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 transport services and the wide use of innovative means of transport for people and goods, such as increasingly connected and autonomous vehicles or dronestourist industry;
Amendment 6 #
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 transport and tourism services and the wide use of innovative means of transport for people and goods, such as increasingly connected and autonomous vehicles or drones; notes that 5G networks could also contribute to develop new entertainment models, hence diversify the EU tourism offer making it more attractive;
Amendment 9 #
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 sector; in this regard, recalls the need to raise further public awareness of the benefits of internet use for passengers and for businesses, as it enhances economic and social opportunities, while fostering inclusion and creating opportunities for less developed areas of the EU; underlines that effective use of the potential of very high-capacity internet networks is key to the process of digitisation of transport services and the wide use of innovative means of transport for people and goods, such as increasingly connected and autonomous vehicles or drones; notes that 5G will enable new high-quality services and will improve passengers' experience for increasingly sophisticated and demanding digital users, such as those who are using online platforms in relation to transport and tourism services;
Amendment 16 #
2016/2305(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Emphasises the importance of ensuring access to the 5G network so that widespread use of innovative instruments may be promoted both in the transport sector, e.g. drones or connected and autonomous vehicles, and the tourism sector, e.g. virtual reality and augmented reality;
Amendment 17 #
2016/2305(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Notes that deployment of high- capacity 5G networks may prove decisive in addressing isolation and depopulation in rural and remote areas, facilitating accessibility and connectivity in more outlying areas;
Amendment 19 #
2016/2305(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. UStresses that this initiative is part of the three strategic objectives of connectivity that the European Commission has set to be reached by 2025; underlines though 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 helpcalls for more funding for the deployment of an ambitious and coherent 5G financing strategy, by fiull existing gaps y utilising the level of development of network infrastructure, and even out differences in the availability of high-capacity internet connections in border and outlying areas, as well as in non-urban areaspotential and synergies of existing funds to encourage new investments; welcomes the Connecting Europe Broadband Fund, and calls the European Commission to ensure, maintain and develop further the financing for the 5G Action Plan within the horizon of the next MFF 2020-2027;
Amendment 25 #
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 areas, as well as in non-urban areas; encourages a view that any obstacles in the supply of services, both at the national and the European level, be properly acknowledged; stresses the importance of fair-licensing and of accessibility to high-speed internet networks, which are to be achieved by binding all available providers to open communication and fair competitive practices;
Amendment 27 #
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 areas, as well as in non-urban areas; emphasizes the need to find incentives not just for the supply side, but also for the demand side to increase citizens' interest in transport & tourism services over 5G and fostering take-up;
Amendment 33 #
2016/2305(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. invites the Commission to evaluate a planned introduction of new technologies, which are kept away from the market until older ones have run their course;
Amendment 48 #
2016/2305(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Notes the benefits of combining projects and plans to build new network infrastructure in the 5G standard with the already planned construction and modernisation of road and rail routes within the EU; agrees that such rational combining of construction works will help to save resources and speed up the building of the necessary high-speed infrastructure; notes the potential of development of more specified infrastructure services in EU cities (smart traffic with real time information, parking, toll systems);
Amendment 49 #
2016/2305(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Notes the benefits of combining projects and plans to build new network infrastructure in the 5G standard with the already planned construction and modernisation of road and rail routes within the EU; agrees that such rational combining of construction works will help to save resources and speed up the building of the necessary high-speed infrastructure; calls on operators to invest more in infrastructure to improve connectivity and extend 5G coverage in all EU areas - urban, peripheral and rural;
Amendment 53 #
2016/2305(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Notes that once networked, vehicles are consistently safer (fewer accidents), greener (less emissions) and contribute to more predictable travel patterns; therefore supports the idea of introducing an EU-wide target, for all vehicles available on the EU market, to become 5G enabled and to feature on- board ITS equipment; strongly supports the goal of 5G enabling base-station networked ambulances and other emergency vehicles (police cars, fire engines) for ongoing and uninterrupted coverage during interventions;
Amendment 61 #
2016/2305(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Strongly supports efforts towards ensuring access to the 5G network in public transport facilities and vehicles, in transport hubs and on all major transport routes by 2025; notes the important role of internet technology for the development of multimodal, user-friendly and safe infrastructure and transport services; calls on the Commission and the Member States to come up with initiatives, such as the WiFi4EU programme, to incentivize all passengers to use the new technologies, irrespective of their socioeconomic background or their age, in an effort to eliminate any digital divide between people and/or generations;
Amendment 63 #
2016/2305(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Strongly supports efforts towards ensuring access to the 5G network in public transport facilities and vehicles, in transport hubs and on all major transport routes by 2025; notes the important role of internet technology not just for the development of multimodal, user-friendly and safe infrastructure and transport services, but also for the development of on-board e-call technology;
Amendment 29 #
2016/2276(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
C a. whereas Union policies and legislation in the field of online platforms should foster new opportunities for citizens and businesses, in particular SMEs and start-ups;
Amendment 58 #
2016/2276(INI)
Motion for a resolution
Recital F h (new)
Recital F h (new)
F h. whereas there is a necessity of a coherent EU approach to tackle the risk of fragmentation of the Digital Single Market since some Member States are already introducing specific measures to counter unfair trading practices;
Amendment 69 #
2016/2276(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Reminds that the backbone of a competitive and inclusive Digital Single Market is an affordable access to high quality broadband infrastructure for all;
Amendment 139 #
2016/2276(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Highlights in this context the need to create a favourable climate for promoting investment in high-speed broadband network infrastructure and fostering the deployment of 5G as instruments for convergence, ensuring a robust digital infrastructural backbone for Europe's companies;
Amendment 176 #
2016/2276(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15 a. Underlines the importance, for the fast-growing of this sector, of access to risk capital and calls on the Commission to promote initiatives on this direction;
Amendment 179 #
2016/2276(INI)
Motion for a resolution
Paragraph 15 b (new)
Paragraph 15 b (new)
15 b. Calls on the Commission and Member States to make full use of existing financing instruments to promote initiatives to ease access to financing, especially for start-ups, small and medium enterprises and businesses in the economy throughout the EU, through different channels: banking, risk capital, public funds, crowd-funding;
Amendment 181 #
2016/2276(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Notes that some online platforms arealise fundamental to the development of the collaborative economy; welcomes the Commission communication on the collaborative economy, which supports the development of new business models; stresses that these new business models offerand emphasises that it should represent a first step towards a more comprehensive EU strategy in this area; stresses that the communication supports the development of new 'collaborative' business models which offer citizens and consumers new services and, greater choice for consumers as well as provide flexibility for employe, lower prices and many business and job opportunities;
Amendment 213 #
2016/2276(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Notes that certain stakeholders are dissatisfied with the current rules on liability and welcomes the Commission’s undertaking to publish guidelines on intermediary liability, in an effort to encourage responsible behaviour and increase user trust; calls on the Commission to draw attention to the differences between the online and offline world and to create a level playing field for comparable services online and offline, and urges it to assess the need for new rules on active intermediaries which address issues relating to requirements on the provision of information and transparency, due diligence standards, non-compliance and liability;
Amendment 335 #
2016/2276(INI)
Motion for a resolution
Paragraph 29 a (new)
Paragraph 29 a (new)
29 a. Points out the crucial importance of clarifying methods by which decisions based on algorithms are taken; therefore, asks the Commission and the European Supervisory Authorities to examine potential for errors and biases in the use of algorithms thus verifying the potential harm to privacy and preventing any kind of discrimination caused by the use of these data by the online platforms;
Amendment 338 #
2016/2276(INI)
Motion for a resolution
Paragraph 29 b (new)
Paragraph 29 b (new)
29 b. Underlines the importance to ensure the data portability for all users, in particular for workers of the online platforms, and to guarantee the transferability and accumulation of their ratings and reviews across different online platforms, in respect of EU rules already in place on data protection and the privacy of other parties involved;
Amendment 389 #
2016/2276(INI)
Motion for a resolution
Paragraph 36 b (new)
Paragraph 36 b (new)
36 b. Urges the Commission and Member States to consider mechanisms for users' reputations within platforms to be transferred, accompanying users to other competing or complementary platforms, so as to avoid the creation in this connection of barriers to exit or transfer between platforms;
Amendment 445 #
2016/2276(INI)
Motion for a resolution
Paragraph 43 b (new)
Paragraph 43 b (new)
43 b. Underlines the importance to prevent the creation of monopolies in platform economy, which are non- transparent and resulting in an asymmetrical relationship between platforms, service providers and consumers;
Amendment 446 #
2016/2276(INI)
Motion for a resolution
Paragraph 43 c (new)
Paragraph 43 c (new)
43 c. Encourages the Commission to create a level playing field among online platforms, which highlights the importance of identifying and mitigating market barriers; in particular, stresses the importance to guarantee the free flow of data, data portability and interoperability between the market platforms; considers that these measures would ensure that market participants, whether service providers or consumers, could subject the market platform itself into competition;
Amendment 3 #
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 10 #
2016/2274(INI)
Draft opinion
Paragraph 1 – point b
Paragraph 1 – point b
b. Improving safety by further supporting automation and boosting the efficiency of transport traffic management systems, both at urban level by developing an appropriate information system and at global level, such as the European Rail Traffic Management System (ERTMS) and the new generation European air traffic management system (SESAR);
Amendment 22 #
2016/2274(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Points out that innovation in the transport and tourism sector provides enormous opportunities for EU businesses and insists on the need to develop new standards, where possible with a cross- domain approach, and uphold standardisation in order to ensure the proper implementation of EU initiatives in the field of digitalisation; considers that standards and common specifications is a clear requirement among others for the deployment of connected cars which could interact not only with the road infrastructure but also with other vehicles and devices (VtX model);
Amendment 30 #
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 36 #
2016/2274(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Notes that ICT standardisation will be beneficial for the development of transport and tourism-related services; calls on the Commission to attach greater importance to this development when implementing its priority action plan for ICT standardisation, and to take swift action to promote interoperable solutions, such as the development of integrated and smart ticketing and new mobility concepts such as Mobility-as-a- Service;
Amendment 37 #
2016/2274(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Stresses, however, that growing digitalisation in the distribution of travel tickets means more information readily available to consumers over the Internet, but increasingly in a way that makes it difficult to compare offers; it is therefore necessary to reinforce transparency and neutrality safeguards in distribution, particularly for internet distribution, so that consumers can make informed choices based on reliable information, regarding not only price, but other parameters as well, including quality of service and ancillary offers; this transparency will both promote competition and support the development of multimodal transport;
Amendment 44 #
2016/2274(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Underlines that, due to the international nature of transport and tourism, global competition and involvement of the main global powers in this matter, the development of international standards is indispensable both to ensure interoperability and to broaden market opportunities for the EU industries; calls on the Commission to actively continue promoting the development of European standards at international fora;
Amendment 5 #
2016/2271(INI)
Draft opinion
Recital A
Recital A
A. whereas digitalisation creates new opportunities in the transport and tourism sectors for manufacturers, operators, investors and passengers and is a necessity for the transport and tourism industryies to remain both competitive and operational;
Amendment 7 #
2016/2271(INI)
Draft opinion
Recital A
Recital A
A. whereas digitalisation creates new opportunities in the transport and tourism sectors for manufacturers, operators, investors and passengers and is a necessity for the transportse industryies to remain both competitive and operational;
Amendment 19 #
2016/2271(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes the Commission Communication on Digitising European Industry, but regrets that, as its focus on the transport sector is limited to connected and automated driving, it does not address sufficiently all existing challenges; recalls that, although connected and automated driving is one of the most exciting digital transformations in the sector, there is potential for digitalisation in all modes of transport and tourism, and also throughout the value chain from manufacturers to passengers where results can be expected in the near future;
Amendment 25 #
2016/2271(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Regrets that in the Communication on Digitising European Industry mentions only transport and not tourism, which helps generate around 10% of Europe's GDP;
Amendment 35 #
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 and tourism sectors, 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;
Amendment 43 #
2016/2271(INI)
Draft opinion
Paragraph 3 – point b
Paragraph 3 – point b
(b) improve accessibility and awareness of alternative mobility and transport solutions;
Amendment 62 #
2016/2271(INI)
Draft opinion
Paragraph 3 – point e
Paragraph 3 – point e
(e) facilitate the proper and harmonised enforcement of EU legislation and create regulatory frameworks suitable for real situations that may newly arise from the application of advanced technologies;
Amendment 72 #
2016/2271(INI)
Draft opinion
Paragraph 3 – point g
Paragraph 3 – point g
(g) continue safeguarding passenger rights and social norms;
Amendment 78 #
2016/2271(INI)
Draft opinion
Paragraph 3 – point h
Paragraph 3 – point h
(h) foster the attractiveness of the tourism sector and creative industries;
Amendment 80 #
2016/2271(INI)
Draft opinion
Paragraph 3 – point h a (new)
Paragraph 3 – point h a (new)
(ha) create room for additional job creation;
Amendment 84 #
2016/2271(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Notes that growing digitalisation in the distribution of travel tickets means more information readily available to consumers over the Internet, but increasingly in a way that makes it difficult to compare offers; it is therefore necessary to reinforce transparency and neutrality safeguards in distribution, particularly for internet distribution, so that consumers can make informed choices based on reliable information, regarding not only price, but other parameters as well, including quality of service and ancillary offers; this transparency will both promote competition and support the development of multimodal transport;
Amendment 96 #
2016/2271(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Supports the idea to further develop digital innovation hubs across the EU, where new competence centres and cluster partnerships could be created, among others in the transport and tourism sectors;
Amendment 98 #
2016/2271(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Highlights the need to have a cross-sectorial vision, for instance between electronics, telecoms, transport and tourism;
Amendment 106 #
2016/2271(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Reminds that digitisation is not just a technological issue, but it has wider social, work and economic implications; highlights therefore the need for a massive up-skilling of the workforce at all levels, in the transport and tourism sectors, focusing on new multidisciplinary and digital skills;
Amendment 47 #
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 importantessential tool in the implementation of this project;
Amendment 51 #
2016/2148(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Recalls that funds allocated to financing the 'Connecting Europe' facility were depleted in order to recapitalise the European Fund for Strategic Investments; expresses hope that these funds will be used to finance infrastructurrecalls that transport remains a top priority of the European Fund for Strategic Investments. Draws the attention to the possibility of combining EFSI financial instruments with ESI funds on one projects;.
Amendment 55 #
2016/2148(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Recalls that funds allocated to financing the 'Connecting Europe' facility were heavily depleted in order to recapitalise the European Fund for Strategic Investments; expresses hope that these funds will be used to finance infrastructure projects;
Amendment 12 #
2016/2100(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Hopes, therefore, that the global TEN-T network will be completed;
Amendment 17 #
2016/2100(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Highlights the fact that EU transport legislation is often poorly implemented by Member States; believes that proper implementation of existing EU legislation would bring additional benefits to business and industry;, and would improve the status and social conditions of workers.
Amendment 24 #
2016/2100(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Emphasises that any competition policy should at the same time encourage and respect the social rights of all workers in the concerned sectors.
Amendment 25 #
2016/2100(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Stresses that any competition policy should respect the social rights of all operators in the sectors concerned;
Amendment 34 #
2016/2100(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Stresses the importance of tourism, the third economic activity in Europe after trade and the building sector, to boost competition and growth in the EU;
Amendment 38 #
2016/2100(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Recognises the advances in digital technologies in the transport and tourism sectors, which promote competition, create jobs and facilitate the access of SMEs to larger markets, ultimately benefiting the consumer; at the same time, it calls on the Commission to provide a clear regulatory framework that would allow for further innovation while protecting incumbent players.
Amendment 44 #
2016/2100(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Welcomes the Commission’s intention to negotiate external aviation agreements with several key countries and regions in the world; believes that these will not only improve market access, but will also provide new business opportunities for a world-beating European aviation sector, creating jobs and benefiting consumers; whilst always taking into consideration the social rights if the workers in the sector and working against social dumping in the aviation sector.
Amendment 48 #
2016/2100(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Welcomes the Commission’s intention to negotiate external aviation agreements with several key countries and regions in the world; believes that these will not only improve market access, but will also provide new business opportunities for a world-beating European aviation sector, creating jobs and benefiting consumers;, while upholding high standards of safety for all consumers.
Amendment 66 #
2016/2100(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Hopes that this opening up of the road haulage market will not be a further cause of social dumping and deplores, in addition, the 'letterbox company' phenomenon;
Amendment 71 #
2016/2100(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Welcomes a speedy conclusion to the negotiations on the Fourth Railway Package and believes this should further open upits implementation will improve the efficiency of the railway sector to competition.
Amendment 76 #
2016/2100(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Recalls that tourism is an important driver of economic and social development, and pursuant to Article 195 of the TFEU, which gives the EU the responsibility to promote the competitiveness of the European tourism sector, calls on the Commission to create a holistic and favourable environment for its growth and development.
Amendment 1 #
2016/2099(INI)
Draft opinion
Recital A
Recital A
A. whereas transport is the largest sector in which the European Investment Bank (EIB) has been active since its foundation, with more than a trillion euros invested in transport projects since 1958, but a great deal of effort still needs to be made; whereas it is hoped, in particular, that the projects will be able to facilitate the completion of the TEN-T global network;
Amendment 10 #
2016/2099(INI)
Draft opinion
Recital B
Recital B
B. whereas decarbonising transport is a major challenge, and significant reductions in CO2 emissions from transport are needed if the EU is to achieve its long-term climate goals; whereas congestion and air and sea pollution are major problems in developing urbanall forms of mobility;
Amendment 17 #
2016/2099(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes Commission President Juncker’s plan to increase the capacity of the Investment Plan for Europe from EUR 315 billion to EUR 630 billion; underlines, however, that it should not lead to a reduction in well-functioning sources of transport infrastructure funding; hopes, in particular, that the funding removed from instruments such as the Connecting Europe Facility to the benefit of the European Investment Fund will be restored;
Amendment 31 #
2016/2099(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Encourages the EIB to continue to support sustainable, safe, climate-friendly and innovative transport, in addition to transport for passengers with reduced mobility; underlines that it is the European Parliament’s priority to provide sufficient funding for projects with European added value, including the cross- border transport links;
Amendment 23 #
2016/2064(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Hopes that the EFSI will provide balanced geographical coverage in the EU, taking account of the overall economic activity of each country, in addition to job creation, and without imposing pre-allocated quotas;
Amendment 46 #
2016/2064(INI)
Draft opinion
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Recommends raising the profile of EFSI funding by taking firm EU-wide action through an information campaign and by launching an EFSI logo.
Amendment 4 #
2016/2062(INI)
Motion for a resolution
Citation 4 a (new)
Citation 4 a (new)
- having regard to the Commission Decision of 20 December 2011 on the application of Article 106(2) of the Treaty on the Functioning of the European Union to State aid in the form of public service compensation granted to certain undertakings entrusted with the operation of services of general economic interest,
Amendment 5 #
2016/2062(INI)
Motion for a resolution
Citation 4 b (new)
Citation 4 b (new)
- having regard to the Communication from the Commission – Guidelines on State aid to airports and airlines, 2014/C 99/03,
Amendment 6 #
2016/2062(INI)
Motion for a resolution
Citation 4 c (new)
Citation 4 c (new)
- having regard to the Commission Notice on the notion of State aid as referred to in Article 107(1) of the Treaty on the Functioning of the European Union (2016/C 262/01),
Amendment 7 #
2016/2062(INI)
Motion for a resolution
Citation 4 d (new)
Citation 4 d (new)
- having regard to the Draft Commission Regulation (EU) amending Regulation (EU) No 651/2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty,
Amendment 43 #
2016/2062(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the lack of proper implementation of EU legislation, and political unwillingness in the Council, on the part of the Commission and the Council, to treat Gibraltar Airport's issue as a matter of application of EU law, prevent the aviation sector from unleashing its full potential, damage its competitiveness and lead to greater costs at the expense of businesses, passengers and the economy;
Amendment 74 #
2016/2062(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Calls on the Commission to rethink on-going initiatives and propose alternatives to remove the deficiencies of the aviation sector resulting from the late and incomplete implementation of EU legislation such as the Single European Sky (SES); recalls that the Community law must be applied to all the territories of the Member States, even overseas, not observing for this purpose bilateral issues between the States as the case of Gibraltar International Airport; urges the Member States finally to make progress on other essential dossiers such as revision of the Slot Regulation and the Passenger Rights Regulation;
Amendment 211 #
2016/2062(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Considers that a strong competitive environment must allow consumers to compare online offers and make informed choices. To maintain this competition they must be able to compare offers in a neutral and transparent environment. Transparency would also be a catalyst for the positive development of multimodal transport.
Amendment 232 #
2016/2062(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Stresses the vital role of duty free and travel retail industry as an integral part of the travelling experience, which represents a key source of income for airports as well as an important source of job creation; acknowledges the link between non-aeronautical revenues and long term commercial viability of airports in Europe;
Amendment 234 #
2016/2062(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Stresses that, in terms of European planning and sustainable growth, regional airports play a key role in promoting territorial cohesion, social inclusion and economic growth while contributing to the decongestion of the main European airports;
Amendment 237 #
2016/2062(INI)
Motion for a resolution
Paragraph 12 b (new)
Paragraph 12 b (new)
12b. recognizes the need for public funding and other measures to support regional airports with limited commercial traffic that are therefore unable to compete with other European airports; calls for an increase in the threshold for exemption from the notification requirement in respect of state aid to regional airports in the form of public service compensation based on the average annual passenger numbers;
Amendment 239 #
2016/2062(INI)
Motion for a resolution
Paragraph 12 c (new)
Paragraph 12 c (new)
12c. Welcomes the Commission communication concerning the scope of state aid under Article 107 (1) TFEU (2016 / C 262/01), observing that public funding for small airports providing mainly local services is unlikely to affect trade between Member States;
Amendment 240 #
2016/2062(INI)
Motion for a resolution
Paragraph 12 d (new)
Paragraph 12 d (new)
12d. Stresses the need to extend the scope of Regulation (EU) No 651/2014 to investment and operational aid for small airports;
Amendment 241 #
2016/2062(INI)
Motion for a resolution
Paragraph 12 e (new)
Paragraph 12 e (new)
12e. Hopes that the review of the Commission communication entitled ‘Guidelines on State aid to airports and airlines’ (2014/C 99/03), will take account of the needs and particularities of remote areas;
Amendment 242 #
2016/2062(INI)
Motion for a resolution
Paragraph 12 f (new)
Paragraph 12 f (new)
12f. Stresses the need to refine the concept of overlapping catchment areas between different European airports so as to take account of distances and travel times from outlying catchment areas to the airports;
Amendment 307 #
2016/2062(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Insists that the aviation sector is contributing, directly and indirectly, to the creation of jobs; believes that maintaining decent working conditions and preventing unfair practicethe social protection of workers and preventing unfair business practices such as atypical employment contracts contribute to the sustainability of the aviation sector; acknowledges the necessity to bring clarity on the ‘home base’ criterion, and welcomes the Commission’s decision to have guidelines issued on the applicable labour law and competent courts;
Amendment 4 #
2016/2059(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes the Commission’'s strategy to support the use of LNG as an alternative fuel, whose production must be sustainable, for transport where it replaces more polluting conventional fuels such as diesel or heavy fuel oil and does not take the place of renewable energy sources; or undermine efforts to decarbonise our economy;
Amendment 7 #
2016/2059(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Stresses that an EU strategy for liquefied natural gas must be consistent with the framework strategy for a resilient Energy Union and support increased security of energy supply, decarbonisation, the long-term sustainability of the economy and the delivery of affordable and competitive energy prices;
Amendment 8 #
2016/2059(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Recalls that the Parliament has repeatedly called for binding 2030 climate and energy targets of at least a 40% domestic reduction in GHG emissions, at least 30% for renewables and 40% for energy efficiency to be implemented by means of individual national targets;
Amendment 16 #
2016/2059(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Points out that the use of LNG in heavy-duty vehicles and shipping can reduce emissions of various pollutants (SOx, NOx and particulate matter) and, in the case of shipping, can allow the sector to meet the requirements of EU environmental legislation by decreasing the sulphur and nitrogen content in marine fuels used in the Emission Control Areas; notes that LNG, and in particular CNG, is also a viable solution for public transport which could helps to reduce air and noise pollution where renewables are not replaced;
Amendment 27 #
2016/2059(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Stresses that the use of LNG may also lead to a reduction in greenhouse gas emissions from maritime and road transport, provided that methane slip is minimised in theall efforts are taken to minimise methane slip during production, distribution, and combustion phases; calls therefore for adequate measures to minimise methane slip in the overall LNG chain through the use of the best available technologies and to ensure adequate R&D financing for that purpose;
Amendment 46 #
2016/2059(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Member States to ensure implementation of Directive 2014/94/EU on the deployment of alternative fuels infrastructure, within the prescribed time limits, in particular as regards the establishment of LNG refuelling points, at least along the existing TEN-T Core Network, to ensure that LNG heavy-duty motor vehicles can circulate throughout the Union, and at maritime and inland ports to enable LNG inland waterway vessels or sea-going ships to circulate throughout the TEN-T Core Network; recalls that Member States should assess, in their national policy frameworks, in close cooperation with their regional authorities, the appropriate need to install refuelling points for LNG in ports outside the TEN-T Core Network;
Amendment 48 #
2016/2059(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Stresses that investment in LNG or gas infrastructure should avoid any technology lock-in or stranded assets in relation to fossil fuels; highlights the need to promote the most efficient use of existing LNG terminals with a cross- border perspective before supporting new regasification terminals;
Amendment 56 #
2016/2059(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Notes that the current LNG terminals are not optimally distributed across the EU; stresses that sea ports play an important role in optimising the distribution of LNG across the Union by acting as LNG hubs; calls for the establishment of a long-term and stable financial framework and continuous funding opportunities through the European Fund for Strategic Investments (EFSI), the Connecting Europe Facility (CEF) and Motorways of the Sea, Horizon 2020, the European Structural and Investment Funds and the European Investment Bank; stresses the need to assess LNG supply alternatives, regional options and environmentally sustainable solutions to guarantee the most efficient use of existing infrastructure and adherence to the EU's climate and energy targets;
Amendment 74 #
2016/2059(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Calls on the Commission and the Member States to present cost-effective and environmentally sustainable solutions for the distribution and storage of LNG in the Union’'s outermost regions and for adequate financing in line with the EU's climate and energy targets; stresses the need to look at all existing solutions for the storage and distribution of LNG, in particularly in island regions, taking into consideration the potential evolution inappropriate demand for that fuel;
Amendment 89 #
2016/2059(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Stresses the need to set out common technical specifications for LNG refuelling points for sea-going ships, inland waterway vessels and motor vehicles, and the need for appropriaterigorous and harmonised safety rules and training for LNG storage, bunkering and on-board use.
Amendment 6 #
2016/2035(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Highlights the importance of distinguishing between the various forms of fisheries-related tourism, which include fishing tourism (pesca-tourism and ittitourism), maritime and coastal water- based activities, recreational fishing (including angling tourism), and activities based on heritage and culture;
Amendment 7 #
2016/2035(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Highlights the importance of distinguishing between the various forms of fisheries-related tourism, which include fishing tourism (pesca-tourism), maritime and coastal water-based activities, recreational fishing (including angling tourism), inland fishing and activities based on heritage and culture;
Amendment 10 #
2016/2035(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Believes it important to develop pesca-tourism and ittitourism as an ‘activity holiday’ experience with major spin-off benefits such as the promotion of maritime culture and fisheries tradition and education in matters of environmental awareness and species conservation.
Amendment 23 #
2016/2035(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Believes that diversification in fisheries should be based on eco-tourism and soft tourism, which are environmentally friendly business models that help preserve the identities of local communities; recommends therefore that environmental experts should always be closely associated with local action groups (e.g. the fisheries and aquaculture local action groups (FLAGs) and rural local action groups (LAGs);
Amendment 34 #
2016/2035(INI)
Draft opinion
Paragraph 9
Paragraph 9
9. Takes the view that rebuilding professional fishing vessels into vessels that conform to tourism standards should be supported by funds from the European Maritime and Fisheries Fund (EMFF); calls on Member States to make use of the funds available under the European Maritime and Fisheries Fund (EMFF) for the refitting of fishing vessels;
Amendment 37 #
2016/2035(INI)
Draft opinion
Paragraph 10
Paragraph 10
10. Notes that angling tourism is a well-developed and growing business segment in some Member States, while it remains an unused potential in some others; highlights the importance of recreational angling tourism in coastal and rural regions, in inland fishing as a high-value and sustainable development activity
Amendment 41 #
2016/2035(INI)
Draft opinion
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Underlines that for 2007-2013, FLAGs had at their disposal 486 M€ from the EFF and that approximately 12,000 local projects were supported during that programming period;
Amendment 42 #
2016/2035(INI)
Draft opinion
Paragraph 12 b (new)
Paragraph 12 b (new)
12b. Underlines furthermore that under the current financial period funding under the EMFF has increased to 514 M€ for measures allocated to Community local led development (CLLD);
Amendment 43 #
2016/2035(INI)
Draft opinion
Paragraph 12 c (new)
Paragraph 12 c (new)
12c. Encourages the Member States and the FLAGs to make the best use of the available funds and to combine multifunding (with the EFRD, EAFRD, ESF) where possible;
Amendment 46 #
2016/2035(INI)
Draft opinion
Paragraph 13
Paragraph 13
13. Recommends that specific financial support be provided under the EMFFPoints out that the EMFF provides specific financial support to initiatives in fishing communities promoted by women;
Amendment 50 #
2016/2035(INI)
Draft opinion
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Calls on Member States to ensure, through the establishment of the selection criteria for operations under the EMFF, that gender equality is well mainstreamed and promoted throughout the actions financed (e.g. by providing preference to actions aimed specifically at women or undertaken by them);
Amendment 65 #
2016/2035(INI)
Draft opinion
Paragraph 18
Paragraph 18
18. Recommends that Fisheries Local Action Groups (FLAGs) cooperate closely with tourism experts in order to identify projects and appropriate funding, through AxisUnion Priority 4 of the European Maritime and Fisheries Fund, for diversification in fisheries areas;
Amendment 67 #
2016/2035(INI)
Draft opinion
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Expects in particular that the upcoming evaluation of the Community Local led Development which will be carried out by the Commission will help to better understand the socio-economic impact of the diversification measures taken under the EMFF as well as in the framework of the joint strategies set up by rural local action groups (LAGs) and by fisheries and aquaculture local action groups (FLAGs);
Amendment 68 #
2016/2035(INI)
Draft opinion
Paragraph 19
Paragraph 19
19. Calls on the Commission to promote, in the framework of the European Fisheries Areas Network (FARNET), and the FLAGs a pan-European dialogue between FLAGs,with ports and tourism stakeholders and environmental experts;
Amendment 58 #
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 economyin the areas of transport and tourism, and underlines the need for a proper definition of liability for such acts.
Amendment 1 #
2016/2010(INI)
Motion for a resolution
Citation 1 a (new)
Citation 1 a (new)
– having regard to Article 9 TFEU on the promotion of a high level of employment and the guarantee of adequate social protection,
Amendment 6 #
2016/2010(INI)
Motion for a resolution
Citation 7 a (new)
Citation 7 a (new)
– having regard to Directive 2008/104/EC of the European Parliament and of the Council of 19 November 2008 on temporary agency work, 5a __________________ 5a OJ L 327, 5.12.2008, p. 9.
Amendment 8 #
2016/2010(INI)
Motion for a resolution
Recital A
Recital A
A. whereas between 2012 and 2013 letter post services shrank by 4.85 % on average in the EU, albeit with significant variations between Member States in reduction in volume, and although there are indications suggesting that the decline of letter mail revenues may now have bottomed-out;
Amendment 26 #
2016/2010(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Notes that while the minimum standards associated with the universal service obligation (postal items up to 2 kg, postal packages up to 10-20 kg, registered and insured items, and other services of general economic interest such as newspapers and periodicals) generally meet customers’ demands, thesome detailed requirements are set by the national regulatory authorities (NRAs) entrusted with this task;
Amendment 32 #
2016/2010(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Calls on the Member States to extend the role and independence of NRAs through high professional qualification criteria, fixed terms of office and legal protection against dismissal without causeNotes the primary task of NRAs is to meet the overall objective of the Postal Services Directive to ensure the provision of the universal service; calls on the Member States to support the role of NRAs, so that they can fulfil their obligations arising from the Postal Services Directive, without exceeding them;
Amendment 35 #
2016/2010(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Considers that any expansion of the role of NRAs under new regulation in the parcels market should tackle 'cherry picking' in the deliveries sector and establish minimum standards for all operators to ensure fair and equal competition;
Amendment 46 #
2016/2010(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Asks the Commission to facilitate and reinforce cooperation and coordination between NRAs with a view to greaterfulfilling their primary task ensuring provision of the universal service, and improving efficiency and interoperability in cross-border deliverydelivery services;
Amendment 51 #
2016/2010(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Notes the Commission's confirmation that the Postal Services Directive does not require any particular ownership structure for universal service providers (USPs); believes that USPs should not be prevented from investing and innovating in the provision of efficient and quality postal services;
Amendment 54 #
2016/2010(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Stresses the importance of providing a high-quality universal service under affordable conditions, comprising at least five delivery and five collection days a week for every EU citizen; notes that in some Member States national regulation exceeds the flexibility provided for in the Postcalls on the Commission to ensure that Member States have the necessary flexibility should a level of digitalisation be provided such as to safeguard the right to information, in order to preserve the sustainability of the universal Sservices Directive by adapting it to users' new requirements and to recent developments in the relevant market; calls on the Commission to reaffirm that low population density does not constitute grounds for reducing the frequency of delivery within the universal service obligation;
Amendment 62 #
2016/2010(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Stresses the importance of providing a high-quality universal service under affordable conditions, comprising at least five delivery and five collection days a week for every EU citizen; notes that in some Member States national regulation exceeds the flexibility provided for in the Postal Services Directive; calls on the Commission to reaffirm that low population densitythe Universal Service Obligation is applied very differently across Member States, reflecting certain flexibility for Member States to define the USO to fit their domes not constitute grounds for reducing the frequency of delivery within the universal service obligationtic circumstances and ensure its long-term sustainability;
Amendment 81 #
2016/2010(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on the Member States and the Commission to monitor the provision of postal services as a public service in order to ensure a common level playing field among providers and prevent cross- subsidisation, and to review whether that public service compensation is implemented in a manner that is proportionate, transparent and fair;
Amendment 88 #
2016/2010(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. CRecognises that postal networks and services are of general public interest; calls on the Member States to use State aid tools in a transparent and non- discriminatory manner and to ensure that customers continue to have access to postal services, by maintaining a minimum number of services at the same access point;
Amendment 96 #
2016/2010(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls on the Commission to work on a harmonised definition of uNotes that the Universal sService which stipulates a minimum level of service for consumers; calls on theObligation is applied very differently across Member states, reflecting certain flexibility for Member Sstates to further harmonise licensing procedures in order to reduce unjustified barriers within the internal market;define the universal service to fit their domestic circumstances, including at local level.
Amendment 102 #
2016/2010(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls on the Commission to work on a harmonised definition of universal service which stipulates a minimum level of service for consumerguidance that sets out minimum levels of service for consumers under the USO, whilst recognising variations in consumer requirements and the provision of the USO across Member States; calls on the Member States to further harmonisereview licensing procedures in order to reduce unjustified barriers within the internal market;
Amendment 114 #
2016/2010(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
Amendment 127 #
2016/2010(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Asks the Commission to lay down minimum standards forConsiders competition and the market to be the best drivers for innovation and the development of value- added services such as track-and-trace, pick- up/drop-off locations, the ability to choose a delivery time, and suitable return procedures;
Amendment 136 #
2016/2010(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Asks the Commission to lay downconsider minimum standards for value-added services such as track-and-trace, pick- up/drop-off locations, the ability to choose a delivery time, and suitable return procedures;
Amendment 139 #
2016/2010(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
Amendment 150 #
2016/2010(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Recognizes the investments made by the European Postal operators to upgrade the interconnectivity of their networks in order to offer new and easy- to-use services to consumers buying online as well as SME e-retailers selling cross border; considers that these investments should be protected with fair access conditions;
Amendment 164 #
2016/2010(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Considers that parcel delivery is a highly competitive, innovative and fast- growing sector, and; notes the importance of affordable and reliable parcel delivery services in realising the full potential of the Digital Single Market; believes that any new regulation in the parcel delivery market must therefore be proportionate and supported by souwhilst effectively addressing the problems faced by retailers and economic evidencesumers, protecting employment rights, tackling social exclusion and encouraging environmental sustainability;
Amendment 176 #
2016/2010(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Encourages the Commission to strengthen market oversight of parcel delivery where necessary, specifically by improving national regulators’ capacity to assess competition and identify unfair anti-competitive practices;
Amendment 181 #
2016/2010(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Stresses the importance of improving consumer confidence and trust in cross-border delivery; considers that greater transparency as regards prices, delivery options, modalities and quality/performance (speed, geographical coverage, delays and the handling of damaged or lost items), as well as trust labels, could address the lack of confidence;
Amendment 184 #
2016/2010(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Asks the Member States and the Commission to improve transparency as regards pricing conditions and service performance (delivery options, final delivery, reliability), especially when it comes to e-commerce; stresses the importance of affordable cross-border delivery prices in closing the gap between domestic and cross-border prices; calls on the Commission to explore why, especially for consumers and SMEs where necessary; calls on the National Regulatory Authorities to access the affordability of prices oin some cross- border routes are higher in one directiin case of apparent and unreasonable anomalies on than the other;ad-hoc basis.
Amendment 186 #
2016/2010(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Asks the Member States and the Commission to improve transparency as regards pricing conditions and service performance (delivery options, final delivery, reliability), especially when it comes to e-commerce; stresses the importance of ensuring affordable cross- border delivery prices inand closing the gap between domestic and cross-border prices, particularly for consumers and SMEs; calls on the Commission to work with NRAs to explore why prices on some cross-border routes are higher in one direction than the otherconsiderably higher than the EU average;
Amendment 205 #
2016/2010(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Underlines the potential role of EU funding mechanisms such as Horizon 2020 , CEF and the European Structural and Investment Fund in facilitating innovation in postal and delivery services including e-commerce options of benefit for consumers, the environment and SMEs and solutions with social inclusion and accessibility objectives;
Amendment 214 #
2016/2010(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Calls on the Commission and the Member States to investigate the functioning of cross-border parcel delivery in accordance with the various rules resulting from either international trade agreements (e.g. the rules of the Universal Postal Union (UPU) and the International Civil Aviation Organisation (ICAO) or EU law (e.g. the Union Customs Code), especially the universal service obligation, which can be misused and create market distortion;
Amendment 38 #
2016/0382(COD)
Proposal for a directive
Recital 1
Recital 1
(1) Directive 2009/28/EC of the European Parliament and of the Council has been substantially amended several times, including by Directive (EU) 2015/1513 of the European Parliament and of the Council of 9 September 2015 amending Directive 98/70/EC relating to the quality of petrol and diesel fuels. Since further amendments are to be made, that Directive should be recast in the interests of clarity.
Amendment 42 #
2016/0382(COD)
Proposal for a directive
Recital 3
Recital 3
(3) In particular, increasing technological improvements, incentives for the use and expansion of public transport, the use of energy efficiency technologies and the promotion of the use of energy from renewable sources in the electricity, heating and cooling sectors as well as in the transport sector as well as energy intensive industries (so called sectoral integration) are very effective tools, together with energy efficiency measures, for reducing greenhouse gas emissions in the Union and the Union's dependence on imported gas and oil.
Amendment 43 #
2016/0382(COD)
Proposal for a directive
Recital 3
Recital 3
(3) In particular, increasing technological improvements, incentives for the use and expansion of public transport, including green taxation and application of polluter-payer principle, the use of energy efficiency technologies and the promotion of the use of energy from renewable sources in the electricity, heating and cooling sectors as well as in the transport and logistics sector are very effective tools, together with energy efficiency measures, for reducing greenhouse gas emissions in the Union and the Union's dependence on imported gas and oil.
Amendment 61 #
2016/0382(COD)
Proposal for a directive
Recital 20
Recital 20
(20) It is necessary to set comprehensive, transparent and unambiguous rules for calculating the share of energy from renewable sources and for defining those sources.
Amendment 64 #
2016/0382(COD)
Proposal for a directive
Recital 24 a (new)
Recital 24 a (new)
(24a) In the field of air transport, besides the objectives set in this Directive, the broader goals established in the Paris Agreement should also be taken into account. These will be difficult to achieve without full implementation of the Single European Sky, which will make for huge savings in fuel consumption.
Amendment 65 #
2016/0382(COD)
Proposal for a directive
Recital 24 b (new)
Recital 24 b (new)
(24b) In the field of road transport, driverless cars or connected cars can offer valuable assistance in decreasing greenhouse gas emissions not only because they can help remedy traffic congestion but also because they optimise infrastructure use.
Amendment 66 #
2016/0382(COD)
Proposal for a directive
Recital 25
Recital 25
(25) In order to ensure that Annex IX takes into account the principles of the waste hierarchy established in Directive 2008/98/EC of the European Parliament and of the Council17 , the Union sustainability criteria, the Common Agricultural Policy framework, and the need to ensure that the Annex does not create additional demand for land while promoting the use of wastes and residues, the Commission, when regularly evaluating the Annex, should consider the inclusion of additional feedstocks that do not cause significant distortive effects on markets for (by-)products, wastes or residues. __________________ 17 Directive 2008/98/EC of the European Parliament and of the Council of 19 November 2008 on waste and repealing certain Directives (OJ L 312, 22.11.2008, p. 3).
Amendment 70 #
2016/0382(COD)
Proposal for a directive
Recital 31
Recital 31
(31) The coherence between the objectives of this Directive and the Union's otherlegislation, especially environmental legislation, should be ensured. In particular, during the assessment, planning or licensing procedures for renewable energy installations, Member States should take account of all Union legislation, including environmental legislation, and the contribution made by renewable energy sources towards meeting environmental and climate change objectives, in particular when compared to non-renewable energy installations.
Amendment 73 #
2016/0382(COD)
Proposal for a directive
Recital 45
Recital 45
(45) It is important to provide information on how the supported electricity is allocated to final customers. In order to improve the quality of that information to consumers, Member States should ensure that guarantees of origin are issued for all units of renewable energy produced. In addition, with a view to avoiding double compensation, renewable energy producers already receiving financial support should not receive guarantees of origin. However, those guarantees of origin should be used for disclosure so that final consumers can receive clear, reliable and adequate evidence on the renewable origin of the relevant units of energy. Moreover, for renewable electricity that received support, the guarantees of origin should be auctioned to the market and the revenues should be used to reduce public subsidies for renewable energy.
Amendment 77 #
2016/0382(COD)
Proposal for a directive
Recital 61 a (new)
Recital 61 a (new)
(61a) The transport sector accounts for 32% of EU's total energy consumption, is responsible for 22% of total EU greenhouse gas emissions and its energy demand relies for 94% on oil, leading to energy dependency and vulnerability to price fluctuation. While the share of renewable energy in transport is gradually increasing, progress has been slow, partly due to policy uncertainty and low competitiveness of alternative fuels.
Amendment 81 #
2016/0382(COD)
Proposal for a directive
Recital 62
Recital 62
(62) The European Strategy for a low- carbon mobility of July 2016 pointed out that fstrong incentives need to be provided to innovate in energies needed for the long-term decarbonisation of transport, such as electro-mobility, advanced biofuels and other alternative renewable fuels. It is also important to keep in mind that all fuels have their benefits and disadvantages, and therefore a diverse mix is necessary. Food-based biofuels have a limited role in decarbonising the transport sector and should be gradually phased out and replaced by advanced biofuels. To prepare for the transition towards advanced biofuels and minimise the overall indirect land-use change impacts, it is appropriate to reduce the amount of biofuels and bioliquids produced from food and feed crops that can be counted towards the Union target set out in this Directive.
Amendment 86 #
2016/0382(COD)
Proposal for a directive
Recital 64
Recital 64
(64) AIn respect of the sustainability criteria, advanced biofuels and other biofuels and biogas produced from feedstock listed in Annex IX, renewable liquid and gaseous transport fuels of non- biological origin, and renewable electricity in transport can contribute to low carbon emissions, stimulating the decarbonisation of the Union transport sector in a cost- effective manner, and improving inter alia energy diversification in the transport sector while promoting innovation, growth and jobs in the Union economy and reducing reliance on energy imports. Concrete measures at both the demand and the supply side should be put in place to incentivise the transition towards the renewable electrification of transport. The incorporation obligation on fuels suppliers should encourage continuous development of advanced fuels, including biofuels, and it is important to ensure that the incorporation obligation also incentivises improvements in the greenhouse gas performance of the fuels supplied to meet it. The Commission should assess the greenhouse gas performance, technical innovation and sustainability of those fuels.
Amendment 92 #
2016/0382(COD)
Proposal for a directive
Recital 66
Recital 66
(66) Feedstocks which have low indirect land use change impacts when used for biofuels, shouldwill be promoted for their contribution to the decarbonisation of the economy. Especially feedstocks for advanced biofuels, for which technology is more innovative and less mature and therefore needs a higher level of support, should be included in an annex to this Directive. In order to ensure that this annex is up to date with the latest technological developments while avoiding unintended negative effects, and to identify possible loopholes in the legislation, a regular evaluation shouldwill take place after the adoption of the Directive, in order to assess the possibility to extend the annex to new feedstockssustainable feedstocks and to address potential weaknesses of the legislation.
Amendment 94 #
2016/0382(COD)
Proposal for a directive
Recital 71
Recital 71
(71) The production of agricultural raw material for biofuels, bioliquids and biomass fuels, and the incentives for their use provided for in this Directive, should respect sustainable production criteria, and should not have the effect of encouraging the destruction of biodiverse lands. Such finite resources, recognised in various international instruments to be of value to all mankind, should be preserved. It is therefore necessary to provide sustainability and greenhouse gas emissions savings criteria ensuring that biofuels, bioliquids and biomass fuels qualify for the incentives only when it is guaranteed that the agricultural raw material does not originate in biodiverse areas or, in the case of areas designated for nature protection purposes or for the protection of rare, threatened or endangered ecosystems or species, the relevant competent authority demonstrates that the production of the agricultural raw material does not interfere with such purposes. Forests should be considered as biodiverse according to the sustainiability criteria, where they are primary forests in accordance with the definition used by the Food and Agriculture Organisation of the United Nations (FAO) in its Global Forest Resource Assessment, or where they are protected by national nature protection law. Areas where the collection of non-wood forest products occurs should be considered to be biodiverse forests, provided the human impact is small. Other types of forests as defined by the FAO, such as modified natural forests, semi- natural forests and plantations, should not be considered as primary forests. Having regard, furthermore, to the highly biodiverse nature of certain grasslands, both temperate and tropical, including highly biodiverse savannahs, steppes, scrublands and prairies, biofuels , bioliquids and biomass fuels made from agricultural raw materials originating in such lands should not qualify for the incentives provided for by this Directive. The Commission should establish appropriate criteria to define such highly biodiverse grasslands in accordance with the best available scientific evidence and relevant international standards.
Amendment 118 #
2016/0382(COD)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) The promotion of energy from renewable sources should be based on the principles of the circular economy and the cascading use of resources in order to increase resource efficiency for products and materials and minimise the generation of waste. Therefore this Directive should be consistent with these principles and further promote the reprocessing of waste into secondary raw materials in accordance with the targets established in the Directive 2008/98/EC.
Amendment 119 #
2016/0382(COD)
Proposal for a directive
Article 2 – paragraph 2 – point uu a (new)
Article 2 – paragraph 2 – point uu a (new)
(uu a) ‘sectoral integration’ means the integration of the power sector with the transport heating and cooling sector through the usage all carriers of energy e.g. electricity and hydrogen;
Amendment 126 #
2016/0382(COD)
Proposal for a directive
Article 4 – paragraph 2
Article 4 – paragraph 2
2. Support for electricity from renewable sources shall be designed so as to integrate electricity from renewable sources in the electricity market, to establish sectoral integration and ensure that renewable energy producers are responding to market price signals and maximise their market revenues.
Amendment 132 #
2016/0382(COD)
Proposal for a directive
Article 7 – paragraph 1 – subparagraph 4
Article 7 – paragraph 1 – subparagraph 4
For the calculation of a Member State's gross final consumption of energy from renewable energy sources, the contribution from biofuels and bioliquids, as well as from biomass fuels consumed in transport, if produced from food or feed crops, shall be no more than 7% of final consumption of energy in road and rail transport in that Member State. This limit shall be reduced to 3,85% in 2030 following the trajectory set out in part A of Annex X. Member States may set a lower limit and may distinguish between different types of biofuels, bioliquids and biomass fuels produced from food and feed crops, for instance by setting a lower limit for the contribution from food or feed crop based biofuels produced from oil crops, taking into account indirect land use change, in accordance with Annex VIII and Directive 2015/1513. Biofuels and bioliquids, if produced from food or feed crops, that produce more greenhouse gas emission than their fossil fuel equivalent, shall not be allowed to be included in the calculation of a Member State's gross final consumption of energy from renewable energy sources from 2025 onwards.
Amendment 143 #
2016/0382(COD)
Proposal for a directive
Recital 11
Recital 11
(11) In order to support Member States' ambitious contributions to the Union target, a financial framework aiming to facilitate investments in renewable energyenvironmentally friendly renewable energy and efficient energy storage projects in those Member States should be established, also through the use of financial instruments.
Amendment 145 #
2016/0382(COD)
Proposal for a directive
Article 9 – paragraph 1
Article 9 – paragraph 1
1. Two or more Member States may cooperate on all types of joint projects relating to the production of electricity, fuel, heating or cooling from renewable energy sources. That cooperation may involve private operators.
Amendment 148 #
2016/0382(COD)
Proposal for a directive
Article 9 – paragraph 2
Article 9 – paragraph 2
2. Member States shall notify the Commission of the proportion or amount of electricity, fuel, heating or cooling from renewable energy sources produced by any joint project in their territory, that became operational after 25 June 2009, or by the increased capacity of an installation that was refurbished after that date, which is to be regarded as counting towards the national overall renewable energy share of another Member State for the purposes of this Directive.
Amendment 149 #
2016/0382(COD)
Proposal for a directive
Article 10 – paragraph 1 – point a
Article 10 – paragraph 1 – point a
(a) the total amount of electricity or fuel or heating or cooling produced during the year from renewable energy sources by the installation which was the subject of the notification under Article 9; and
Amendment 150 #
2016/0382(COD)
Proposal for a directive
Article 10 – paragraph 1 – point b
Article 10 – paragraph 1 – point b
(b) the amount of electricity or fuel or heating or cooling produced during the year from renewable energy sources by that installation which is to count towards the national overall renewable energy share of another Member State in accordance with the terms of the notification.
Amendment 151 #
2016/0382(COD)
Proposal for a directive
Article 10 – paragraph 3 – introductory part
Article 10 – paragraph 3 – introductory part
3. For the purposes of this Directive , the amount of electricity or fuel or heating or cooling from renewable energy sources notified in accordance with paragraph 1(b) shall be:
Amendment 152 #
2016/0382(COD)
Proposal for a directive
Recital 13
Recital 13
(13) The Commission should facilitate the exchange of best practices between the competent national or regional authorities or bodies, for instance through regular meetings to find a common approach to promote a higher uptake of cost-efficient and environmentally friendly renewable energy projects, encourage investments in new, flexible and clean technologies, and set out an adequate strategy to manage the retiremenapid phasing out of technologies which do not contribute to the reduction of emissions or deliver sufficient flexibility, based on transparent criteria and reliable market price signals.
Amendment 152 #
2016/0382(COD)
Proposal for a directive
Article 10 – paragraph 3 – point a
Article 10 – paragraph 3 – point a
(a) deducted from the amount of electricity or fuel or heating or cooling from renewable energy sources that is taken into account, in measuring the renewable energy share of the Member State issuing the letter of notification under paragraph 1; and
Amendment 153 #
2016/0382(COD)
Proposal for a directive
Article 10 – paragraph 3 – point b
Article 10 – paragraph 3 – point b
(b) added to the amount of electricity or fuel or heating or cooling from renewable energy sources that is taken into account in measuring the renewable energy share of the Member State receiving the letter of notification in accordance with paragraph 2.
Amendment 154 #
2016/0382(COD)
Proposal for a directive
Article 15 – paragraph 1 – subparagraph 1
Article 15 – paragraph 1 – subparagraph 1
Member States shall ensure that any national rules concerning the authorisation, certification and licensing procedures that are applied to plants and associated transmission and distribution network infrastructures for the production of electricity, heating or cooling from renewable energy sources, and to the process of transformation of biomass into biofuels or other energy products, as well as for the deployment of alternative fuel networks, are proportionate and necessary.
Amendment 156 #
2016/0382(COD)
Proposal for a directive
Article 16 – paragraph 1
Article 16 – paragraph 1
1. By 1 January 2021 Member States shall set up one or more single administrative contact points which will coordinate the entire permit granting process for applicants for permits to build and operate plants and associated transmission and distribution network infrastructures for the production of energy from renewable energy sources, as well as for the deployment of alternative fuel networks.
Amendment 161 #
2016/0382(COD)
Proposal for a directive
Article 19 – paragraph 7 – subparagraph 1 – point b – point i a (new)
Article 19 – paragraph 7 – subparagraph 1 – point b – point i a (new)
(ia) green hydrogen, or
Amendment 163 #
2016/0382(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Electricity generation from renewable sources should be deployed at the lowest possible cost for consumers and taxpayers. Member States should, irrespective of any public funding arrangements, support and promote renewable and sustainable energy policies. When designing support schemes and when allocating support, Member States should seek to minimise the overall system cost of deployment, taking full account of grid and system development needs, the resulting energy mix, and the long term potential of technologies.
Amendment 190 #
2016/0382(COD)
Proposal for a directive
Article 25 – paragraph 1 – subparagraph 4 – point b – paragraph 2 a (new)
Article 25 – paragraph 1 – subparagraph 4 – point b – paragraph 2 a (new)
For the calculation of renewable electricity used in road vehicles, only electricity from renewable energy sources shall be taken into account consumed at dedicated charging stations and shall be considered to be three times of their energy content.
Amendment 201 #
2016/0382(COD)
Proposal for a directive
Article 26 – paragraph 7 – subparagraph 1 – point c
Article 26 – paragraph 7 – subparagraph 1 – point c
(c) at least 705 % for biofuels and bioliquids produced in installations starting operation after 1 January 2021;
Amendment 208 #
2016/0382(COD)
Proposal for a directive
Article 28 – paragraph 5 – subparagraph 1
Article 28 – paragraph 5 – subparagraph 1
The Commission shall keep Annex V and Annex VI under review, with a view, where justified, to add ing or revisinge values for new biofuel , bioliquid and biomass fuel production pathways . That review shall also consider the modification of the methodology laid down in part C of Annex V and in part B of Annex VI . In the event that the Commission's review concludes that changes to Annex V or Annex VI should be made, the Commission shall submit a legislative proposal to the European Parliament and the Council.
Amendment 216 #
2016/0382(COD)
Proposal for a directive
Annex IX – Part B – point a
Annex IX – Part B – point a
(a) Used cooking oil, provided that the Commission comes up with a specific definition of what "used" means.
Amendment 221 #
2016/0382(COD)
Proposal for a directive
Annex X – Part A – table
Annex X – Part A – table
Calendar year Maximum share 20210 7.0% 2021 6,8 % 2022 6.7,6 % 2023 6.4,4 % 2024 6.1,2 % 2025 5.86% 2026 5.4,8 % 2027 5.0,6 % 2028 4.65,4 % 2029 4.25,2 % 2030 3.85%
Amendment 234 #
2016/0382(COD)
Proposal for a directive
Recital 68 a (new)
Recital 68 a (new)
(68a) The synergy between circular economy, bio-economy and the promotion of renewable energy should be further emphasized in order to ensure the most valuable use of the raw materials and the best environmental outcome. Policy measures adopted by the Union and the Member States in support of renewable energy production should always take into account the principle of resource efficiency and of optimized use of biomass.
Amendment 285 #
2016/0382(COD)
Proposal for a directive
Recital 57
Recital 57
(57) Several Member States have implemented measures in the heating and cooling sector to reach their 2020 renewable energy target. However, in the absence of binding national targets post- 2020, the remaining national incentives may not be sufficient to reach the long- term decarbonisation goals for 2030 and 2050. In order to be in line with such goals, reinforce investor certainty and foster the development of a Union-wide renewable heating and cooling market, while respecting the energy efficiency first principle, it is appropriate to encourage the effort of Member States in the supply of renewable heating and cooling to contribute to the progressive increase of the share of renewable energy. Given the fragmented nature of some heating and cooling markets, it is of utmost importance to ensure flexibility in designing such an effort. It is also important to ensure that a potential uptake of renewable heating and cooling does not have detrimental environmental side-effectsside- effects for the environment and public health.
Amendment 291 #
2016/0382(COD)
Proposal for a directive
Recital 61 a (new)
Recital 61 a (new)
(61a) The cost of district heating transmission infrastructures up to the final-user interface units should be borne by the energy producer.
Amendment 415 #
2016/0382(COD)
Proposal for a directive
Article 4 – paragraph 4 a (new)
Article 4 – paragraph 4 a (new)
4a. By way of derogation from paragraph 1, Member States shall ensure that no support scheme for energy from renewable sources is provided for municipal waste which does not comply with the separate collection obligations set out in the Directive 2008/98/EC.
Amendment 695 #
2016/0382(COD)
Proposal for a directive
Article 26 – paragraph 1 – subparagraph 2
Article 26 – paragraph 1 – subparagraph 2
However, biofuels, bioliquids and biomass fuels produced from waste and residues, other than agricultural, aquaculture, fisheries and forestry residues, need onlyto comply with the waste hierarchy, as laid down in Directive 2008/98/EC, and fulfil the greenhouse gas emissions saving criteria set out in paragraph 7 in order to be taken into account for the purposes referred to in points (a), (b) and (c) of this paragraph. This provision shall also apply to waste and residues that are first processed into a product before being further processed into biofuels, bioliquids and biomass fuels.
Amendment 108 #
2016/0380(COD)
Proposal for a directive
Recital 36
Recital 36
(36) In order to assist consumers' active participation in the electricity market, the smart metering systems to be deployed by Member States in their territory should be interoperable, not represent a barrier to switching of supplier, and should be equipped with fit-for-purpose functionalities that allow consumers to have near-real time access to their consumption data, modulate their energy consumption and, to the extent that the supporting infrastructure permits, offer their flexibility to the network and to energy services companies, be rewarded for it, and achieve savings in their electricity bill. Smart meters shall be free of charge to energy-poor final household consumers.
Amendment 371 #
2016/0380(COD)
Proposal for a directive
Article 10 – paragraph 2 – point i a (new)
Article 10 – paragraph 2 – point i a (new)
(ia) shall, in accordance with the concept of vulnerable consumers as described in Article 28, prohibit the disconnection of electricity and gas to vulnerable consumers;
Amendment 556 #
2016/0380(COD)
Proposal for a directive
Article 15 – paragraph 1 a (new)
Article 15 – paragraph 1 a (new)
1a. final household customers have easy and clear access to information, including through their single point of contact in Article 25, on their rights that apply to their participation in the market as active consumers.
Amendment 743 #
2016/0380(COD)
Proposal for a directive
Article 18 – paragraph 3 – subparagraph 1
Article 18 – paragraph 3 – subparagraph 1
Billing shall take place on the basis of actual consumption at least once a year. Billing information shall be made available at least once every three months, upon request or where the final customers have opted to receive electronic billing at any time or else twice a year.
Amendment 747 #
2016/0380(COD)
Proposal for a directive
Article 18 – paragraph 3 – subparagraph 2
Article 18 – paragraph 3 – subparagraph 2
This obligation may be fulfilled by a system of regular readings by the operator or voluntary self-reading by the final customers whereby they communicate readings from their meter to the supplier. Only when the final customer has not been provided a meter reading for a given billing interval may billing be based on estimated consumption or a flat rate. The estimated consumption shall be based on a transparent calculation of either the previous year's consumption or the consumption of a comparable household.
Amendment 776 #
2016/0380(COD)
Proposal for a directive
Article 18 – paragraph 8 a (new)
Article 18 – paragraph 8 a (new)
8a. Bills and settlement statements shall provide the most important information for consumers on the first page. The first page may contain a shortened version of the key information, with further details included in the in subsequent pages of the bill or settlement statement. Final customers will also be able to access more detailed information both online and through an offline format that is free of charge, consumer friendly and easily accessible so that household consumers without internet access are not at a disadvantage.
Amendment 782 #
2016/0380(COD)
Proposal for a directive
Article 18 – paragraph 8 c (new)
Article 18 – paragraph 8 c (new)
8c. Consumer organisations shall be consulted by Member States when they consider changes to the format of bills, as keeping the clarity of information for consumers is fundamentally important. Consumer organisations shall also be involved for the testing of new bill formats.
Amendment 1180 #
2016/0380(COD)
Proposal for a directive
Article 59 – paragraph 1 – point q
Article 59 – paragraph 1 – point q
(q) helping to ensure, together with other relevant authorities, that the new and existing consumer protection measures, including rights of active customers and, in particular, final household customers are effective and enforced;
Amendment 1288 #
2016/0380(COD)
Proposal for a directive
Annex II – point 1 – paragraph 2 – point d
Annex II – point 1 – paragraph 2 – point d
(d) the contact details of the supplier including a consumer support hotline, the certified email address provided in the contract with the supplier and the latter’s web address;
Amendment 1298 #
2016/0380(COD)
Proposal for a directive
Annex II – point 1 – paragraph 2 – point h
Annex II – point 1 – paragraph 2 – point h
(h) information on their rights as regards the means of dispute settlement available to them in the event of a dispute pursuant to Article 26the telephone number and certified email address of the dispute settlement body.
Amendment 90 #
2016/0376(COD)
Proposal for a directive
Recital 1
Recital 1
(1) Moderation of energy demand is one of the five dimensions of the Energy Union Strategy adopted on 25 February 2015. Improving energy efficiency will benefit the environment, reduce greenhouse gas emissions, improve energy security by reducing dependence on energy imports from outside the Union, cut energy costs for households and companies, benefit public health, help alleviate energy poverty and lead to increased jobs and economy-wide economic activity. This is in line with the Union commitments made in the framework of the Energy Union and global climate agenda established by the Paris Agreement of December 2015 by the Parties of the United Nation Framework Convention on Climate Change.
Amendment 110 #
2016/0376(COD)
Proposal for a directive
Recital 3
Recital 3
(3) The European Council of October 2014 set a 27 % energy efficiency target for 2030, to be reviewed by 2020 'having in mind an Union level of 30 %'. In DecemberJune 20156, the European Parliament called upon the Commission to also assess the viability of apropose a binding 40 % energy efficiency target for the same timeframe. It is therefore appropriate to review and consequently amend the Directive to adapt it to the 2030 perspective.
Amendment 148 #
2016/0376(COD)
Proposal for a directive
Recital 6
Recital 6
(6) In view of the climate and energy framework for 2030 and the Union's long- term decarbonisation goals in line with the Paris Agreement, the energy savings obligation should be extended beyond 2020. Extending the commitment period beyond 2020 would create greater stability for investors and thus encourage long term investments and long term energy efficiency measures, such as the renovation of buildings and moving towards 'nearly zero energy buildings'.
Amendment 191 #
2016/0376(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Improvements to the energy efficiency of buildings should benefit in particular vulnerable consumers affected byt risk of energy poverty. Member States can already require obligated parties to include social aims in energy saving measures, in relation to energy poverty, and this possibility should now be extended to alternative measures, strengthened to require a significant share to be implemented as a priority, and transformed into an obligation while leaving full flexibility to Member States with regard to the size, scope and content of such measures. In line with Article 9 of the Treaty, the Union's energy efficiency policies should be inclusive and therefore also ensure accessibility of energy efficiency measures for energy poor consumers.
Amendment 204 #
2016/0376(COD)
Proposal for a directive
Recital 12 b (new)
Recital 12 b (new)
(12b) The Union's building stock will need to become ‘nearly zero energy buildings’ by 2050, in line with the objectives of the Paris Agreement. Present building renovation rates are insufficient and those buildings occupied by low- income citizens at risk of energy poverty are the hardest to reach. Therefore, the measures laid down in Articles 7, 7a and 7b are of particular importance.
Amendment 240 #
2016/0376(COD)
Proposal for a directive
Recital 18
Recital 18
(18) In order to be able to evaluate the effectiveness of Directive 2012/27/EU, a requirement for a general review of the Directive and a report to the European Parliament and the Council by 28 February 2024 should be introducedEnergy and climate law is complementary and should be mutually reinforcing. Thus, as part of the obligations under the Paris Agreement, within six months of the UNFCCC global stocktake in 2023 the Commission should undertake a general review of the Directive and a report to the European Parliament and the Council should be introduced assessing the general effectiveness of Directive 2012/27/EU and the need to adjust the Union's energy efficiency policy according to the objectives of the Paris Agreement. Such a review should be undertaken in subsequent global stocktakes thereafter.
Amendment 253 #
2016/0376(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2012/27/EU
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Directive establishes a common framework of measures to promote energy efficiency within the Union in order to ensure that the Union’s 2020 20 % headline targets and its 2030 30 40 % binding headline targets on energy efficiency are met and paves the way for further energy efficiency improvements beyond those dates, in line with the EU's long-term decarbonisation goals and the UNFCC Paris Agreement of December 2015. It lays down rules designed to remove barriers in the energy market and overcome market failures that impede efficiency in the supply and use of energy, and provides for the establishment of indicative national energy efficiency targets and contributions for 2020 andfor 2020 and binding national energy efficiency targets for 2030.;
Amendment 504 #
2016/0376(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2012/27/EU
Article 7a – paragraph 5 – point a
Article 7a – paragraph 5 – point a
(a) shall include and make public requirements with a social aim in the saving obligations they impose, including by requiring a significant share of energy efficiency measures to be implemented as a priority in vulnerable households affected byt risk of energy poverty and in social housing;
Amendment 526 #
2016/0376(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2012/27/EU
Article 7b – paragraph 2
Article 7b – paragraph 2
2. In designing alternative policy measures to achieve energy savings, Member States shall take into account the effect on households affected by energy poverty and ensure a significant share of such measures are implemented as a priority in vulnerable households at risk of energy poverty and in social housing, and make this information public.
Amendment 13 #
2016/0351(COD)
Proposal for a regulation
Citation 2 a (new)
Citation 2 a (new)
Having regard to the resolution on China’s Market Economy Status adopted in the European Parliament on 12 May 2016,
Amendment 22 #
2016/0351(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) In the light of experience gained in past proceedings, it is appropriate to clarify the circumstances in which significant distortions affecting to a considerable extent free market forcosts or prices may be deemed to exist. In particular, it is appropriate to clarify that this situation may be deemed to exist, inter alia, when reported prices or costs, including the costs of raw materials or energy, are not the result of free market forces because they are affected by government intervention. It is further appropriate to clarify that in considering whether or not such a situation exists regard may be had, inter alia, to the potential impact of the following: the market in question is to a significant extent served by enterprises which operate under the ownership, decision, control or policy supervision or guidance of the authorities of the exporting country; state presence in firms allowing the state to interfere with respect to prices or costs; public policies or measures discriminating in favour of domestic suppliers or otherwise influencing free market forces; and access to finance granted by institutions implementing public policy objectivesdistortion in the operation of the privatised economy; lack of implementation of company law with adequate corporate governance rules; lack of effective legal framework for the conduct of business and non-proper functioning of a free- market economy including intellectual property rights or bankruptcy laws; access to finance granted by institutions implementing public policy objectives; lack of existence of a genuine financial sector and low social and environmental standards leading to unfair competition. It is further appropriate to provide that the Commission services mayshall issue a report describing the specific situation concerning these criteria in a certain country or a certain sector in taking into consideration the specific situation of European industries where their fixed cost linked to investment represent more than 5% of the turnover in the market economy; that such report and the evidence on which it is based mayshall be placed on the file of any investigation relating to that country or sector; and that interested parties should have ample opportunity to comment on the report and the evidence on which it is based in each investigation in which such report or evidence is used.
Amendment 41 #
2016/0351(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) It is appropriate to remind to European Institutions to coordinate with their major trading partners through multilateral or bilateral actions before and during investigations. In this regards, a comparative follow-up on the anti- dumping calculation with our major trading partners shall be exercised by the European Commission and the results is communicated to the stakeholders. To this purpose, the dedicated staff of the European Commission must increase.
Amendment 49 #
2016/0351(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EU) 2016/1036
Article 2 - paragraph 6a - point b
Article 2 - paragraph 6a - point b
(b) Significant distortions for the product concerned within the meaning of point (a) may be deemed to exist, inter alia, when reported prices or costs, including the costs of raw materials and energy, are not the result of free market forces as they are affected by government intervention or as they are the result of social and environmental dumping. In considering whether or not significant distortions exist regard may be had, inter alia, to the potential impact of the following: the market in question is to a significant extent served by enterprises which operate under the ownership, decision, control or policy supervision or guidance of the authorities of the exporting country; state presence in firms allowing the state to interfere with respect to prices or costs; market share beyond 40% of the sector world market is held by the industry of the exporting country which could be a sign of abuse of a dominant position; public policies or measures discriminating in favour of domestic suppliers or otherwise influencing free market forces; and access to finance granted by institutions implementing public policy objectives; distortion in the operation of the privatised economy; lack of implementation of company law with adequate corporate governance rules; lack of effective legal framework for the conduct of business and non-proper functioning of a free-market economy including intellectual property rights or bankruptcy laws; lack of existence of a genuine financial sector by devaluation of the national currency and low social and environmental standards leading to unfair competition.
Amendment 68 #
2016/0351(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EU) 2016/1036
Article 2 – paragraph 6a – point c
Article 2 – paragraph 6a – point c
(c) When appropriate, the Commission services mayshall issue a reportpublic report every year describing the specific situation concerning the criteria listed in point (b) in a certain country or a certain sector. Such report and the evidence on which it is based may be placed on the file of any investigation relating to that country or sector. Interested parties such as trade unions and SMEs shall have ample opportunity to supplement, comment or rely on the report and the evidence on which it is based in each investigation in which such report or evidence is used. The determinations made shall take into account all of the relevant evidence on the file. Insists that trade unions and SMEs should have the possibility to submit anti- dumping complaints.
Amendment 74 #
2016/0351(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EU) 2016/1036
Article 2 – paragraph 6a – point d
Article 2 – paragraph 6a – point d
(d) The Union industry and trade unions may rely on the report referred to in point (c) for the calculation of normal value when filing a complaint in accordance with Article 5 or a request for a review in accordance with Article 11. Insists on the fact that the European Union should do more to help trade unions and firms to take advantages of EU measures to combat dumping, in that sense, trade unions and SMEs should be accompanied by a Help Desk for filing complaints and providing guidance in investigation proceedings. The desk could even help them to put together the initial evidence of economic injury needed to justify launching an anti-dumping investigation.
Amendment 80 #
2016/0351(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EU) 2016/1036
Article 2 – paragraph 6a – point e
Article 2 – paragraph 6a – point e
(e) The parties including trade unions and SMEs to the investigation shall be informed shortly after initiation about the relevant sources that the Commission intends to use for the purpose of point (a) and shall be given 10 days to comment. For this purpose, interested parties shall be given access to the file, including any evidence on which the investigating authority relies, without prejudice to Article 19.
Amendment 94 #
2016/0351(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
Regulation (EU) 2016/1037
Article 10 - paragraph 7
Article 10 - paragraph 7
The Commission shall also offer consultations to the country of origin and/or export concerned with regard to other subsidies identified in the course of the investigation. In these situations, the Commission shall send to the country of origin and/or export a summary of the main elements concerning other subsidies, in particular those referred to in point (c) of paragraph 2 of this article. If the additional subsidies are not covered by the notice of initiation, the notice of initiation shall be amended and the amended version be published in the Official Journal of the European Union, inviting all interested parties to comment. The Commission shall also take into account the lack of cooperation of the country of origin and/or export during the investigation.
Amendment 13 #
2016/0287(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) Following the Communication setting out a European vision of Internet connectivity for the Digital Single Market and in order to promote digital inclusion, the Union should support the provision of free local wireless connectivity free of charge and free from restrictions in the centres of local public life, including outdoor spaces accessible to the general public, through targeted support. Such support is so far not covered by Regulations (EU) No 1316/201315 and (EU) No 283/201416 . _________________ 15 Regulation (EU) No 1316/20136 of the European Parliament and of the Council of 11 December 2013 establishing the Connecting Europe Facility, amending Regulation (EU) No 913/2010 and repealing Regulations (EC) No 680/2007 and (EC) No 67/2010, OJ L 348, 20.12.2013, p. 129, as last amended by Regulation (EU) 2015/1017 of the European Parliament and of the Council of 25 June 2015, OJ L 169, 1.7.2015, p. 1. 16 Regulation (EU) No 283/2014 of the European Parliament and of the Council of 11 March 2014 on guidelines for trans- European networks in the area of telecommunications infrastructure and repealing Decision No 1336/97/EC, OJ L 86, 21.3.2014, p. 14.
Amendment 14 #
2016/0287(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) Following the Communication setting out a European vision of Internet connectivity for the Digital Single Market and in order to promote digital inclusion, the Union should support the provision of free local wireless connectivity in the centres of local public life, not least in remote areas, including outdoor spaces accessible to the general public, through targeted support. Such support is so far not covered by Regulations (EU) No 1316/201315 and (EU) No 283/201416 . _________________ 15 Regulation (EU) No 1316/20136 of the European Parliament and of the Council of 11 December 2013 establishing the Connecting Europe Facility, amending Regulation (EU) No 913/2010 and repealing Regulations (EC) No 680/2007 and (EC) No 67/2010, OJ L 348, 20.12.2013, p. 129, as last amended by Regulation (EU) 2015/1017 of the European Parliament and of the Council of 25 June 2015, OJ L 169, 1.7.2015, p. 1. 16 Regulation (EU) No 283/2014 of the European Parliament and of the Council of 11 March 2014 on guidelines for trans- European networks in the area of telecommunications infrastructure and repealing Decision No 1336/97/EC, OJ L 86, 21.3.2014, p. 14.
Amendment 17 #
2016/0287(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) Support of this kind should encourage entities with a public mission such as public authorities and providers of public services to offer free local wireless connectivity as an ancillary service to their public mission so as to ensure that local communities can experience the benefits of very high-speed broadband in the centres of public life, not least in remote areas. Such entities could include municipalities and other local public authorities, libraries and hospitals, hospitals, tourist sites and transport services, including within the ambit of cross-border cooperation.
Amendment 22 #
2016/0287(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) Support of this kind should encourage entities with a public mission such as public authorities and providers of public services to offer free local wireless connectivity free of charge and free from restrictions as an ancillary service to their public mission so as to ensure that local communities can experience the benefits of very high-speed broadband in the centres of public life. Such entities could include municipalities and other local public authorities, libraries and hospitals.
Amendment 25 #
2016/0287(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) Local wireless connectivity should only qualify as freebe considered to be free of charge and free from restrictions where it is provided without corresponding remuneration, whether by direct payment or other types of consideration, including, but not limited to, advertising and the provision of personal data.
Amendment 40 #
2016/0287(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Given Internet connectivity needs within the Union and the urgency of promoting access networks that can deliver, throughout the EU, an Internet experience of high quality based on very high-speed broadband services, financial assistance should seek to attain a geographically balanced distribution, including in remote and cross-border areas, which often suffer from a lack of private network coverage.
Amendment 41 #
2016/0287(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Given Internet connectivity needs within the Union and the urgency of promoting access networks that can deliver, throughout the EU, an Internet experience of high quality based on very high-speed broadband services, financial assistance should seek to attain a geographically balanced distribution, promoting the principle of universal access for citizens to the benefits of the information society.
Amendment 51 #
2016/0287(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Regulation (EU) No 1316/2013
Article 7 – paragraph 4 – point c
Article 7 – paragraph 4 – point c
(c) actions in the field of providing free local wireless connectivity free of charge and free from restrictions in local communities shall be financed through grants or forms of financial assistance other than financial instruments.
Amendment 11 #
2016/0282(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) The name and the locality of the recipient and the amount and the purpose of the funds should not be published if it risks endangeringwhere there is a proven risk that such publication may compromise the integrity of the recipient as protected by the Charter of Fundamental Rights of the European Union or would harm the legitimate commercial interests of the recipient.
Amendment 14 #
2016/0282(COD)
Proposal for a regulation
Recital 178 a (new)
Recital 178 a (new)
(178a) The transfer of ESI Funds allocations to instruments established under the Financial Regulation or under sector-specific Regulations should never be used to jeopardise the adequate implementation of sectorial policies;
Amendment 36 #
2016/0276(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) The extended EFSI should address remaining market failures and sub-optimal investment situations and continue to mobilise private sector financing in investments crucial for Europe’s future job creation – including for the youth –, growth and competitiveness with strengthened additionality. They include investments in the areas of energy, environment and climate action, social and human capital and related infrastructure, healthcare, research and innovation, cross- border and sustainable transport, as well as the digital transformation. In particular, the contribution of operations supported by the EFSI to achieving the Union's ambitious targets set at the Paris Climate Conference (COP21) should be reinforced. Energy interconnection priority projects and energy efficiency projects should also be increasingly targeted. In addition, EFSI support to motorways should be avoided, unless it is needed to support private investment in transport in cohesion countries or in cross-border transport projects involving at least one cohesion country. For reasons of clarity, although they are already eligible, it should be explicitly laid down that projects in the fields of agriculture, fishery and aquaculture come within the general objectives eligible for EFSI support.
Amendment 42 #
2016/0276(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) Additionality, a key feature of the EFSI, should be strengthened in the selection of projects. In particularorder to ensure that the entities that need to use the EFSI guarantee fund are better represented, it would be advisable to allow for rotation on the Steering Board, to include members of sectoral DGs, such as transport and environment. In accordance with the additionality principle, operations should only be eligible for EFSI support if they address clearly identified market failures or sub- optimal investment situations. Operations in infrastructure under the Infrastructure and Innovation Window linking two or more Member States, including e- infrastructure, should be considered additional given their inherent difficulty and their high added value for the Union.
Amendment 51 #
2016/0276(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) In order to reinforce the take-up of the EFSI in less-developed, outermost and transition regions, the scope of the general objectives eligible for EFSI support should be enlarged.
Amendment 55 #
2016/0276(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) In order to partly finance the contribution from the general budget of the Union to the EU guarantee fund for the additional investments to be made, a transfer should be made from the available envelope of the Connecting Europe Facility (CEF), provided for in Regulation (EU) No 1316/2013 of the European Parliament and of the Council4. However, the appropriations from this transfer will hopefully be assigned primarily to infrastructure and transport projects. Moreover, EUR 1 145 797 000 of appropriations should be transferred from the CEF financial instruments to the grant part of the CEF with a view to facilitating blending with the EFSI or to other relevant instruments, in particular those dedicated to energy efficiency. _________________ 4 Regulation (EU) No 1316/2013 of the European Parliament and of the Council of 11 December 2013 establishing the Connecting Europe Facility, amending Regulation (EU) No 913/2010 and repealing Regulations (EC) No 680/2007 and (EC) No 67/2010, OJ L 348, 12.2013, p. 129.
Amendment 61 #
2016/0276(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) The EIB and the EIF should publicise the EFSI in order to raise the profile of this important instrument. They should also ensure that the final beneficiaries, including SMEs, are informed of the existence of EFSI support, so as to enhance the visibility of the EU guarantee granted under Regulation (EU) 2015/1017.
Amendment 104 #
2016/0276(COD)
Proposal for a regulation
Annex – point 1 – point a
Annex – point 1 – point a
Amendment 19 #
2016/0231(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The European Council conclusions of October 2014 foresaw that the target should be delivered collectively by the Union in the most cost-effective manner possible, with the reductions in the Emissions Trading System (ETS) and non- ETS sectors amounting to 43% and 30% by 2030 compared to 2005 respectively, with efforts distributed on the basis of relative Gross Domestic Product (GDP) per capita. This distribution of efforts should be proportional to the level of Member States´ GDP per capita in 2013 compared to the EU28 average GDP per capita in the same year. All sectors of the economy should contribute with at least 20% in each sector, to achieving these emission reductions, and all Member States should participate in this effort, balancing considerations of fairness and solidarity, and national targets within the group of Member States with a GDP per capita above the Union average should be relatively adjusted to reflect cost- effectiveness in a fair and balanced manner. Achieving these greenhouse gas emission reductions should boost efficiency and innovation in the European economy and in particular should promote improvements, notably in buildings, agriculture, waste management and transport, in so far as they fall under the scope of this Regulation.
Amendment 26 #
2016/0231(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The approach of annually binding national limits taken in Decision No 406/2009/EC of the European Parliament and of the Council19 should be continued from 2021 to 2030, with the start of the trajectory calculation in 2020 on the value of the 2020 annual emission allocation according to Decision 2013/634/EU and subsequent amendments, or on the average of the greenhouse gas emissions during 2016 to 2018, using whichever value is lower, and the end of the trajectory being the 2030 limit for each Member State. In order to ensure the effort sharing is fair and balanced, Member States with an average of greenhouse gas emissions during 2016, 2017 and 2018 below its 2020 annual emission allocation and with a GDP per capita below EU28 average GDP per capita in 2013, can opt for starting on the value of the 2020 annual emission allocation. An adjustment to the allocation in 2021 is provided for Member States with both a positive limit under Decision 406/2009/EC and increasing annual emission allocations between 2017 and 2020 determined pursuant to Decisions 2013/162/EU and 2013/634/EU, to reflect the capacity for increased emissions in those years. The European Council concluded that the availability and use of existing flexibility instruments within the non-ETS sectors should be significantly enhanced in order to ensure cost- effectiveness of the collective Union effort and convergence of emissions per capita by 2030. _________________ 19 Decision No 406/2009/EC of the European Parliament and of the Council of 23 April 2009 on the effort of Member States to reduce their greenhouse gas emissions to meet the Community’s greenhouse gas emission reduction commitments up to 2020 (OJ L 140, 5.6.2009, p. 136).
Amendment 55 #
2016/0231(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
2. Subject to the flexibilities provided for in Articles 5, 6 and 7, to the adjustment pursuant to Article 10(2) and taking into account any deduction resulting from the application of Article 7 of Decision No 406/2009/EC, each Member State shall ensure that its greenhouse gas emissions in each year between 2021 and 2029 do not exceed the level defined by a linear trajectory, starting in 2020 on the value of the 2020 annual emission allocation pursuant to Decision 2013/634/EU, or on the average of its greenhouse gas emissions during 2016, 2017 and 2018 determined pursuant to paragraph 3, using whichever value is lower and ending in 2030 on the limit set for that Member State in Annex I to this Regulation. In order to ensure the effort sharing is fair and balanced, Member States with an average of greenhouse gas emissions during 2016, 2017 and 2018 below its 2020 annual emission allocation and with a GDP per capita below EU28 average GDP per capita in 2013, can opt for starting on the value of the 2020 annual emission allocation.
Amendment 67 #
2016/0231(COD)
Proposal for a regulation
Article 4 – paragraph 5 a (new)
Article 4 – paragraph 5 a (new)
5a. One year after the entry into force of this Regulation, the Commission must, by means of a delegated act, lay down the minimum percentage reductions in emissions to be attained in each sector, which must not, however, be less than 20% in any one of them.
Amendment 26 #
2016/0171(COD)
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
(5 a) Progress made in developing single windows at state level must be seen as a basis for moving towards a European single window in the future.
Amendment 31 #
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, on the 3board of the ship, the 20 minutes delay currently provided for by Directive 98/41/EC should be considered as a maximum and used in exceptional cases only.
Amendment 53 #
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 2
Article 5 – paragraph 2
2. That information shall be collected before departure and recorded in the single window established pursuant to Article 5 of Directive 2010/65/EU upon the passenger ship's departure but in no case later than thirwenty minutes after its departure.
Amendment 198 #
2016/0149(COD)
Proposal for a regulation
Article 2 – paragraph 2 – point c
Article 2 – paragraph 2 – point c
Amendment 242 #
2016/0149(COD)
Proposal for a regulation
Article 4 – title
Article 4 – title
Transparency of tariffs and terminal ratecross-border tariffs
Amendment 261 #
2016/0149(COD)
Proposal for a regulation
Article 4 – paragraph 3
Article 4 – paragraph 3
Amendment 269 #
2016/0149(COD)
Proposal for a regulation
Article 4 – paragraph 4
Article 4 – paragraph 4
Amendment 77 #
2016/0050(COD)
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
(5a) With the view to encourage mobility and ensure the attractiveness of the profession of boatman and other deck crew members, Member States should ensure fair working conditions for all forms of employment, guaranteeing workers a set of rights such as the right to equal treatment, the right to social protection, the right to report abuses, health and safety protection, as well as provisions for working time and rest time. It is important that the sector can provide programmes focused both on retaining the people aged over fifty and on improving the youngsters' skills and employability.
Amendment 78 #
2016/0050(COD)
Proposal for a directive
Recital 5 b (new)
Recital 5 b (new)
(5b) All deck crew members holding certificates of qualification, record books and logbooks issued in third countries and recognised by the responsible authorities in the Union, should be subject to the social and labour law of the Member State where the activity is carried.
Amendment 83 #
2016/0050(COD)
Proposal for a directive
Recital 8
Recital 8
Amendment 87 #
2016/0050(COD)
Proposal for a directive
Recital 9
Recital 9
(9) With a view to contributing to the mobility of persons involved in the operation of vessels across the Union and considering that all certificates of qualification, service record books and logbooks issued in accordance with this Directive should comply with minimumhigh standards in accordance with harmonised criteria, Member States should recognise the professional qualifications certified in accordance with this Directive. Consequently the holders of such qualifications should be able to exercise their profession on all Union inland waterways.
Amendment 91 #
2016/0050(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Member States should issue certificates of qualification only to persons that have the minimumadequate levels of competence, the minimum age, the minimum medical fitness and the navigation time required for obtaining a specific qualification.
Amendment 92 #
2016/0050(COD)
Proposal for a directive
Recital 13
Recital 13
(13) To safeguard the mutual recognition of qualifications, the certificates of qualification should be based on the competences necessary for the operation of vessels. Member States should ensure that persons receiving certificates of qualification have the corresponding minimumnecessary and adequate levels of competence, verified following an appropriate assessment. Such assessments may take the form of an administrative examination or may form part of approved training programmes carried out in accordance with common standards in order to ensure a comparable minimum level of competence in all Member States for various qualifications.
Amendment 94 #
2016/0050(COD)
Proposal for a directive
Recital 15
Recital 15
(15) Approval of training programmes is necessary to verify that the programmes comply with common minimumnecessary requirements regarding content and organisation. Such compliance allows for the eliminatingon of unnecessary barriers to entering the profession by preventing those who have already acquired the necessary skills during their vocational training from passing unnecessary additional examination. The existence of approved training programmes may also facilitate the entry of workers with prior experience from other sectors into the profession of inland navigation as they may benefit from dedicated training programmes that take account of their already acquired competences.
Amendment 95 #
2016/0050(COD)
Proposal for a directive
Recital 16
Recital 16
(16) To further facilitate mobility for boatmasters, all Member States should be allowed, where practicable, to assess the necessary competence for addressing specific risks for navigation for all inland waterway stretches in the Union where such risks are identified to assess the competences necessary for navigating on a stretch with specific risks.
Amendment 100 #
2016/0050(COD)
Proposal for a directive
Recital 21
Recital 21
(21) Council Directive 2014/112/EU1a and this Directive represent the first two steps in establishing a coherent and modern legislative framework at Union level as regards the inland waterway transport labour market. With a view to further reducing administrative burden whilst rendering the documents less prone to tampering, the Commission should as a second step, after the adoption of this Directive, exambegine the possibilityrocess of introducing an electronic versions of service record books and logbooks, as well as electronic professional cards incorporating Union certificates of qualifications. In doing so, the Commission should take into account existing technologies in other modes of transport into account, in particular road transport. In addition, existing crewing requirements should be modernised in order to come to a harmonised, transparent, flexible and sustainable crewing system in the Union. After conducting an impact assessments including of cost-benefit and of the impacts on the fundamental rights, in particular in relation to the protection of personal data, the Commission should present, if appropriate, a proposal to proposals for those initiatives. __________________ 1a Council Directive 2014/112/EU of 19 December 2014 implementing the European Agreement concerning certain aspects of the organisation of working time in inland waterway transport, concluded by the European PBarliament and the Council.ge Union (EBU), the European Skippers Organisation (ESO) and the European Transport Workers' Federation (ETF) Text with EEA relevance (OJ L 367, 23.12.2014, p. 86)
Amendment 111 #
2016/0050(COD)
Proposal for a directive
Recital 26
Recital 26
(26) The CESNI which is open to experts from all Member States, social partners and professional associations, draws up standards in the field of inland navigation, including for professional qualifications. The Commission and social conditions. The Commission, in consultation with the European Parliament, may take into account such standards when empowered to adopt acts in conformity with this Directive.
Amendment 116 #
2016/0050(COD)
Proposal for a directive
Recital 28 a (new)
Recital 28 a (new)
(28a) In order to improve gender balance and in view of the staffing shortage in the inland waterway sector, access to the profession for women should be promoted and gender-based violence and hostility combatted.
Amendment 134 #
2016/0050(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 8
Article 3 – paragraph 1 – point 8
(8) ‘boatmaster’ means a deck crew member qualified to sail a vessel on the Member States’ inland waterways and who has nautical responsibility for the vessel, the crew and the cargo;
Amendment 141 #
2016/0050(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 12
Article 3 – paragraph 1 – point 12
(12) ‘large convoy’ means a pushed convoy composed of the pusher and sevenfor which the product of total length and total width is 6000 square metres or more barges;
Amendment 143 #
2016/0050(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 14
Article 3 – paragraph 1 – point 14
(14) ‘logbook’ means an official record of the journeys made by a vessel and its crew;
Amendment 149 #
2016/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – introductory part
Article 8 – paragraph 1 – introductory part
1. When necessary for ensuring safety of navigation, Member States may identify stretches of inland waterways with specific risks, except for inland waterways of a maritime character referred to in Article 7, and only based on strict criteria established by the Commission with the participation of experts and professional associations from the Member States, where such risks are due to:
Amendment 151 #
2016/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – point c
Article 8 – paragraph 1 – point c
(c) the presence of a specific local traffic regulation not part ofbased upon the European Code for Navigation on Inland Waterways justified by specific hydro- morphological features.
Amendment 167 #
2016/0050(COD)
Proposal for a directive
Article 10 – paragraph 5
Article 10 – paragraph 5
5. Without prejudice to the limitation referred to in paragraph 4, Union certificates of qualification for boatmasters shall be valid up to a maximum of 105 years.
Amendment 170 #
2016/0050(COD)
Proposal for a directive
Article 13 – paragraph 1 – subparagraph 1 a (new)
Article 13 – paragraph 1 – subparagraph 1 a (new)
The validity of the Union certificate of qualification may be temporarily suspended by any Member State where that Member States deems such suspension to be necessary on grounds of safety and public order. Member States shall record without delay suspensions and withdrawals in the database referred to in Article 23(2).
Amendment 176 #
2016/0050(COD)
Proposal for a directive
Article 16 – paragraph 1 a (new)
Article 16 – paragraph 1 a (new)
The Commission shall adopt implementing acts establishing models for practical examination certificates. When adopting these acts, the Commission shall make reference to standards established by an international body and taking into account the opinion of experts from Members States and professional associations. The standards put forward need to be up- to-date and available in all Member State languages.
Amendment 180 #
2016/0050(COD)
Proposal for a directive
Article 18 – paragraph 1 – subparagraph 1
Article 18 – paragraph 1 – subparagraph 1
The Member States tshatll identify inland waterways stretches with specific risks in the meaning of Article 8(1), shall define t based on criteria established by the Commission together with experts from the Member States. The additional competence required from boatmasters navigating on these stretches and the means to prove that such requirements are met shall also be defined by the Member States together with the Commission and experts from the Member States.
Amendment 182 #
2016/0050(COD)
Proposal for a directive
Article 18 – paragraph 1 – subparagraph 2
Article 18 – paragraph 1 – subparagraph 2
Taking into account the competences required for the specific risk, those means may consist of a limited number of journeys to be carried out on the stretch concerned, a simulator examination where available, a multiple choice examination or a combination thereof.
Amendment 186 #
2016/0050(COD)
Proposal for a directive
Article 18 – paragraph 3
Article 18 – paragraph 3
3. Any Member State may carry out assessments of applicants’ competence for specific risks for stretches located in another Member State based on the requirements established in accordance with paragraph 1. Upon request and in case of examination by means of multiple choice exams or simulators, Member States referred to in paragraph 1 shall provide other Member States carrying the assessment with the available tools allowing themto enable it to carry out that assessment.
Amendment 196 #
2016/0050(COD)
Proposal for a directive
Article 29 – paragraph 6
Article 29 – paragraph 6
6. When exercising its power of delegation referred to in Article 15(1) and (4), Articles 19, 21 and Article 23(1) and (2) the Commission may adopt delegated acts which make a reference to standards established by an international body.the Commission together with experts from the Member States, provided that:
Amendment 197 #
2016/0050(COD)
Proposal for a directive
Article 29 – paragraph 6 a (new)
Article 29 – paragraph 6 a (new)
6a. Those standards shall be up-to- date and available in all Member State languages.
Amendment 244 #
2016/0050(COD)
Proposal for a directive
Annex II – point 2 – point 2.6 – indent 2
Annex II – point 2 – point 2.6 – indent 2
- ensure good communication at all times, which includes the use of standardised communication phrases in situations with communication problems;, in a similar vein to the requirements stipulated in Directive 2008/106, where English goes together with other languages.
Amendment 247 #
2016/0050(COD)
Proposal for a directive
Annex II – point 2 – point 2.7 – indent 4 a (new)
Annex II – point 2 – point 2.7 – indent 4 a (new)
- shall be able to instruct and control all tasks exercised by other deck crew members as referred to in Chapter 1 of this Annex, implying abilities to perform these tasks.
Amendment 3 #
2015/2353(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Stresses that total recovery of funds redeployed from the Connected Europe Facility (CEF) to the European Fund for Strategic Investments (EFSI) should be one of the key priorities for the mid-term revision of the Multiannual Financial Framework 2014-2020 (MFF); insists that decided priorities and designated financing are respected in future and no more reduction of CEF budget or other instruments for transport projects occur until 2020;
Amendment 22 #
2015/2353(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Highlights that the EFSI makes a worthwhile contribution to the financing of TEN-T projects, provided that grants remain a vital and necessary funding source; underlines, in particular, that grants could be combined together with innovative financial instruments and the EFSI to facilitate the implementation of additional projects and catalyse private finance (blending); is concerned however that the extended use of financial instruments may lead to increase of public debt;
Amendment 31 #
2015/2353(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Underlines also that adequate EU funding for transport infrastructure is a key requirement for territorial, economic and social cohesion and recognizes the importance of the Cohesion Fund for improvement of infrastructure and connectivity in Europe; insists therefore that adequate funding is provided for this Fund in the current programing period as well as post 2020;
Amendment 34 #
2015/2353(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Urges the Commission and the Member States to improve the coordination of national transport strategies in order to facilitate Commission approval of large infrastructure projects; calls also for better coordination of all EU instruments related to transport in order to ensure that all core TEN-T projects are completed in time and potential savings are properly utilized for supporting mature projects waiting in the pipeline;
Amendment 48 #
2015/2353(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Points out that there is a need to develop and promote more environmentally friendly modes of transportation such as railways; calls therefore for enhanced support to initiatives such as Shift to Rail;
Amendment 69 #
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; recognizes the importance of the human capital for development of tourism services and underlines the role that the European Social Fund may play in this field; considers that appropriate budgetary funds should be allocated to developing a genuine European tourism policy and enhance this sector's development.
Amendment 1 #
2015/2350(INI)
Motion for a resolution
Citation 2 a (new)
Citation 2 a (new)
- having regard to the 21th Conference of the Parties (COP 21) to the UNFCCC and the 11th Conference of the Parties serving as the Meeting of the Parties to the Kyoto Protocol (CMP 11) held in Paris, France, from 30 November to 11 December 2015,
Amendment 6 #
2015/2350(INI)
Motion for a resolution
Recital B
Recital B
B. whereas waterborne passenger transport in the fields of coastal (short sea) shipping, inland and maritime ferries, urban mobility, and cruises and tourism offers great potential for using available excess capacity in terms of both infrastructure and vesselsplay a crucial role in connecting the different regions of the European Union and are thus an important factor for enhancing the cohesion; cruise and ferry activity moreover stimulates coastal tourism, being one of the main maritime activities in Europe;
Amendment 10 #
2015/2350(INI)
Motion for a resolution
Recital B
Recital B
B. whereas waterborne passenger transport in the fields of coastal (short sea) shipping, inland and maritime ferries, urban mobility, cruises and, but above all tourism, offers great potential for using available excess capacity in terms of both infrastructure and vessels;
Amendment 30 #
2015/2350(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Encourages the development of the motorways of the sea, including third countries, which promote multimodal efficient transport, facilitate this mode's integration with other transport networks and modes, remove bottlenecks in key network infrastructures and ensure territorial continuity and integration;
Amendment 42 #
2015/2350(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Believes that the integration of WPT into urban public transport networks could considerably enhance mobility efficiency, environmental performance, quality of life, affordability, decongestion of land-based transport networks and comfort in cities;
Amendment 46 #
2015/2350(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Emphasises that WPT should be better integrated into information, booking and ticketing systems in order to improve the quality of public services and further develop the tourism sector, particularly in remote and isolated areas;
Amendment 51 #
2015/2350(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Welcomes the efforts of the WPT sector to switch to cleaner shipand energy- efficient ships with lower emissions, developed as part of a European framework aimed at making waterborne transport greener; believes that this will lead to cheaper solutions that are sustainable, more attractive and thus economically more competitive, making the sector ‘cheaper, cleaner, greener’ overall;
Amendment 82 #
2015/2350(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Invites the Commission to propose a clear framework allocating responsibilities and costs, with a view to improving security; urges the Commission, furthermore, to address staff training; considers that the quality and safety of services can only be improved with qualified staff;
Amendment 101 #
2015/2350(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Stresses the importance of the WPT sector in developing sustainable tourism, in particular in remote regions of the Union such as coastal and island, island and rural regions; considers, furthermore, that SMEs should be a focal point for the promotion of tourism services;
Amendment 105 #
2015/2350(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Considers that tourism in coastal regions and islands is insufficiently developed due to lack of interconnectivity; considers that the Commission should take into account that in these areas there is greater demand for quality transportation services;
Amendment 110 #
2015/2350(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Highlights the potential and desirability of integrating WPT into a multimodal mobility framework for both commuters and tourists; considers, in this connection, that further improvements are needed in order to develop integrated ticketing schemes, to enhance reliability, comfort, punctuality and frequency, to ease pressure on logistics chains and to achieve faster boarding times in order to attract passengers;
Amendment 112 #
2015/2350(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Emphasises that, in order to maintain a high level of quality services, as well as in the interest of maritime safety, it is essential to develop the knowledge and skills in the maritime sector in the EU;
Amendment 117 #
2015/2350(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
Amendment 3 #
2015/2349(INI)
Motion for a resolution
Citation 5 a (new)
Citation 5 a (new)
- having regard to the Commission Communication "A European agenda for the collaborative economy" COM(2016) 356
Amendment 12 #
2015/2349(INI)
Motion for a resolution
Recital D
Recital D
D. whereas small undertakings have added value particularly in remote and densely-populated areas, thanks to their excellent knowledge of the local market, their proximity to the customer and/or their agility and ability to innovate, have added value both in densely- populated areas as well in remote areas, being capable to provide tailored services reflecting the multiple needs of customers;
Amendment 16 #
2015/2349(INI)
Motion for a resolution
Recital E
Recital E
E. whereas, for passengers and goods, both demand for transport services is growing strongly both in terms of quality and of quantitand the conditions applicable to their provision vary considerably, and whereas reducing mobility is not an option;
Amendment 25 #
2015/2349(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas the benefits generated by collaborative consumption in the field of mobility also directly or indirectly affect the growth of the tourist industry;
Amendment 70 #
2015/2349(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Notes that small transport firms need to invest not only to comply with the law but also to remain competitive in relation to big companies; deplores that, on one hand, their access to credit and funding on the money markets remains limited in spite of quantitative easing measures, while, on the other hand, aid from the public purse, particularly at European level, is rarely forthcoming, owing to overly complex and long-winded administrative procedures;
Amendment 147 #
2015/2349(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls on the Commission and the Member States to do more to combat anti- competitive practices by large integrated groups in order to ensure fair access to the market, regardless of the size of enterprises;
Amendment 166 #
2015/2349(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Calls for equality between undertakings in terms of production conditions to be promoted in a collaborative business environment, just as in others;
Amendment 175 #
2015/2349(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Takes the view, in view of the development of collaborative business models, that the solution is neither sector- specific regulation nor regulation aimed solely at digital platforms, and that in future the mobility system needs to be addressed as a whole; calls for the establishmentneed of a moderniszed, multi-modal regulatory framework that fosters innovation as well as the protection of consumers and their data, and ensures healthy competitionequal playing field for different actors;
Amendment 206 #
2015/2349(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Believes that collaborative business models constitute a major resource for the sustainable development of connections in outlying, mountainous and rural regions, and also have indirect benefits for the tourism sector;
Amendment 89 #
2015/2348(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Regrets that too often Member States’ national infrastructure plans are decided without reference to the TEN-T objectives; urges the Commission to increase coordination between the two levels of planning and suggests adding to the European Semester a chapter on supervising its coherence with appropriate corrective measures; calls on the Commission not to prioritise Member State projects that are not in line with the TEN-T programming;
Amendment 102 #
2015/2348(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Considers that an efficient EU logistics system requires further coordination beyond, in addition to physical connectivity and, an operational TEN- T network; calls on the Commission to appoint a TEN-T European logistics coordinator that could effectively complement, coordinate and give coherence to the ongoing work of the coordinators in the area of multimodality;
Amendment 123 #
2015/2348(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Considers that an efficient logistics system must be oriented towards future technologies, such as the use of drones for freight transport and delivery;
Amendment 155 #
2015/2348(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Considers that the shift to rail and water transport should be incentivised, as they reduce congestion and are less polluting than road traffic;
Amendment 158 #
2015/2348(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Hopes that the rolling stock will be equipped with new brakes that reduce noise pollution;
Amendment 163 #
2015/2348(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Welcomes the Commission’s first steps to introduce fuel standards for heavy commercial vehicles (HCVs) and CO2 limits; on this point, would like to see rapid development in the infrastructure for alternative fuels throughout the TEN- T network; is of the opinion that increased size of HCVs would entail a deep revision of the infrastructure and operational standards of the TEN-T network and that alternatives such as reducing ‘empty returns’ could achieve greater efficiency gains with less impact on the infrastructure;
Amendment 195 #
2015/2348(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Notes with concern that the logistics sector will face a shortage of workforce in the coming years and that slow adaptation of its workforce to digital technologies could undermine the sector’s performance; calls on the Commission to identify training and learning needs at EU level, and working conditions, costs and barriers that discourage the workforce from entering the transport sector, and for these reasons believes that this training should be uniform and recognised at EU level; and to propose as a matter of urgency measures to make it more attractive to young people and to future generations; regards this as an opportunity to increase the proportion of women and new entrants on the transport labour market, for example EU migrants;
Amendment 24 #
2015/2347(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Stresses the need to enhance the connectivity and accessibility of the infrastructure for transport to, from and within the central and eastern parts of the EU, taking into account the needs of the economy and the principles of sustainable development and tourism; reiterates the TEN-T objectives of bridging missing links, removing bottlenecks and ensuring seamless connections for long-distance and regional transport, particularly in cross- border regions, for passengers and freight;
Amendment 25 #
2015/2347(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Stresses the need to improve connectivity and accessibility of the transport infrastructure so as to develop the tourism industry in the EU;
Amendment 38 #
2015/2347(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Considers that macro-regional EU strategies, such as those already established for the Baltic, Danube and Adriatic-Ionian regions and a possible future strategy for the Carpathian region, offer an innovative governance framework for tackling transport policy challenges which cannot be solved by Member States alone so as to ensure better transport conditions and adequate consumer protection;
Amendment 45 #
2015/2347(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Stresses that the disparities in terms of infrastructure developments and quality between the CEE region and the rest of Europe can only be reduced through a clear, concrete and integrated EU-wide strategy;
Amendment 52 #
2015/2347(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Points out that enhancing the coherence of the economic development of the Member States in the western, central and eastern parts of the EU requires large investments; underlines the necessity for better coordination among European and national authorities, especially with regard to the realization of the core part of the TEN-T network; reminds, though, that the coordination required at European level must take account of the specific challenges in the Member States and the differences in their economies, social security systems and traditions;
Amendment 53 #
2015/2347(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Points out that enhancing the coherence of the economic development of the Member States in the western, central and eastern parts of the EU requires large investments; underlines that the coordination required at European level must take account of the specific challenges in the Member States and the differences in their economies, social security systems and, traditions and infrastructure quality;
Amendment 67 #
2015/2347(INI)
Motion for a resolution
Paragraph 7 b (new)
Paragraph 7 b (new)
7b. Calls on the European Commission and Member States alike to promote the use and benefits of the EFSI programme;
Amendment 74 #
2015/2347(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Underlines the importance of multimodality and transport innovation, and supports the integration of the inland waterways in the multimodal logistic chain, given that the connection between all transport modes would ensure the economic development of the area, and would also reduce bottlenecks in the transport system;
Amendment 75 #
2015/2347(INI)
Motion for a resolution
Paragraph 8 b (new)
Paragraph 8 b (new)
8b. Recognises the importance of multimodality for the development of trade and tourism, as well as for environment protection;
Amendment 90 #
2015/2347(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Stresses the importance of the Schengen systemarea for an efficient transport system in the EU based on the free movement of goods and persons across open internal borders; reminds that already in June 2011 the European Commission urged all Member States to take the decision on enlarging the Schengen area to include Bulgaria and Romania;
Amendment 105 #
2015/2347(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Recalls that the development of cross-border roads is essential to facilitate cooperation between populations and enterprises in border regions; calls on the Member States to continue modernising roads, build safe and accessible parking lots and to strengthen regional connectivity to the TEN-T network;
Amendment 106 #
2015/2347(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Recalls that the development of cross-border roads is essential to facilitate cooperation between populations and enterprises in border regions, in addition to developing tourism; calls on the Member States to continue modernising roads and to strengthen regional connectivity to the TEN-T network;
Amendment 130 #
2015/2347(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Stresses the importance of further developing rail transport for coherent, sustainable growth and cohesion in the central and eastern parts of the EU; expects such efforts to have positive impacts on industrial development, freight logistics and, passenger mobility and, accordingly, on tourism; calls on the Member States to eliminate cross-border and national bottlenecks and to expand operational capacities;
Amendment 159 #
2015/2347(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Underlines the importance of the Fourth railway Package and encourages Member States to implement its requirements, so as to improve the coordination, management and safety of the rail transport system;
Amendment 172 #
2015/2347(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Underscores the role of the Danube River as the key transport waterway in the Danube macro-region; invites the riparian states to ensure the continuous navigability of the river and to implement their master plan for fairway rehabilitation and maintenance endorsed in 2014, this leads to the creation of more jobs and development of SME´s;
Amendment 190 #
2015/2347(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Recognises the diverse roles of regional and local airports in the development of regions in the central and eastern EU and in facilitating trade, inclusive mobility and tourism access; maintains that for any new facilities, traffic demand and potential must be duly assessed and use of EU funds strictly limited to economically viable projects; Considers it necessary that more flight connections should be established between European cities;
Amendment 191 #
2015/2347(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Recognises the diverse roles of regional and local airports in the development of regions in the central and eastern EU and in facilitating trade, and inclusive mobility and, not to mention their importance for tourism access; maintains that for any new facilities, traffic demand and potential must be duly assessed and use of EU funds strictly limited to economically viable projects;
Amendment 11 #
2015/2324(INI)
Draft opinion
Recital B
Recital B
B. whereas the specific geomorphology of the region should not be considered solely an obstacle to connectivity, but rather an opportunity to combine the transport system with protection of the natural and, cultural, environmental, and biodiversity heritage;
Amendment 19 #
2015/2324(INI)
Draft opinion
Recital C
Recital C
C. whereas financial resources should mainly be invested in the development of local connectivity, inlocal connectivity is a priority and should be developed in line with the trans-European transport networks already mapped out so as to help promotinge small town centres, facilitating and the accessibility of tourist facilities and ensuringable essential health services to be put to use;
Amendment 20 #
2015/2324(INI)
Draft opinion
Recital C
Recital C
C. whereas financial resources should mainlyalso be invested in the development of local connectivity, in promoting, on the basis of standards and indicators suited to the specific conditions in mountain areas, in the development of local connectivity, while ensuring consistency with the trans-European transport networks already mapped out so as to help promote small town centres, facilitating and the accessibility of tourist facilities and ensuringable essential health services to be put to use;
Amendment 36 #
2015/2324(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Takes note of the Alpine Convention, the territorial delimitation under it, and the protocols on transport and tourism, as well as of the Commission’s action plan aimed at improving the sustainability of transport connectivity within and to the region and promoting intermodality and interoperability in passenger and freight transport;
Amendment 43 #
2015/2324(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls on the Commission and the Member States to promote, as a matter of priority, a policy to develop transport infrastructure that is sustainable, inclusive and non-invasive for the region, preserving the latter and consistent with the trans- European transport networks already marked out; bearing in mind the importance of protecting the environment, calls for support to be provided with a view to encouraging a gradual shift from road to rail transport and to promoting ithe region in terms of tourism, social cohesion and regional development;
Amendment 45 #
2015/2324(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls on the Commission and the Member States to promote, as a matter of priority, multi-level governance and, as a matter of priority for the essentially mountainous Alpine region, to implement a policy to develop transport infrastructure that is sustainable, inclusive and non-invasive for the region, preserving the latter and promoting it in terms of tourism, and social cohesion and regional development, especially in border areas, and promoting the balanced development of economically weaker regions and areas;
Amendment 50 #
2015/2324(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Stresses the importance of interconnections with TEN-T corridors and of optimizing existing infrastructure network capacity;
Amendment 63 #
2015/2324(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the countries concerned to identify strategic infrastructural projects helping to strengthen cohesion and reduce road congestion by using intermodal transport services; urges that particular attention be paid to improving port facilities, including rail and road connections freight terminals and inner harbours, with a view to reviving their activities;
Amendment 67 #
2015/2324(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Takes the view that the accessibility of ICTs should be increased by providing services more quickly and efficiently and by encouraging where possible alternatives to physical travel, such as teleworking, in order to reduce the number of journeys and their polluting emissions;
Amendment 77 #
2015/2324(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls on the Member States to adopt a strategic approach to making tourism less of a seasonal activity, to invest in tourism infrastructure and to facilitate sustainable access via public transport to tourist destinations such as ski resorts.
Amendment 4 #
2015/2258(INI)
Draft opinion
Recital A
Recital A
A. whereas the needs of people with disabilities in the fields of transport, mobility and tourism match business opportunities for transport and mobility services and can lead to win-win situations in serving people with reduced mobility or who are visually impaired, as well as all other users of these services;
Amendment 23 #
2015/2258(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls on the Member States to take all necessary steps towards the implementation of EU legislation aimed at improving transport accessibility for transport and tourism purposes (including bus, rail, air and waterborne transport) by strengthening the competences of the relevant enforcement bodies under passenger rights legislation;
Amendment 38 #
2015/2258(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Emphasises that barrier-free accessibility to transport services, vehicles, infrastructure and intermodal connecting hubs is the key to securing mobility systems free from built-in discrimination and to encouraging tourism;
Amendment 40 #
2015/2258(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Maintains that accessibility is essential if people with disabilities are to take full advantage of the European tourism offering;
Amendment 62 #
2015/2258(INI)
Draft opinion
Paragraph 9
Paragraph 9
9. Asks the relevant authorities in the Member States to facilitate transport and tourism staff’s training in awareness and disability equality.
Amendment 65 #
2015/2258(INI)
Draft opinion
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Maintains that the ‘tourism for all’ principle should be the reference point for any tourism-related action at national, regional, local, or European level; points out that tourism service providers should allow for the needs of people with disabilities by promoting the adaptation of facilities and staff training activities.
Amendment 29 #
2015/2221(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas the BU plays a key role in funding investment and therefore in fostering growth and job creation throughout the European Union;
Amendment 115 #
2015/2221(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Invites the Single Supervisor to extend the scope of the Asset Quality Review to include all Level 3 financial assets, including derivatives, and to recalibrate the stress test, considering additional factors, such as potential litigation costs, with the aim of better preventing banking crises;
Amendment 125 #
2015/2221(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Underlines that economic recovery is underway but is still fragile and modest, inflation remains below its target, credit dynamics are still subdued in many jurisdictions, while credit conditions still differ among European countries and a large stock of non- performing loans weighs on many European banks’ balance sheets, limiting their capacity to finance the economy;
Amendment 141 #
2015/2221(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Notes that the Banking Structural Reform, which was conceived to reduce systemic risk and address the issue of "too big to fail" institutions, has yet to be implemented;
Amendment 142 #
2015/2221(INI)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
11b. Stresses the need to continue the work aimed at cutting the links between the traditional banking system and the traditional one, as proposed by the Liikanen high-level expert Group;
Amendment 171 #
2015/2221(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Welcomes the ECB initiative to engage into a review of the Option and Discretions (O&Ds) as a step towards harmonising supervisory practices; in this respect, recommends: a) to allow institutions not to include in the own funds unrealised gains or losses on exposures to central governments classified in the AFS category, if such a treatment was applied before 1 January 2014, as provided in Article 467 of Regulation (EU) 575/2013. This treatment shall be applied until the Commission has adopted a regulation on the basis of Regulation (EC) No 1606/2002 endorsing the International Financial Reporting Standard replacing IAS 39; b) to review the proposal on Liquidity Cover Ratio (LCR) waivers at cross- border level as provided in Article 8 of Regulation (EU) 575/2013; c) to exercise the option provided by Article 113(6) of Regulation (EU) 575/2013 , which allows the exemption from risk weighting of infra-group exposures for banking group under a single supervisory authority; d) to maintain the permission not to deduct equity holdings in insurance undertakings until December 2022 as provided in Article 471 of Regulation (EU) 575/2013; e) to allow the non-deduction of Deferred Tax Assets (DTA) depending on future profitability for the next three budget years, as provided in Article 478 of Regulation (EU) 575/2013;
Amendment 173 #
2015/2221(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Emphasises the importance of a level playing field within the Single Market and therefore calls for a continued effort aimed at achieving the Single Rule Book, through the removal of national options and discretions; such removal should in the first place ensure the establishment of a common set of rules and supervisory convergence between the EU Member States and the Banking Union and - within the latter - between banks under direct ECB supervision and banks not under direct ECB supervision; in addition, stresses that national options and discretions attributed to Member States prevent the ECB from developing a single coherent supervisory approach within the Banking Union and should therefore be eliminated in the future;
Amendment 174 #
2015/2221(INI)
Motion for a resolution
Paragraph 16 b (new)
Paragraph 16 b (new)
16b. In order to ensure that the situations and legal relationships governed by EU law remain foreseeable, calls on the ECB to attribute high importance to the principle of protection of the legitimate expectations by respecting and not revoking the transitional arrangements on which banks have relied in good faith when determining their capital planning; in this context, the maintenance of the non-application of fair value measurement for unrealized gains and losses on exposures to central governments classified in the "Available For Sale" category is of high importance; highlights that making such exposures mandatorily subject to fair value measurement (for capital requirement purposes), not only strengthens the link between banks and sovereigns, but may also lead to own funds volatility;
Amendment 175 #
2015/2221(INI)
Motion for a resolution
Paragraph 16 c (new)
Paragraph 16 c (new)
16c. Reminds that Regulation (EU) No 575/2013 grants a level playing field between conglomerates institutions and non-conglomerated institutions, which have holdings in insurance undertakings; stresses that the shortening of the transitional period for the exemption for the deduction of equity holdings in insurance companies from common equity Tier 1 items, provided for in Article 471 of Regulation (EU) No 575/2013, together with the confirmation of the exemption provided for in Article 49, would breach such level playing field, benefiting entities which form part of financial conglomerates to the detriment of other institutions; recalls that the shortening of the transitional period cannot in any case be established by regulations issued by a Supervisory Authority;
Amendment 176 #
2015/2221(INI)
Motion for a resolution
Paragraph 16 d (new)
Paragraph 16 d (new)
16d. Believes moreover that such change to Article 471 of Regulation (EU) No 575/2013 would negatively affect the "legitimate expectations" of supervised entities, that have already planned and targeted their capital requirements on the basis of the current regulation;
Amendment 242 #
2015/2221(INI)
Motion for a resolution
Paragraph 27 a (new)
Paragraph 27 a (new)
27a. Acknowledges the traditional reliance of SMEs on bank funding on account of their specific nature, different risk profiles and variety across Europe; calls on the Commission, in cooperation with the ESAs, the ECB and national authorities, to assess the sufficiency of SME funding, to analyse the obstacles to, and benefits of the diversification of funding channels and how to enable banks and non-banks to increase SME funding, widening companies' choice among different methods of funding at different stages of their development; recalls the importance of tools such as the 'SME Supporting Factor'; suggests that the initiatives for improved SME funding should be expanded to start-ups, micro enterprises and mid-cap companies; highlights the potential of innovative and largely untapped venues for financing SMEs, including peer-to-peer lending, crowdfunding and private placement, and stresses the need to streamline the respective regulatory requirements;
Amendment 293 #
2015/2221(INI)
Motion for a resolution
Paragraph 36 a (new)
Paragraph 36 a (new)
36a. Stresses the need, as a consequence of the existence of the national compartments in the SRF, to rapidly put in place an adequate bridge financing mechanism in order to provide the fund, if necessary, with sufficient resources in the period before its completion; recalls that the Eurogroup and the Ecofin ministers identified, in their statement of 18 December 2013, the possibility of having recourse to national sources in the transition period, as well as to develop a common backstop during the same period;
Amendment 329 #
2015/2221(INI)
Motion for a resolution
Paragraph 39 a (new)
Paragraph 39 a (new)
39a. Recalls that while breaking the link between sovereigns and banks at national level remains an important objective, all the measures directed at achieving this objective, have to take into account both the international context and the short term repercussion on financial stability; stresses in particular that the introduction of a risk weighting on the sovereign debt exposure of banks, by severing the link between debt and saving in any given Member State, may endanger debt sustainability and put financial stability at risk; furthermore considers that this measure should only be taken in conjunction with risk sharing measures;
Amendment 354 #
2015/2221(INI)
Motion for a resolution
Paragraph 40 a (new)
Paragraph 40 a (new)
40a. Recalls that the reduction of systemic risk, attained through regulatory changes and efforts made at national level, should proceed in parallel with the creation of risk sharing mechanism at European level1 a; __________________ 1a Among the others, Commissioner Jonathan Hill, Responsible for Financial Stability, Financial Services and Capital Markets Union recently stated that: "Step by step, we need to make sure that risk reduction goes hand in hand with risk sharing.”
Amendment 1 #
2015/2197(DEC)
Draft opinion
Paragraph 2
Paragraph 2
2. Notes that the Undertaking’s annual budget for 20134 was EUR 13,1 million in commitment appropriations and EUR 121,9 million in payment appropriations and that the implementation rates were 99,4% and 79,8% respectively;
Amendment 2 #
2015/2154(DEC)
Draft opinion
Paragraph 2
Paragraph 2
2. Welcomes the high implementation rate, in 2014, of 98,.2% for the commitment appropriations for the mobility and transport policies, and the considerably high implementation rate of 95,2 % for the payment appropriations; notes that the amount of outstanding commitments increased by EUR 1 653 372 424 in 2014 to the overall amount of EUR 5 647 143 046 and that the increase in outstanding amounts is usually higher at the beginning of the new Multiannual Financial Framework as payments for new projects would catch up later; however calls on the Commission and Member States to ensure that transport projects are duly implemented;
Amendment 14 #
2015/2154(DEC)
Draft opinion
Paragraph 4
Paragraph 4
4. Draws attention to the large number of high quality projects that could not be adopted at the 2014 CEF-Transport calls owing to a lack of available funds; believes that it is necessary to ensure sufficient funding for CEF-T projects; noteregrets that CEF budget was decreased by funding provided to the European Fund for Strategic Investments; recalls however that point 17 of Interinstitutional Agreement1 on budgetary discipline provides for 10% flexibility to increase CEF budget in annual budgetary procedure and that this flexibility exists regardless EFSI funding; insists that implementation of projects agreed between the European Parliament and the Council in Annex I to Regulation 1316/2013 would justify such increase of the CEF budget; __________________ OJ C 373, 20.12.2013.
Amendment 17 #
2015/2154(DEC)
Draft opinion
Paragraph 5
Paragraph 5
5. Notes that there is information on transport projects available in various databases, such as Financial Transparency System, INEA database of TEN-T projects and CORDIS for Horizon 2020 projects; calls for smart use of these tools in order to have a better overview, upstream and downstream, of the process of allocating EU funds; reiterates the importance of publishing of easily accessible annual list of transport projects co-financed by the Union, setting out the exact amount of the funding;
Amendment 23 #
2015/2154(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Points out that transport projects in 2014-2020 will be financed from several sources, including the Connecting Europe Facility (CEF), the Cohesion Fund, the European Fund for Regional Development and the European Fund for Strategic Investments (EFSI); calls on the Commission, therefore, to develop synergies that will enable these different sources of funding to allocate the funds available more efficiently;
Amendment 37 #
2015/2154(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Regrets, however, that appropriations for tourism are not yet adequate to support the development of the sector, also with a view to the new sharing economies;
Amendment 86 #
2015/2147(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Stresses the importance of digitization in the tourism sector and the necessity to make all digital infrastructures easily accessible in particular with regard to SMEs, taking into account also the development of sharing economy platforms;
Amendment 16 #
2015/2115(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas low energy prices, while having a negative impact on inflation expectations, could potentially help the economic recovery;
Amendment 53 #
2015/2115(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Considers that the unconventional measures adopted by the ECB had a positive impact on the European economy, but are insufficient to guarantee economic growth if not accompanied by coordinated, expansive fiscal policies;
Amendment 57 #
2015/2115(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Deplores the existing gap between financing rates granted to SMEs and those granted to bigger companies and the gap in financing rates granted to SMEs located in different countries; considers that this long-standing problem is cannot appropriatelybe addressed by the recent measures implemented by the ECB to boost bank lending;
Amendment 67 #
2015/2115(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Recalls that SMEs are the backbone of the European economy and that the banking system is instrumental in ensuring their competitiveness and their growth; welcomes the introduction of the SMEs Supporting Factor by the CRR; invites the ECB to adopt measures aimed at further facilitating financing to small and medium enterprises;
Amendment 71 #
2015/2115(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Stresses that, despite the ECB pursuing its actions in order to maintain favourable financing conditions, private investment in the euro area remains significantly below its levels prior to the current crisis;
Amendment 77 #
2015/2115(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. AcknowledgWelcomes that, in reaction to a complex environment of falling inflation, contraction of credit and sluggish economic growth, and with its interest rates close to the zero lower bound, the ECB resorted to non-conventional monetary policy instruments;
Amendment 93 #
2015/2115(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Invites the ECB to consider in its balance sheet expansion policy the purchase of EIB project bonds and the participation in projects funded by the EFSI, thus contributing to the general economic policies in the Union and to the achievement of their objectives, as per Article 282 TFEU;
Amendment 98 #
2015/2115(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Points out that the below-target level of inflation registered in past years and also expected for the coming years will have an impact on the debt reduction programmes of several Member States;
Amendment 116 #
2015/2115(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Stresses that the positive impact of the Asset Purchase Programme (APP) on money and credit dynamics remains modest, with new loans to enterprises still weak and with significant differences across euro area economies; notes that since the launch of the APP, medium-term inflation expectations have risen, gradually converging towards the target of 2 %, while the risks of a deflation trap have decreased; asks the ECB to apply the APP to all Member States, without discrimination;
Amendment 121 #
2015/2115(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Notes that global economic growth is still sluggish, with downside risk for the emerging markets; highlights the possible repercussion on the European economy; invites the ECB to adjust the size, composition and duration of the Asset Purchase Programme (APP) accordingly;
Amendment 134 #
2015/2115(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Notes that, according to the ECJ judgment of 16 June 2015 in Case C-62/14, when the ECB programme for the purchases of government bonds on secondary markets it is exposed to a significant risk of losses as well as to the risk of a debt cutdoes not exceed the powers of the ECB in relation to monetary policy and does not contravene the prohibition of monetary financing of Member States;
Amendment 139 #
2015/2115(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Stresses that the high and divergent levels of public and private indebtedness in some Member States are obstacles to the correct transmission of monetary policy, and that the non-conventional monetary policy implemented by the ECB is not able to change this situationis situation cannot be address by the ECB, but it requires coordinated political decision at European level;
Amendment 4 #
2015/2106(INI)
Motion for a resolution
Citation 15
Citation 15
Amendment 144 #
2015/2106(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
Amendment 26 #
2015/2103(INL)
Draft opinion
Paragraph 2
Paragraph 2
2. notes that automated vehicles can play an important role in developing sustainable transport (for example, through the potential for making savings in emissions) and; notes in addition that the high degree of flexibility offered by these vehicles could lead to further benefits; calls on the Commission and Member States to pay attention to upcoming technical progress;
Amendment 35 #
2015/2103(INL)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. hopes that the new vehicles will be accessible to all users, including those with reduced mobility;
Amendment 36 #
2015/2103(INL)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. points out that self-driving vehicles might do much to reduce noise pollution, especially in towns and cities;
Amendment 57 #
2015/2103(INL)
Draft opinion
Paragraph 4
Paragraph 4
4. underlines that automated cars will require a high level of safety and of interaction with the transport infrastructure and that the high volume of data will need to be securely transferred in real time between automated vehicles and such infrastructure;
Amendment 60 #
2015/2103(INL)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. stresses that technology of this type can bring benefits from the point of view both of tourism and of facilitating connections with remoter regions;
Amendment 2 #
2015/2095(INI)
Draft opinion
Paragraph -1 (new)
Paragraph -1 (new)
-1. Expresses its concern that the number of people who risk their lives attempting dangerous sea crossings in the Mediterranean to the EU increases dramatically. Stresses that the Mediterranean is the largest maritime migration route in the world with a dense network of merchant traffic;
Amendment 14 #
2015/2095(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Underlines the fact that in the period 1 January until 31 May 2015, in which a total of 47 265 migrants were rescued at sea in the Mediterranean Sea, 13 475 were rescued by merchant vessels; takes note that in these five months, 302 merchant vessels were asked to re-route and change course to assist in rescue operations, of which 104 vessels actively rescued and disembarked migrants; points out that more than 1500 people lost their lives in these fatal journeys in the period 1 January until 31 May 2015;
Amendment 24 #
2015/2095(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Emphasises, therefore, that merchant vessels have a significant role inare forced to be on the frontline of rescue operations both in terms of volume and activity; points out the fact that merchant vessels have not been equipped and their staff have not been trained to make them sufficiently prepared to systematically take part in large-scale rescue operations;
Amendment 33 #
2015/2095(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Stresses that this situation has led merchant vessels to bear additional costs in the process, and even to risk being financially sanctioned by Member States for transporting third countries nationals without the necessary travel documents; takes note that as a result some merchant vessels have started seeking alternative routes, so as to avoid areas frequented by boats with migrants and persons entitled to international protection, and show reluctance to reveal their position at sea;
Amendment 34 #
2015/2095(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Notes that the possible economic and judiciary consequences for the rescuing ships and their owners discourage some vessels from providing assistance. Calls on the Member States not to sanction mercantile ships which voluntarily assist migrants on humanitarian reasons, by asking the Commission to consider revising Council Directive 2001/51/EC;
Amendment 36 #
2015/2095(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Calls on the Commission to propose a revision of the Council Directive 2001/51/EC so that Member States are not given the possibility to sanction private vessels that would voluntarily assist migrants and persons entitled to international protection on humanitarian grounds;
Amendment 37 #
2015/2095(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Underlines that commercial ships should not replace Member States’ international search and rescue obligations at sea and EU’s responsibility for an adequate European response;
Amendment 43 #
2015/2095(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Is concerned that without vessels and their crew being sufficiently prepared for such large-scale rescue operations, the situation will result in accidents in the Mediterranean Sea that might lead to loss of human lives and also entail environmental risks, to a lesser extent, also entail risks in terms of maritime security, in particular as regards the environment;
Amendment 46 #
2015/2095(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Is concerned that withoutas vessels and their crew beingcannot sufficiently be prepared for such a scale of rescue operations, the situation will result in accidents in the Mediterranean Sea that might lead to loss of human lives and also entail environmental risks;
Amendment 54 #
2015/2095(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Welcomes the Commission Communication entitled ‘A European agenda on migration’ (COM (2015)0240) and strongly callss well as its two first sets of implementing measures, presented by the Commission respectively on May 27th and September 9th 2015, and strongly calls on all EU Member States to take their responsibilities and to commit for adequate and immediate measures to be taken at both Member Statesnational and EU level so as to prevent further human miseries in the Mediterranean Sea, and to ensure that international and ethical obligations are fulfilled in accordance with the principles of solidarity and shared responsibility;
Amendment 62 #
2015/2095(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Is deeply concerned about the ongoing migration crisis in the Mediterranean, in particular the humanitarian aspects but also its impact on maritime transport in the Mediterranean Sea by passenger ships, cruise ships and container ships, the safety of the vessels, the cargo and their crew, and general maritime safety;
Amendment 64 #
2015/2095(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls on EU and Member States to ensure permanent search and rescue operations properly funded, expand the field of action of the current operations also in cooperation with FRONTEX, provide specialised training to the staff and increase the number of ships, assets, equipment and personnel deployed;
Amendment 72 #
2015/2095(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Urges the Member States, Council and Commission to immediately increase funding for temporary, sufficientambitious and large-scale rescue operations in the Mediterranean, so that the safety and fundamental rights of both the refugees up to the challenge posed by the humanitarian emergency, so that the safety and fundamental rights of migrants and persons entitled to international protection seeking to enter Europe, on the one hand, and the maritime crews working in the Mediterranean waters, on the other hand, can be guaranteed;
Amendment 73 #
2015/2095(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. UWhile awaiting the necessary mid and longer-term measures, urges the Member States, Council and Commission to immediately increase funding for temporary, sufficient rescue operations in the Mediterranean, so that the safety and fundamental rights of both the refugees seeking to enter Europe and the maritime crews working in the Mediterranean waters can be guaranteed;
Amendment 76 #
2015/2095(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Is of the opinion that a more long- term approach to search and rescue at sea is also necessary through a genuine and permanent EU Search and Rescue operation, which should be dedicated primarily to saving lives and take on a humanitarian dimension, in full respect of the non-refoulement principle and migrants’ fundamental rights, so that the EU and its Member States stop relying as much as now on merchant vessels to fulfil their international obligations;
Amendment 88 #
2015/2095(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Calls on EU and Member States to strengthen cooperation with non-EU Mediterranean countries, such as Turkey, Libya, Lebanon and Jordan in terms of information exchange, border control, surveillance and the establishment of common search and rescue operations;
Amendment 92 #
2015/2095(INI)
Draft opinion
Paragraph 9
Paragraph 9
9. Stresses that Member States and authorities involved need to ensure a fluent disembarkation of rescued refugees and migrants in the appointed sea port from vessels which have been part of a rescue operation; Adequate security and infrastructure facilities need to be available in the main reception ports;
Amendment 101 #
2015/2095(INI)
Draft opinion
Paragraph 10
Paragraph 10
10. Calls on all parties involved in the situation in the Mediterranean to seek solutions to the refugee crisis, including efforts to improvncrease the level of the EU’s actions against traffickers and smugglers, ensure the safety and human rights of the refugees in their home countries;
Amendment 103 #
2015/2095(INI)
Draft opinion
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Urges Member States to strengthen their resettlement programmes and develop safe and legal routes for migration to the EU.
Amendment 4 #
2015/2040(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Notes that the formation of the Juncker Commission was delayed owing to the late nomination by some Member States of their candidate commissioner, while an acceptable degree of gender balance was only achieved at the last minute thanks to Parliament’s firm insistence that the new Commission must contain at least the same number of women as the outgoing Commission; considers that such a situation could be prevented in future by setting a deadline by which Member States have to nominate their candidates, and by encouraging Member States to propose at least two nominees – one male and onat least one of whom would have to be female – for consideration by the President-elect;
Amendment 151 #
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 should stimulate investment in shipping, ports, rail 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 users; stresses also the need for proper maintenance of the existing infrastructure;
Amendment 177 #
2015/2005(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Stresses that the European Fund for Strategic Investments (EFSI) proposed by the Commission as part of the Juncker Investment Plan for Europe should give priority to transport infrastructure projects that deliver high societal and economic value, and target projects that promote job creation, long-term growth and competitiveness; stresses that investments in technological transport projects might be suitable to attract private investment and should be therefore a priority in the European Fund for Strategic Investments (EFSI);
Amendment 403 #
2015/2005(INI)
Motion for a resolution
Paragraph 25 – indent 1
Paragraph 25 – indent 1
– all necessary actions by the Member States to accelerate the implementation of the Single European Sky and deploy the future air traffic management system (SESAR),; recalls, in this respect, the need to preserve the CEF envelope destined to SESAR in order to ensure a coherent and synchronised deployment of new technologies within the ATM sector;
Amendment 405 #
2015/2005(INI)
Motion for a resolution
Paragraph 25 – indent 1 a (new)
Paragraph 25 – indent 1 a (new)
- an efficient implementation of the Single European Sky aimed at defragmenting the EU airspace so as to reduce delays, improve safety standards and minimise the environmental impact; that needs to be based on the principle of better regulation in order to encourage the creation of a clear regulatory environment which enables all stakeholders to work together towards delivering the objectives of a Single European Sky,
Amendment 451 #
2015/2005(INI)
Motion for a resolution
Paragraph 25 – indent 6 a (new)
Paragraph 25 – indent 6 a (new)
- a constructive social dialogue between aviation stakeholders so as to address the new challenges deriving from the introduction of new technologies which will require jobs in the aviation sector to adapt accordingly;
Amendment 521 #
2015/2005(INI)
Motion for a resolution
Paragraph 27 – indent 1
Paragraph 27 – indent 1
– the opening-up of the domestic rail passenger market, through liberalisation of rail commercial services and compulsory tenders for public service obligations, while ensuring quality of services and public service obligations,
Amendment 531 #
2015/2005(INI)
Motion for a resolution
Paragraph 27 – indent 1 a (new)
Paragraph 27 – indent 1 a (new)
- effective implementation of the Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 and speedy adoption of the Fourth Railway Package in order to establish a single European railway area,
Amendment 574 #
2015/2005(INI)
Motion for a resolution
Paragraph 28 – indent 1 a (new)
Paragraph 28 – indent 1 a (new)
- promotion of increased market access to port services,
Amendment 586 #
2015/2005(INI)
Motion for a resolution
Paragraph 28 – indent 3
Paragraph 28 – indent 3
– setting a binding targetglobal target in the International Maritime Organization (IMO) 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 mechanisminternational alignment of the EU MRV Regulation with the global measures,
Amendment 595 #
2015/2005(INI)
Motion for a resolution
Paragraph 28 – indent 4
Paragraph 28 – indent 4
– promotion and financial support of emission abatement technologies and energy efficiency measures,
Amendment 599 #
2015/2005(INI)
Motion for a resolution
Paragraph 28 – indent 5
Paragraph 28 – indent 5
– actions supporting the deployment of alternative fuels infrastructure in sea ports, including the useprovision of LNG bunkering facilities and of shore-side electricity,
Amendment 72 #
2015/0288(COD)
Proposal for a directive
Recital 1
Recital 1
(1) In order to remain competitive on global markets, the Union needs to successfully answer the multiple challenges raised today by an increasingly technologically-driven economy. The Digital Single Market Strategy38 lays down a comprehensive framework facilitating the integration of the digital dimension into the Single Market. The first pillar of the Strategy tackles fragmentation in intra-EU trade by approaching all major obstacles to the development of cross-bordershould remove obstacles to cross-border economic activity that prevent the internal market from exploiting its full potential for growth and the creation of quality jobs and to meet the challenges of an increasingly technologically-driven e-commerce. _________________ 38nomy. COM(2015) 192 final.
Amendment 79 #
2015/0288(COD)
Proposal for a directive
Recital 2
Recital 2
(2) For the achievement of a genuine digital singleand well-functioning internal market, the harmonisation of certain aspects concerning contracts for sales of goods, taking as a base a high level of consumer protection, is necessaryjustifiable.
Amendment 87 #
2015/0288(COD)
Proposal for a directive
Recital 4 a (new)
Recital 4 a (new)
(4 a) This Directive should guarantee a high level of consumer protection, to provide consumers with appropriate reassurance when they are wishing to enter into cross-border contracts. These rules should maintain or improve upon the level of protection that consumers enjoy at present under national or Union law.
Amendment 226 #
2015/0288(COD)
Proposal for a directive
Article 2 – paragraph 1 – point d a (new)
Article 2 – paragraph 1 – point d a (new)
(d a) 'embedded digital content or digital service' means pre-installed digital content, or an inherent digital service, which operates as an integral part of the goods and cannot be easily uninstalled by the consumer or which is necessary for the conformity of the goods with the contract;
Amendment 265 #
2015/0288(COD)
Proposal for a directive
Article 5 a (new)
Article 5 a (new)
Article 5 a Pre-contractual information Where the provisions of Directive 2011/83/EU require the seller to provide information to the consumer before the contract becomes binding, any of that information that was provided by the seller other than information about the main characteristics of goods shall be deemed to be included as a term of the contract.
Amendment 288 #
2015/0288(COD)
Proposal for a directive
Article 9 – paragraph 1
Article 9 – paragraph 1
1. In the case of a lack of conformity with the contract, the consumer shall be entitled to havechoose any of the following remedies: (a) having the goods brought into conformity by the seller, free of charge, by repair or replacement in accordance with Article 11; (b) being granted a proportionate price reduction in accordance with Article 12; (c) terminating the contract in accordance with Article 13.
Amendment 290 #
2015/0288(COD)
Proposal for a directive
Article 9 – paragraph 2
Article 9 – paragraph 2
2. A repair or replacement shall be completed within a reasonable time, and in any case within 30 days from the moment the seller has acquired physical possession of the goods, and without any significant inconvenience to the consumer, taking account of the nature of the goods and the purpose for which the consumer required the goods.
Amendment 395 #
Amendment 396 #
2015/0288(COD)
Proposal for a directive
Article 17 – paragraph 1
Article 17 – paragraph 1
1. Member States shall ensure that adequate and effective means exist to ensure compliance with this Directive, taking account in particular of the need for consumers to be informed about their rights and enabled and facilitated to enforce those rights in practice. Such means shall include legal mechanisms to enable two or more natural persons or their representative entities to claim remedies collectively where appropriate.
Amendment 397 #
2015/0288(COD)
Proposal for a directive
Article 17 – paragraph 2 – introductory part
Article 17 – paragraph 2 – introductory part
2. The means referred to in paragraph 1 shall include provisions whereby one or more of the following bodies,representative bodies, under justified and appropriate criteria as determined by national law, may take action under national law before the courts or before the competent administrative bodies to ensure that the national provisions transposing this Directive are applied. Such bodies shall include but shall not be limited to:
Amendment 409 #
2015/0288(COD)
Proposal for a directive
Article 20 a (new)
Article 20 a (new)
Article 20 a Review 1. The Commission shall keep the application and implementation of this Directive under close scrutiny and review. This process shall include meaningful and detailed consultation and involvement of the Member States and of consumer, legal and business organisations at Union level. 2. No later than (...), the Commission shall submit a report to the European Parliament and to the Council taking full account of the process of scrutiny and review referred to in paragraph 1. That report shall include, inter alia, a detailed analysis of the impact of provisions of this Directive on the burden of proof in Member States.
Amendment 45 #
2015/0278(COD)
Proposal for a directive
Recital 9
Recital 9
(9) This Directive respects the fundamental rights and observes the principles recognised in particular by the Charter of Fundamental Rights of the European Union. In particular, this Directive seeks to ensure full respect for the rights of persons with disabilities, with a perspective of gender equality, to benefit from measures designed to ensure their independence, social and occupational integration and participation in the life of the community and to promote the application of Article 26 of the Charter of Fundamental Rights of the European Union and the United Nations Convention on the Rights of Persons with Disabilities (UNCRPD).
Amendment 47 #
2015/0278(COD)
Proposal for a directive
Recital 9
Recital 9
(9) This Directive respects the fundamental rights and observes the principles recognised in particular by the Charter of Fundamental Rights of the European Union. In particular, this Directive seeks to ensure full respect for the rights of persons with disabilities to benefit from measures designed to ensure their independence, dignity, social and occupational integration and participation in the life of the community and to promote the application of Article 26 of the Charter of Fundamental Rights of the European Union.
Amendment 252 #
2015/0277(COD)
Proposal for a regulation
Recital 1 a (new)
Recital 1 a (new)
(1a) Ambitious measures are required to ensure the aviation sector contributes to the objectives of the Paris Agreement on climate change.
Amendment 277 #
2015/0277(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) The Union should also lay down essential requirements for the safe provision of ground handling services, based on ground handling guidelines provided by existing rules and schemes provided by the industry on an international level.
Amendment 322 #
2015/0277(COD)
Proposal for a regulation
Recital 45
Recital 45
(45) In the interests of transparency, interested parties, including civil society and trade union representatives, should be given observer status within the Management Board of the Agency.
Amendment 343 #
2015/0277(COD)
Proposal for a regulation
Recital 64 a (new)
Recital 64 a (new)
(64a) The Agency should be able to limit the use of indirect employment for safety and security reasons in line with principles set in Article 25(1)(g), 28(1)(g), 34(1)(k), 39(1)(h) or 44(1)(f)
Amendment 360 #
2015/0277(COD)
Proposal for a regulation
Article 1 – paragraph 2 – point h – indent 1 (new)
Article 1 – paragraph 2 – point h – indent 1 (new)
Amendment 406 #
2015/0277(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 23
Article 3 – paragraph 1 – point 23
(23) ‘commercial air transport’ means an aircraft operation to transport passengers, cargo or mail foropen to the public, where remuneration or other valuable consideration between two different aerodromesis given or promised for the transport of passengers, cargo or mail;
Amendment 418 #
2015/0277(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 34 – indent 1 (new)
Article 3 – paragraph 1 – point 34 – indent 1 (new)
- 'model flying' means a sports and recreational activity undertaken by members of a model flying organisation recognised by the national competent authority and taking place within unaided line of sight conditions for the purpose of control and safe separation from other traffic.
Amendment 432 #
2015/0277(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point h – indent 1 (new)
Article 4 – paragraph 1 – point h – indent 1 (new)
- take into account interdependencies between aviation safety and socio-economic factors;
Amendment 648 #
2015/0277(COD)
Proposal for a regulation
Article 47 – paragraph 1 – point e
Article 47 – paragraph 1 – point e
(e) the markingndatory marking, registration and identification of unmanned aircraft;
Amendment 684 #
2015/0277(COD)
Proposal for a regulation
Article 52 – paragraph 4
Article 52 – paragraph 4
4. The costs of the assistance provided by the European aviation inspectors designated by national competent authorities shall be covered by fees. To that end, the Agency shall invoice, on behalf of the national competent authority that incurred the costs, the legal or natural person which was subject to the certification and oversight activities performed by those inspectors. These costs should be based on the fees which the respective national authority would have charged. The Agency shall transfer the amount collected from that person to the national competent authority concerned.
Amendment 871 #
2015/0277(COD)
Proposal for a regulation
Article 76 – paragraph 1
Article 76 – paragraph 1
1. The Member States, the Commission and the Agency shall cooperate on security matters related to civil aviation, including cyber security, with a view to ensuring thathere interdependencies between civil aviation safety and security are taken into accounexist.
Amendment 878 #
2015/0277(COD)
Proposal for a regulation
Article 76 – paragraph 2
Article 76 – paragraph 2
2. The Agency shall, upon request, provide technical assistance to the Commission in the implementation of Regulation (EC) No 300/2008 of the European Parliament and of the Council22 , including, in the performance of security inspections of aircraft and aviation systems and in the preparation of the measures to be adopted under that Regulation. __________________ 22 Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002 (OJ L 97, 9.4.2008, p. 72.)
Amendment 885 #
2015/0277(COD)
Proposal for a regulation
Article 76 – paragraph 3
Article 76 – paragraph 3
3. To protect civil aviation against acts of unlawful interference, the Agency may take the necessary measures under Article 65(6) and Article 66(1)(i) concerning aircraft and aviation systems. Before taking such measures, the Agency shall obtain the agreement of the Commission and consult the Member States.
Amendment 894 #
2015/0277(COD)
Proposal for a regulation
Article 76 – paragraph 3 – indent 1 (new)
Article 76 – paragraph 3 – indent 1 (new)
- New Article 77: 1. The Member States, the Commission, the Agency and other bodies, shall, cooperate on issues regarding social conditions and employment, with a view to ensuring that interdependencies between civil aviation safety and socio-economic factors are taken into account, among others in regulatory processes, as well as with a view of identifying measures to prevent socio-economic risks to aviation safety. 2. The Agency shall consult and involve relevant stakeholders when addressing such interdependencies.
Amendment 955 #
2015/0277(COD)
Proposal for a regulation
Article 104 – paragraph 2
Article 104 – paragraph 2
2. When the Agency, pursuant to Article 65(1) and (3), develops opinions, certification specifications, acceptable means of compliance and guidance material, it shall establish a procedure for the prior consultation of the Member States. To that effect, it may create a working group in which each Member State is entitled to designate an expert. When consultation relating to military aspects is required, the Agency shall also involve the European Defence Agency. When consultation relating to the possible social impact and/or occupational health and safety of those measures of the Agency is required, the Agency shall involve stakeholders, including the EU social partners.
Amendment 957 #
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 appropriatincluding 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 969 #
2015/0277(COD)
Proposal for a regulation
Article 109 – paragraph 1 – point f
Article 109 – paragraph 1 – point f
Amendment 972 #
2015/0277(COD)
Proposal for a regulation
Article 109 – paragraph 2
Article 109 – paragraph 2
2. The expenditure of the Agency shall include staff, administrative, infrastructure and operational expenditure, including grants to third parties for research, technical and operational cooperation in the fields covered by this Regulation. In respect of operational expenditure, budgetary commitments for actions which extend over more than one financial year may be broken down over several years into annual instalments, where necessary.
Amendment 974 #
2015/0277(COD)
Proposal for a regulation
Article 109 – paragraph 6
Article 109 – paragraph 6
6. Each year, the Executive Director shall draw up a draft statement of estimates of the Agency's revenue and expenditure for the following financial year, including a draft establishment plan, and send it to the Management Board. That draft establishment plan shall, in relation to posts financed from fees and charges, be based on a limited set of indicators approved by the Commission to measure the Agency's workload and efficiency, and shall set out the resources required to meet demands for certification and other activities of the Agency in an efficient and timely manner, including those resulting from transfers of responsibility in accordance with Articles 53, 54 and 55. Ahead of approving the set of indicators to measure the Agency's workload and efficiency, the Commission will seek the opinion of a third party expert and relevant industry stakeholders. The Management Board shall, on the basis of that draft, adopt a provisional draft estimate of revenue and expenditure of the Agency for the following financial year. The provisional draft estimate of the Agency's revenue and expenditure shall be sent to the Commission by 31 January each year.
Amendment 1002 #
2015/0277(COD)
Proposal for a regulation
Article 123 – paragraph 1 – point 4
Article 123 – paragraph 1 – point 4
Regulation (EC) No 1008/2008
Article 13
Article 13
Amendment 1054 #
2015/0277(COD)
Proposal for a regulation
Annex V – point 1 – point 1.1
Annex V – point 1 – point 1.1
1.1. A flight must not be performed if the crew members and, as appropriate, all other operations personnel involved in its preparation and execution are not familiar with applicable laws, regulations and procedures, pertinent to the performance of their duties, prescribed for the areas to be traversed, the aerodromes planned to be used and the air navigation facilities relating thereto. As a general rule, direct employment should be the standard model of employment for crew members. Non- direct employment should be limited to specific temporary operational needs.
Amendment 1055 #
2015/0277(COD)
Proposal for a regulation
Annex V – point 1 – point 1.1 a (new)
Annex V – point 1 – point 1.1 a (new)
1.1a. A flight must not be performed if the crew members are not directly employed by the operator carrying out the flight, except where the ratio of the crew not directly employed represents no more than 10% of the operator's total number of crew members and where those crew cover specific short-term operational or seasonal needs.
Amendment 1098 #
2015/0277(COD)
Proposal for a regulation
Annex IX – point 2 – paragraph 2 – point 2.3 – paragraph 2
Annex IX – point 2 – paragraph 2 – point 2.3 – paragraph 2
A person operating an unmanned aircraft shall possess the required knowledge and skills necessary to ensure the safety of the operation and proportionate to the risk associated with the type of operation. For operations of a commercial nature and operations for which a certificate or declaration is required, this person shall be issued an unmanned aircraft pilot license, upon application, when the applicant has demonstrated to comply with the rules established by delegated acts adopted pursuant to Article 47(1)(d). This person shall also demonstrate medical fitness, if this is necessary to mitigate the risks involved in the operation concerned.
Amendment 60 #
2015/0009(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The EFSI should support strategic investments with high economic value added contributing to achievingor operations between a Member State and a country falling within the scope of the European Neighbourhood Policy including the Strategic Partnership, the Enlargement Policy, and the European Economic Area or the European Free Trade Association, or investments implementing the EU Macro-regional strategies and operations between a Member State and an Overseas Country or Territory, as set out in Annex II of the Treaty on the Functioning of the European Union. The investments should guarantee high economic and social added value, promoting quality jobs, sustainable innovation, skills and high quality employment, integrating and completing the single market, boosting the competitiveness of the EU. These strategic projects should benefit from positive externalities created by public investment and European Structural and Investment Funds in order to achieve Union policy objectives.
Amendment 84 #
2015/0009(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) To partially finance the contribution from the Union budget, the available envelopes of the Horizon 2020 – the Framework Programme for Research and Innovation 2014-2020, provided by Regulation (EU) No 1291/2013 of the European Parliament and of the Council2 , and the Connecting Europe Facility, provided by Regulation (EU) No 1316/2013 of the European Parliament and of the Council3 , should be reduced. Those programmes serve purposes that are not replicated by the EFSI. However, the reduction of both programmes to finance the guarantee fund is expected toshould ensure a greater investment in certain areas of their respective mandates than is possible through the existing programmes. The EFSI should be able to leverage the EU guarantee to multiply the financial effect within those areas of research, development and innovation and transport, telecommunications and energy infrastructure compared to if the resources had been spent via grants within the planned Horizon 2020 and Connecting Europe Facility programmes. It is, thereforeindeed, appropriate to redirect part of the funding presently envisaged forallocate the funding of those programmes to the benefit of EFSIir priorities. __________________ 2 Regulation (EU) No 1291/2013 of the European Parliament and of the Council of 11 December 2013 establishing Horizon 2020 - the Framework Programme for Research and Innovation (2014-2020) and repealing Decision No 1982/2006/EC (OJ L 347, 20.12.2013, p. 104). 3 Regulation (EU) No 1316/2013 of the European Parliament and of the Council of 11 December 2013 establishing the Connecting Europe Facility, amending Regulation (EU) No 913/2010 and repealing Regulations (EC) No 680/2007 and (EC) No 67/2010 (OJ L 348, 20.12.2013, p. 129).
Amendment 113 #
2015/0009(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) Comprehensive action is required, especially in Countries with limited fiscal capacity, to reverse the vicious circle created by a lack of investment. Structural reforms and fiscal responsibility are necessary preconditions for stimulating investment. Along with a renewed impetus towards investment financing, these preconditions can contribute to establishing a virtuous circle, where investment projects help support employment and demand and lead to a sustained increase in growth potential.
Amendment 118 #
2015/0009(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
The Union shall provide a guarantee to the EIB for financing or investment operations carried out within then irrevocable and unconditional guarantee for financing or investment operations carried out within the Union, or operations between a Member State and a country falling within the scope of the European Neighbourhood Policy including the Strategic Partnership, the Enlargement Policy, and the European Economic Area or the European Free Trade Association, or investments implementing the EU Macro-regional strategies and operations between a Member State and an Overseas Country or Territory, as set out in Annex II of the Treaty on the Functioning of the European Union, covered by this Regulation ('EU guarantee'). The EU guarantee shall be granted as a guarantee on demand in respect of instruments referred to in Article 6.
Amendment 131 #
2015/0009(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1 – point a
Article 5 – paragraph 2 – subparagraph 1 – point a
(a) development of infrastructure, including in the areas of transport, particularly in industrial centresfor the priorities of TEN-T network as defined in Regulation (EU) 1315/2013 (TEN-T Guidelines) and particularly technological projects with European added value; transport investments should represent at least 33% of the total investments under EFSI; energy, in particular energy interconnections; and digital infrastructure;
Amendment 163 #
2015/0009(COD)
Proposal for a regulation
Article 8 – paragraph 2 – point a
Article 8 – paragraph 2 – point a
(a) payments from the general budget of the Union, originating from, in order of priority, decommitments from the 2007- 2013 financial period, unused contingency margin, yearly surplus.
Amendment 176 #
2015/0009(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The purpose of the EFSI should be to help resolve the difficulties in financing and implementing productive investments in the Union and to ensure increased access to financing, with the aim of reducing unemployment level and boosting growth in Europe. It is intended that increased access to financing should be of particular benefit to small and medium enterprises. It is also appropriate to extend the benefit of such increased access to financing to mid- cap companies, which are companies having up to 3000 employees. Overcoming Europe's current investment difficulties should contribute to strengthening the Union's economic, social and territorial cohesion.
Amendment 178 #
2015/0009(COD)
Proposal for a regulation
Article 8 – paragraph 7 – point a
Article 8 – paragraph 7 – point a
(a) any surplus shall be paid in one transaction to a special heading in the statement of revenue in the general budget of the European Union of the year n+1, in particular this founding should be allocated to the priorities of the Horizon 2020 and Connecting Europe Facility programmes,
Amendment 197 #
2015/0009(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The EFSI should support strategic investments with high economic value added contributing to achieving Union policy objectives. or operations between a Member State and a country falling within the scope of the European Neighbourhood Policy including the Strategic Partnership, the Enlargement Policy, and the European Economic Area or the European Free Trade Association, or investments implementing the EU Macro-regional strategies and operations between a Member State and an Overseas Country or Territory, as set out in Annex II of the Treaty on the Functioning of the European Union. The investment should guarantee high economic, social and environmental value added, promoting quality jobs, sustainable innovation, skills and high quality employment, integrating and completing the single market, boosting the competitiveness of the EU. These strategic projects should benefit from positive externalities created by public investment and European Structural and Investment Funds in order to achieve Union policy objectives, including economic convergence between Member States and social cohesion.
Amendment 197 #
2015/0009(COD)
Proposal for a regulation
Article 19
Article 19
Amendment 224 #
2015/0009(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) Many small and medium enterprises, as well as mid-cap companies,including unincorporated enterprises, as well as mid-cap companies, business clusters and networks across the Union require assistance to attract market financing, especially as regards investments that carry a greater degree of risk. The EFSI should help these businesses to overcome capital shortages by allowing the EIB and the European Investment Fund ('EIF') to provide direct and indirect equity injections, as well as to provide guarantees for high-quality securitisation of loans, and other products that are granted in pursuit of the aims of the EFSI.
Amendment 238 #
2015/0009(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) The EFSI should be established within the EIB in order to benefit from its experience and proven track record and in order for its operations to start to have a positive impact as quickly as possible. The work of the EFSI on providing finance to small and medium enterpriseprovision of EFSI funding to small and medium enterprises, unincorporated enterprises, business clusters and networks and small mid-cap companies shouldmay be channelled through the European Investment Fund ('EIF') and the EIB to benefit from itstheir experience in these activities.
Amendment 242 #
2015/0009(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) The EFSI should be established within the EIB in order to benefit from its experience and proven track record and in order for its operations to start to have a positive impact as quickly as possible. The work of the EFSI on providing finance to small and medium enterprises, unincorporated enterprises, business clusters and networks and small mid-cap companies should be channelled through the European Investment Fund ('EIF') to benefit from its experience in these activities.
Amendment 265 #
2015/0009(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) The EFSI should target projects delivering high societal and economic value and contributing to the objective of reducing unemployment. In particular, the EFSI should target projects that promote job creation, long- term growth and competitiveness and that favour convergence between European Regions. The EFSI should support a wide range of financial products, including equity, debt or guarantees, to best accommodate the needs of the individual project. This wide range of products should allow the EFSI to adapt to market needs whilst encouraging private investment in the projects. The EFSI should not be a substitute for private market finance but should instead catalyse private finance by addressing market failures so as to ensure the most effective and strategic use of public money. The requirement for consistency with State aid principles should contribute to such effective and strategic use.
Amendment 289 #
2015/0009(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) The EFSI should target projects with a higher risk-return profile than existing EIB and Union instruments and finance their riskier tranche to ensure additionality over existing operations. The EFSI should aim at financeing projects across the Union, including in the countries most affectwhole of the Union, above all where investment in percentage of GDP has substantially declined, by the financial crisiaking into account the criteria of additionality and high risk- profile in its investment policies. The EFSI should only be used where financing is not available from other sources on reasonable terms.
Amendment 313 #
2015/0009(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) The EFSI should target investments that are expected to be economically and technic, technically and environmentally viable, which may entail a degree of appropriate risk, whilst still meeting the particular requirements for EFSI financing.
Amendment 343 #
2015/0009(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Decisions on the use of the EFSI support for infrastructure and large mid- cap projects should be made by an Investment Committee. In order to select the best projects and to ensure the achievement of the EFSI objectives, the Investment Committee should cooperate with national and sectorial investment platforms. The Investment Committee should be composed of independent experts who are knowledgeable and experienced in the areas of investment projects. The Investment Committee should be accountable to a Steering Board of the EFSI, who should supervise the fulfilment of the EFSI's objectives. To effectively benefit from the experience of the EIF, the EFSI should support funding to the EIF to allow the EIF to undertake individual projects in the areas of small and medium enterprises and small mid-cap companies.
Amendment 355 #
2015/0009(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) In order to enable the EFSI to support investments, the Union should grant a guarantee of an amount equal to EUR 16 000 000 000. When provided on a portfolio basis, the guarantee coverage should be capped depending upon the type of instrument, such as debt, equity or guarantees, as a percentage of the volume of the portfolio of outstanding commitments. It is expected that when the guarantee is combined with EUR 5 000 000 000 to be provided by the EIB, that the EFSI support should generate EUR 60 800 000 000 additional investment by the EIB and EIF. This EUR 60 800 000 000 supported by the EFSI is expected to generate a total of at least EUR 315 000 000 000 in additional investment in the Union within the period 2015 to 2017. Additional Member State contributions to the EFSI's capital would increase this amount and thereby bring the Fund's investment closer to actual needs. Guarantees that are attached to projects which are completed without a call on a guarantee are available for supporting new operations.
Amendment 358 #
2015/0009(COD)
Proposal for a regulation
Recital 18 a (new)
Recital 18 a (new)
(18a) On 13 January 2015, the European Commission presented a Communication on how it will apply the existing rules of the Stability and Growth Pact. National co-financing of operations supported by the EFSI, including in the transition period, are eligible to the flexibility within the existing rules of the Stability and Growth Pact, provided for by the Commission Communication of 13 January 2015, in accordance with the conditions and limits there included.
Amendment 384 #
2015/0009(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) At the level of projects, third parties may co-finance together with EFSI on a project-by-project basis or in investment platforms related to specific geographic or thematic sectors.
Amendment 411 #
2015/0009(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) In accordance with the Treaty on the Functioning of the European Union, Infrastructure and project investments supported under EFSI should be consistent with State aid rules. To that end, the Commission has announced that it will formulate a set of core principles, for the purpose of State aid assessments, which a project will have to meet to be eligible for support under the EFSI. If a project meets these criteria and receives support from the EFSI, the Commission has announced that any national complementary support, will be assessed under a simplified and accelerated State aid assessment whereby the only additional issue to be verified by the Commission will be the proportionality of public support (absence of overcompensation). The Commission has also announced that it will provide further guidance on the set of core principles with a view to ensuring an efficient use of public funds. In any case, projects receiving funding under the EFSI, including any national complementary support assessed under a simplified and accelerated State aid assessment, will have to fully comply with the current legislation on State aids.
Amendment 414 #
2015/0009(COD)
Proposal for a regulation
Recital 23
Recital 23
Amendment 430 #
2015/0009(COD)
Proposal for a regulation
Recital 25
Recital 25
(25) The EIB should regularly evaluate activities supported by the EFSI and their overall contribution to the achievement of the EFSI objectives with a view to assessing their relevance, performance and impact and to identifying aspects that could improve future activities. Such evaluations should contribute to accountability and analysis of sustainability.
Amendment 455 #
2015/0009(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) In order to cover the risks related to the EU guarantee to the EIB, a guarantee fund should be established. The guarantee fund should be constituted by a gradual payment from the Union budget. The guarantee fund should subsequently also receive revenues and repayments from projects that benefit from EFSI support and amounts recovered from defaulting debtors where the guarantee fund has already honoured the guarantee to the EIB. Any surplus in the guarantee fund or remaining remuneration should constitute internal assigned revenue for any lines of the European budget which may have been used as a source of redeployment to the EFSI guarantee fund.
Amendment 482 #
2015/0009(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) To partially finance the contribution from the Union budget, the available envelopes of the Horizon 2020 – the Framework Programme for Research and Innovation 2014-2020, provided by Regulation (EU) No 1291/2013 of the European Parliament and of the Council2 , and the Connecting Europe Facility, provided by Regulation (EU) No 1316/2013 of the European Parliament and of the Council3 , should be reduced. Those programmes serve purposes that are not replicated by the EFSI. However, the reduction of both programmes to finance the guarantee fund is expected toshould ensure a greaterlevel of investment in certainthe areas of their respective mandates th, namely research, development and is possible through the existing programmesnnovation and transport, telecommunications and energy infrastructure, at least equal to the contributions made from the Union budget. The EFSI should be able to leverage the EU guarantee to multiply the financial effect within those areas of research, development and innovation and transport, telecommunications and energy infrastructure compared to if the resources had been spent via grants within the planned Horizon 2020 and Connecting Europe Facility programmes. It is, therefore, appropriate to redirect part of the funding presently envisaged for those programmes to the benefit of EFSI. __________________ 2 Regulation (EU) No 1291/2013 of the European Parliament and of the Council of 11 December 2013 establishing Horizon 2020 - the Framework Programme for Research and Innovation (2014-2020) and repealing Decision No 1982/2006/EC (OJ L 347, 20.12.2013, p. 104). 3 Regulation (EU) No 1316/2013 of the European Parliament and of the Council of 11 December 2013 establishing the Connecting Europe Facility, amending Regulation (EU) No 913/2010 and repealing Regulations (EC) No 680/2007 and (EC) No 67/2010 (OJ L 348, 20.12.2013, p. 129).
Amendment 500 #
2015/0009(COD)
Proposal for a regulation
Recital 31
Recital 31
(31) Within the Union, there are a significant number of potentially viable projects that are not being financed due to credit constraints in certain Member States or to a lack of certainty and transparency with respect to such projects. Often, this is because private investors are not aware of the projects or have insufficient information to make an assessment of the investment risks. The Commission and the EIB, with support from the Member States, should promote the creation of a transparent pipeline of current and future investment projects in the Union suitable for investment. This 'project pipeline' should ensure that information is made publicly available regarding investment projects on a regular and structured basis to ensure that investors have reliable information on which to base their investment decisions.
Amendment 533 #
2015/0009(COD)
Proposal for a regulation
Recital 36 a (new)
Recital 36 a (new)
(36a) Member States should receive equal treatment with regard to one-off measures consisting of financial contribution to the EFSI investments. National contributions to EFSI eligible investment platforms and individual projects, via direct public budget transfers or National Promotional Banks, including those undertaken in the transitional period referred to by article 20 will be considered by the Commission in the assessment to be made under the existing rules of the Pact the same way as one-off capital contributions to the EFSI.
Amendment 534 #
2015/0009(COD)
Proposal for a regulation
Recital 36 a (new)
Recital 36 a (new)
(36a) Member States should receive equal treatment with regard to one-off measures consisting of financial contribution to the EFSI investments. National contributions to EFSI eligible investment platforms and individual projects, via direct public budget transfers or National Promotional Banks, including those undertaken in the transitional period referred to by article 20 will be considered by the Commission in the assessment to be made under the existing rules of the Pact the same way as one-off capital contributions to the EFSI.
Amendment 574 #
2015/0009(COD)
Proposal for a regulation
Article 1 – paragraph 1 – subparagraph 2
Article 1 – paragraph 1 – subparagraph 2
The purpose of the EFSI shall be to boost growth and favour job creation, through the support for investments in the Union and to ensure, including projects between a Member State and a third country, and an increased access to financing for companies having up to 3000 employees, with a particular focus on small and medium enterprises, through the supply of risk bearing capacity to the EIB ('EFSI Agreement').
Amendment 578 #
2015/0009(COD)
Proposal for a regulation
Article 1 – paragraph 1 – subparagraph 2 – point 1 (new)
Article 1 – paragraph 1 – subparagraph 2 – point 1 (new)
(1) Definitions For the purposes of this Regulation, the following definitions apply: a)´EFSI Agreement´ means the legal instrument whereby the Commission and the EIB specify the conditions laid down in this Regulation for the management of the EFSI; b) ´national promotional banks or institutions´ means legal entities carrying out a financial activity on a professional basis and upon which are conferred a public mandate by a Member State, whether at central, regional or local level, to carry out public development or promotional activities on a non-commercial basis, seeking to address market failures; c) ´investment platforms´ means special purpose vehicles, managed accounts, contract-based co-financing or risk sharing arrangements or arrangements established by any other means by which investors channel a financial contribution in order to finance a number of investment projects and which may include national platforms that regroup several investment projects on the territory of a given Member State, multi- country or regional platforms that regroup several Member States interested in large projects in a given geographic area, or thematic platforms, which could gather investment projects in a given sector; d) 'small and medium-sized enterprises (SMEs)' means micro, small and medium-sized enterprises as defined in Commission Recommendation 2003/361/EC; e) ´mid-cap companies´ means legal entities having up to 3000 employees and that are not SMEs. f) 'unincorporated enterprise' means a producer unit which is not incorporated as a legal entity separate from the owner (household, government or foreign resident); g) 'business cluster' means a network of connected businesses, suppliers, and associates in a specific field that are all located in the same geographical area.
Amendment 732 #
2015/0009(COD)
Proposal for a regulation
Article 2 – paragraph 3
Article 2 – paragraph 3
3. Member States that become parties to the EFSI Agreement shall be able to provide their contribution, in particular, in the form of cash or a guarantee acceptable to the EIB. Other third parties shall be able to provide their contribution only in cash.
Amendment 762 #
2015/0009(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. The EFSI Agreement shall provide that the EFSI shall be governed by a Steering Board, which shall determine the strategic orientation, the strategic asset allocation and operating policies and procedures, including the investment policy of projects that EFSI can support and the risk profile of the EFSI, in order to maximise growth and job creation and in conformity with the objectives under Article 5(2). The Steering Board shall elect one of its members to be Chairperson.
Amendment 767 #
2015/0009(COD)
Proposal for a regulation
Article 3 – paragraph 1 a (new)
Article 3 – paragraph 1 a (new)
1a. When establishing the investment policy and risk policy for the EFSI support, the Steering Board shall pay particular attention to closing investment gaps and accounting for the prevailing business cycle conditions across Europe.
Amendment 844 #
2015/0009(COD)
Proposal for a regulation
Article 3 – paragraph 5 – subparagraph 1
Article 3 – paragraph 5 – subparagraph 1
The EFSI Agreement shall provide that the EFSI shall have an Investment Committee, which shall be responsible for examining any potential operations in line with the EFSI investment policies and approving the support of the EU guarantee for operations in line with Article 5, irrespective of their geographic locincluding the criteria of additionality, as determined by the Steering Board pursuant to Article 5(2a), as well as approving the support of the EU guarantee for operations under this regulation.
Amendment 865 #
2015/0009(COD)
Proposal for a regulation
Article 3 – paragraph 5 – subparagraph 2
Article 3 – paragraph 5 – subparagraph 2
The Investment Committee shall be composed of sixeight independent experts and the Managing Director. Independent experts shall have a high level of relevant market experience in project finance and be appointed by the Steering Board for a renewable fixed term of three years. structuring and project financing, as well as macroeconomic expertise. The Investment Committee shall have a pluridisciplinary composition encompassing a broad range of expertise in various sectors, such as research and development, transport and SMEs. It shall be appointed by the Steering Board for a renewable fixed term of three years. When appointing the Committee, the Steering board shall take into account the gender balance of the members.
Amendment 889 #
2015/0009(COD)
Proposal for a regulation
Article 3 – paragraph 5 a (new)
Article 3 – paragraph 5 a (new)
5a. When carrying out their duties, the members of the Investment Committee shall act impartially, in good faith and in the interest of the objectives of the EFSI and of the European Union. The members shall be chosen from persons whose independence is beyond doubt and shall not have any conflict of interests. The members shall not seek nor take instructions from the EIB, the Union institutions, Member States or any other public or private body. EIB staff may assist with analytical, logistical, and administrative support. However, any project assessment conducted by EIB staff shall not be binding on the Investment Committee.
Amendment 900 #
2015/0009(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
The Union shall provide a guarantee to the EIB for financing or investment operations carried out within then irrevocable and unconditional guarantee for financing or investment operations carried out within the Union, or operations between a Member State and a country falling within the scope of the European Neighbourhood Policy including the Strategic Partnership, the Enlargement Policy, and the European Economic Area or the European Free Trade Association, or investments implementing the EU Macro-regional strategies and operations between a Member State and an Overseas Country or Territory, as set out in Annex II of the Treaty on the Functioning of the European Union, covered by this Regulation ('EU guarantee'). The EU guarantee shall be granted as a guarantee on demand in respect of instruments referred to in Article 6.
Amendment 1052 #
2015/0009(COD)
Proposal for a regulation
Article 5 – paragraph 2 a (new)
Article 5 – paragraph 2 a (new)
2a. The EFSI shall target projects with a higher risk profile than existing EIB and Union instruments so as to ensure additionality over existing operations. The EFSI shall support projects which fulfil the following criteria: a) the pursuit of the Union objective of smart, sustainable, long-term and inclusive growth and having high societal and economic value, the highest possible positive impact on quality job creation, economic convergence between European regions and EU added value; b) a focus on operations that could not have been carried out using the Union budget or by the ordinary activity of the EIB, nor financed by the market; c) be viable from an economic perspective, according to a comprehensive assessment in which not only the project itself but also its overall impact on the economy and its ability to trigger subsequent investments, such as from the private sector, is to be carried out; d) would not have received financing from any other existing Union fund due to a non-availability of the required financing in the market; e) has a higher risk profile than projects supported under existing EIB activity, taking account of the fact that real additionality can only be ensured when financial resources are concentrated on projects not financed otherwise; the design of the appropriate measures is to be elaborated under the procedures of Article 3(1); f) Projects with positive socio-economic impact, taking into consideration the specificities of the sector of the project; g) Projects that can contribute to close EU countries´ investment gaps and properly address market failures; 2b. Acknowledging that projects of any size can bring the European economy forward, there shall be no restrictions on the size of projects to be targeted by the EFSI.
Amendment 1087 #
2015/0009(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point a
Article 6 – paragraph 2 – point a
(a) EIB loans, guarantees, counter- guarantees, capital market instruments, any other form of funding or credit enhancement instrument, equity or quasi- equity participations. These Instruments shall be granted, acquired or issued for the benefit of operations carried out in the Union, including cross-border operations between a Member State and a third country, in compliance with this Regulation and where EIB financing has been granted in accordance with a signed agreement which has neither expired nor been cancelled;
Amendment 1095 #
2015/0009(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point b a (new)
Article 6 – paragraph 2 – point b a (new)
(ba) loans, guarantees, counter- guarantees, capital market instruments, any other form of funding or credit enhancement instrument, equity or quasi- equity participations by dedicated investment platforms or national promotional banks in accordance with Article 5. These Instruments shall be granted, acquired or issued for the benefit of operations carried out in compliance with this Regulation and where financing has been granted in accordance with a signed agreement which has neither expired nor been cancelled;
Amendment 1166 #
2015/0009(COD)
Proposal for a regulation
Article 8 – paragraph 6 – subparagraph 2
Article 8 – paragraph 6 – subparagraph 2
The Commission shall be empowered to adopt delegated acts in accordance with Article 17 adjustreducing the target amount provided for in paragraph 5 by a maximum of 10% to better reflect the potential risk of the EU guarantee being called.
Amendment 1182 #
2015/0009(COD)
Proposal for a regulation
Article 8 – paragraph 9 a (new)
Article 8 – paragraph 9 a (new)
9a. The EFSI Agreement shall provide for the creation of a European Investment Advisory Hub ('EIAH') within the EIB. The EIAH shall have as its objective to build upon existing EIB and Commission advisory services in order to provide advisory support for investment project identification, preparation and development, and to act as a single technical advisory hub for project financing within the Union. This shall include providing support on the use of technical assistance for project structuring, use of innovative financial instruments, use of public-private partnerships and advice, as appropriate, on relevant issues of Union legislation. EIAH shall provide targeted support in those areas taking into account technical assistance needs and capacity building gaps whenever they surface across Europe, irrespective of their geographic location. To meet the objective referred to in the first subparagraph, the EIAH shall engage the expertise of the EIB, the Commission, national promotional banks and the managing authorities of the European Structural and Investment Funds. Access to expertise from the EIAH shall be free of charge for project promoters. EIB shall ensure that the staff involved in carrying out the tasks of the EIAH shall be organisationally separate from, and be subject to separate reporting lines vis-a-vis, the staff involved in carrying out other tasks conferred upon EIB. In order to ensure the best possible regional and territorial reach across the Union for such advisory services and support, the work of the EIAH shall be reinforced by, and closely networked with, similar structures at national level, such as those provided by national promotional banks or adequate public agencies.
Amendment 1200 #
2015/0009(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. The Commission and the EIB, with support from the Member States, shall promote the creation of a transparent pipeline of current and potential future investment projects in the Union. The pipeline is without prejudice to the final projects selected for support according to Article 3(5)o identify bankable and EU-added value projects for the pipeline, the Commission and the EIB should involve all relevant stakeholders. The pipeline is without prejudice to the final projects selected for support according to Article 3(5). The Commission and the EIB, with support from the Member States, shall also put in place promotional activities directed at potential investors to promote the EFSI and ensure the highest possible level of contributions to the fund.
Amendment 1216 #
2015/0009(COD)
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. Member States shall develop, update and disseminate, on a regular and structured basis, information on current and future investment projects in their territory, in order to increase the EFSI visibility and to assure its accountability towards EU citizens.
Amendment 1235 #
2015/0009(COD)
Proposal for a regulation
Article 10 – paragraph 2 – point b
Article 10 – paragraph 2 – point b
(b) an assessment of the added value, the mobilisation of private sector resources, the estimated and actual outputs, outcomes and impact of EIB financing and investment operations at an aggregated basis; this assessment should be accompanied by an opinion of an independent external auditor;
Amendment 1278 #
2015/0009(COD)
Proposal for a regulation
Article 10 – paragraph 6
Article 10 – paragraph 6
6. The Commission shall, by 30 June of each year, send to the European Parliament, the Council and the Court of Auditors an annual report on the situation of the guarantee fund and the management thereof in the previous calendar year. In addition, the Commission shall include the EFSI in the annual evaluation report on the Union's finances. The assessment shall be based also on the results achieved in accordance with Article 318 TFEU, second subparagraph, in particular with reference to the underlying assumptions of the Plan in terms of new investment generated and jobs created.
Amendment 1350 #
2015/0009(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
The EU guarantee and the payments and recoveries under it that are attributable to the general budget of the Union shall be audited by the Court of Auditorsexternal audit of the activities undertaken in accordance with the EFSI Regulation is carried out by the European Court of Auditors in accordance with Article 287 TFEU.
Amendment 1466 #
2015/0009(COD)
Proposal for a regulation
Article 20 – paragraph 1 a (new)
Article 20 – paragraph 1 a (new)
National co-financing of those operations will benefit from the flexibility within the existing rules of the SGP provided for by the Commission Communication of 13 January 2015 according to its terms and conditions.
Amendment 9 #
2014/2254(INI)
Motion for a resolution
Citation 5 a (new)
Citation 5 a (new)
– having regard to the UN Convention on the Rights of Persons with Disabilities, adopted in New York on 13 December 2006,
Amendment 13 #
2014/2254(INI)
Motion for a resolution
Citation 6 a (new)
Citation 6 a (new)
– having regard to the United Nations Convention on the Rights of the Child, adopted in New York on 20 November 1989,
Amendment 14 #
2014/2254(INI)
Motion for a resolution
Citation 8 a (new)
Citation 8 a (new)
– having regard to the following General Comment of the UN Committee on the Rights of the Child: No 7 (2005) on implementing child rights in early childhood, No 9 (2006) on the rights of children with disabilities, to No 10 (2007) on children's rights in juvenile justice, No 12 (2009) on the right of the child to be heard, No 13 (2011) on the right of the child to freedom from all forms of violence, No 14 (2013) on the right of the child to have his or her best interests taken as a primary consideration,
Amendment 35 #
2014/2254(INI)
Motion for a resolution
Citation 15
Citation 15
– having regard to Directive 95/46/EC of the European Parliament and of the Council of 24 October 1995 on the protection of individuals with regard to the processing of personal data and on the free movement of such data2 , __________________ 2, to Directive 2011/36/EU of the European Parliament and of the Council of 5 April 2011 on preventing and combating trafficking in human beings and protecting its victims, and replacing Council Framework Decision 2002/629/JHA, and to Directive 2011/93/EU of the European Parliament and of the Council of 13 December 2011 on combating the sexual abuse and sexual exploitation of children and child pornography, and replacing Council Framework Decision 2004/68/JHA, __________________ 2 OJ L 281, 23.11.1995, p. 31. OJ L 281, 23.11.1995, p. 31.
Amendment 37 #
2014/2254(INI)
Motion for a resolution
Citation 15 a (new)
Citation 15 a (new)
– having regard to the EU Strategy towards the Eradication of Trafficking in Human Beings 2012-2016, in particular the provisions on financing the development of guidelines on child protection systems and on the exchange of best practices,
Amendment 38 #
2014/2254(INI)
Motion for a resolution
Citation 15 b (new)
Citation 15 b (new)
– having regard to Commission recommendation 2013/112/EU of 20 February 2013 entitled 'Investing in children: breaking the cycle of disadvantage'
Amendment 39 #
2014/2254(INI)
Motion for a resolution
Citation 15 c (new)
Citation 15 c (new)
– having regard to its resolution of 12 September 2013 on the situation of unaccompanied minors in the EU(4) ,
Amendment 40 #
2014/2254(INI)
Motion for a resolution
Citation 15 d (new)
Citation 15 d (new)
– having regard to the 1979 UN Convention on the Elimination of All Forms of Discrimination against Women (CEDAW) and to the Beijing Platform for Action, to its resolutions of 25 February 2014 with recommendations to the Commission on combating violence against women and of 6 February 2014 on the Commission communication entitled 'Towards the elimination of female genital mutilation', and to the Council conclusions of 5 June 2014 on preventing and combating all forms of violence against women and girls, including female genital mutilation,
Amendment 541 #
2014/2254(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Deplores the discrimination and exclusion that persons with a disability still face today; calls on the Commission and the Member States to implement the European Disability Strategy and to monitor and apply the relevant European legislation; calls on the European Commission to maximize synergies between the EU disability strategy and the provisions of the CEDAW and the UN Convention on the Rights of the Child;
Amendment 546 #
2014/2254(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. reiterates the importance of protecting and promoting equal access to all rights for Roma children;
Amendment 756 #
2014/2254(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Deplores the way in which the financial and economic crisis and the measures taken to deal with it have had an impact – in some cases a drastic one – on economic, social and cultural rights, resulting in poverty, exclusion and isolation; underlines the fact that – according to UNICEF’s report on the impact of the economic crisis on child well-being in rich countries - the rights to education, health and social protection of children and young people in the countries most affected by the crisis have been disproportionately harmed;
Amendment 874 #
2014/2254(INI)
Motion for a resolution
Paragraph 22 a (new)
Paragraph 22 a (new)
22a. Calls on the Commission to assess the impact of detention policies and criminal justice systems on children; points out that across the EU children’s rights are directly affected in the case of children living in detention facilities with their parents; underlines the fact that an estimated 800.000 children in the EU are separated from an imprisoned parent each year, which impacts on the rights of children in multiple ways;
Amendment 884 #
Amendment 890 #
2014/2254(INI)
Motion for a resolution
Paragraph 22 b (new)
Paragraph 22 b (new)
22b. Calls on the Commission to develop a renewed EU Agenda for the Rights of the Child with a comprehensive, integrated and ambitious set of goals aiming at filling remaining gaps in existing national legislation, addressing child rights violations, ensuring better protection for all children, guaranteeing legal certainty and contributing to greater coherence of EU action, in line with Better Regulation principles;
Amendment 892 #
2014/2254(INI)
Motion for a resolution
Paragraph 22 c (new)
Paragraph 22 c (new)
22c. Calls on the Commission to ensure increased coordination within its different services and effective mainstreaming of children’s rights across all the EU’s legislative proposals, policies and financial decisions; calls on the Commission to report annually on the progress made on the respect of the rights of children and the full implementation of the EU acquis on children’s rights; calls on the Commission to ensure that the mandate and resources of the children’s rights coordinator adequately reflect the EU’s commitment to systematically and effectively mainstreaming children’s rights;
Amendment 894 #
2014/2254(INI)
Motion for a resolution
Paragraph 22 d (new)
Paragraph 22 d (new)
22d. Welcomes the forthcoming guidelines on integrated child protection system and stressed the need for an integrated and coordinated approach to ensure all children are protected against all forms of violence and neglect; underlines the importance of a common EU approach to finding missing children in the EU; calls on the Member States to increase police and judicial cooperation in cross-border cases involving missing children and to develop hotlines to search for missing children and support victims of child abuse;
Amendment 896 #
2014/2254(INI)
Motion for a resolution
Paragraph 22 e (new)
Paragraph 22 e (new)
22e. Calls on the Member States to ratify without delay the Optional Protocol to the Convention on the Rights of the Child on a communications procedure; reiterates its call on the European Commission and the VP/HR to explore ways and means for the EU to accede to the UN Convention on the Rights of the Child;
Amendment 103 #
2014/2244(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Emphasises the crucial importance, in terms of social mobility, of transport being accessible, and of equal access to transport for all; calls for more attention to be paid to the needs of people with disabilities or limited mobility in relation to access to travel information before and during journeys; , ticketing options and reservation and payment systems, including the ability to reserve wheelchair spaces; welcomes the Commission's European Accessibility Act Roadmap and the potential for legislative action to remove economic and social barriers facing people with disabilities; urges the Commission to tackle barriers to transport as part of its efforts to improve accessibility;
Amendment 113 #
2014/2244(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Highlights the important role of global navigation satellite systems (GNSS) and, in particular, the Galileo European navigation satellite system, in dynamic data collection, enabling travellers to be informed about possible disruption and alternative travel options both before they set off and en route; stresses that the benefits of satellite systems must at all times be matched by sufficient data protection provisions;
Amendment 118 #
2014/2244(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Points out that most people in the EU live in conurbations and, with a view to reducing congestion and air pollution in such areas, calls for the introduction of incentives to the use of sustainable modes of transport, with the inclusion in travel information and journey-planning services of information about car sharing, park-and- ride systems, bike hire schemes and footpaths;
Amendment 12 #
2014/2242(INI)
Motion for a resolution
Recital A
Recital A
A. whereas estimates suggest that up to 80 % of EU citizens will soonby 2050 live in cities or larger urban areas, which offer the bestgood opportunities for jobs, education, cultural activities and mobility, and at present generate growth and economic activity accounting for over 80% of EU GDP;
Amendment 16 #
2014/2242(INI)
Motion for a resolution
Recital A
Recital A
A. whereas up to 80 % of EU citizens will soon live in urban and extended peri- urban areas, which offer the best opportunities for jobs, education, and cultural activities and mobility, but which at the same time will require holistic planning measures that are integrated with mobility, transport and urban logistics;
Amendment 18 #
2014/2242(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas cities are often very unequal places, with extreme divisions between rich and poor, and with inadequate attention given to the needs of disabled people, the elderly, children and others who are vulnerable;
Amendment 19 #
2014/2242(INI)
Motion for a resolution
Recital A (new)
Recital A (new)
A. whereas the Heads of State and Government, meeting at the 2012 United Nations Conference on Sustainable Development (Rio+20), made a commitment to supporting the development of sustainable transport networks1 a; __________________ 1a United Nations Resolution 66/288 ‘The future we want’, paragraph 135.
Amendment 25 #
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 possibly therefore mostly be made on foot or by bicycle or, public/collective transport; or any other means of transport prioritising sustainability concerns;
Amendment 30 #
2014/2242(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas supporting and promoting walking and cycling in and around urban areas, and providing sustainable, affordable and integrated public transport can play a key part in creating fairer, healthier and more socially equal cities while tackling unregulated "urban sprawl";
Amendment 36 #
2014/2242(INI)
Motion for a resolution
Recital C
Recital C
C. whereas urban transport accounts for about 25 % of the CO2 emissions responsible for climate change and harmful levels of air pollution in urban areas are related to direct NO2 emissions from the use of light and heavy vehicles;
Amendment 37 #
2014/2242(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas as important centres of economic activity and innovation, cities and other larger urban areas have rightly been recognised as crucial nodes in the new TEN-T strategy and are the main link of the transport chain for passengers and freight;
Amendment 42 #
2014/2242(INI)
Motion for a resolution
Recital C b (new)
Recital C b (new)
Cb. whereas multimodal networks and the integration of different transport modes and services in and around urban areas are potentially beneficial for improving passenger and freight transport efficiency, thus helping to reduce carbon and other harmful emissions;
Amendment 53 #
2014/2242(INI)
Motion for a resolution
Recital E
Recital E
E. whereas 73% of European citizens consider road safety to be a serious problem in cities and more than 30 % of road fatalities and serious injuries happening in urban areas, caused mainly by ca are mainly caused by cars; often involving Vulnerable Road Users (VRUs), such as pedestrians, cyclists, motorcyclists and moped riders;
Amendment 54 #
2014/2242(INI)
Motion for a resolution
Recital E
Recital E
E. whereas more than 30 % of road fatalities and serious injuries happen in urban areas, caused mainly by cars and whereas this is due mainly to the high concentration of vehicles, speed, the quality of safety systems, the type of urban infrastructure and the types of waiting and parking areas;
Amendment 70 #
2014/2242(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas there has for many years been a serious under-investment in public transport infrastructures across the EU as a whole and at the same time there is a huge increase needed in funding requirements to 2040 and beyond in both capital and revenue for sustainable urban transport;
Amendment 73 #
2014/2242(INI)
Motion for a resolution
Recital F b (new)
Recital F b (new)
Fb. whereas improved facilities for pedestrians, elderly and passengers with reduced mobility are part of European Union goals and require additional funds;
Amendment 75 #
2014/2242(INI)
Motion for a resolution
Recital F c (new)
Recital F c (new)
Fc. whereas urban public transport operators in the EU provide around 1.2 million jobs, while fair treatment of transport workers and those in related sectors in cities, and the important role that they play in ensuring the quality and safety of public transport, is often overlooked;
Amendment 77 #
2014/2242(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. WUnderlines that the work done so far at European level and in many cities has been positive and should be continued, and therefore welcomes the aforementioned Commission communication on urban mobility;
Amendment 80 #
2014/2242(INI)
Motion for a resolution
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Recognises that it is critical that Member States take responsibility for appropriate technical requirements applicable to urban infrastructure and therefore calls on the Commission to encourage best practice exchange and guidance for tackling urban mobility challenges; calls for initiatives to monitor traffic and to promote multimodal public transport, smart parking solutions and intermodal ticketing facilities; notes that improving availability of free or low-cost broadband, cellular networks, Wi-Fi and other digital services on public transport services and at stations, would improve personal mobility and also be of considerable benefit for tourists and visitors;
Amendment 81 #
2014/2242(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Calls on the Commission to establish, taking full account of appropriate local considerations and variations, minimum standards to be applied to all urban areas related to urban infrastructure, at least for pedestrian, cyclists and vulnerable users; recognises that it is hard to benchmark sustainable urban mobility effectively because cities and urban areas frequently have very specific characteristics and problems;
Amendment 99 #
2014/2242(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Invites cities to define transport mode hierarchies based on the needs of pedestrians first and foremost, followed by cyclists, public transport, business and logistics, and private-car users, taking into account local conditionspriorities relating to the integration of sustainable mobility and to promote intermodality;
Amendment 116 #
2014/2242(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Commission to review the Air Quality Directive as a matter of urgencytake up the issue of sustainable urban mobility, the reduction of harmful emissions arising from urban mobility and its impact on the air quality of large parts of the Union as a priority in terms of its powers of political initiative and, accordingly, to review the Air Quality Directive as a matter of urgency and to put forward specific legislative proposals aimed at reducing the level of harmful emissions in urban areas;
Amendment 134 #
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 free public transport or by alternating traffic; Stresses that at this stage, while being still far from reaching the targets already set by the EU, special focus should be made on strengthening solutions related to public services and promotion of a modal shift to public transport, cycling, walking and car-sharing, including in deprived areas;
Amendment 186 #
2014/2242(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Calls also on national and local authorities to devise cohesive programmes for urban, mobility and transport redesign and planning;
Amendment 188 #
2014/2242(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Calls on the Commission and Member States to develop means of encouraging companies to reduce the number of journeys made by their employees by permitting and promoting teleworking;
Amendment 198 #
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 ratesat least 10% of all urban journeys being made by bicycle by 2025;
Amendment 222 #
2014/2242(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Urges the Commission to ensure that its concepts and tools developed at the European level can be effectively adapted to the particular circumstances of each Member State; calls for better coordination with the Member States in order to ascertain at which level it would be better to organise workshops or other events of particular types, on cities' mobility planning;
Amendment 223 #
2014/2242(INI)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
11b. Insists that urban mobility should also be considered as a means to fight poverty and social exclusion, and that the European agenda on urban mobility should also focus on the social dimension; recalls that the objectives of the Commission's proposal can only be achieved if cities' representatives and key stakeholders participate in the decision process and the exchange of experiences and best practices; urges Member States to encourage citizen's participation, through innovative communication strategies and methods, in the conception and planning of sustainable urban mobility plans (SUMP), and including encouraging representatives and stakeholders from areas on urban outskirts and areas facing economic and social challenges to participate actively;
Amendment 224 #
2014/2242(INI)
Motion for a resolution
Paragraph 11 c (new)
Paragraph 11 c (new)
11c. Underlines that part of taking account of the position of the workforce in cities should be for social dialogue at all levels to be formally encouraged;
Amendment 225 #
2014/2242(INI)
Motion for a resolution
Subheading 3
Subheading 3
Amendment 230 #
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 enhanced walking and cycling infrastructure and smoother and safer services network; calls on the Member States to focus especially on road safety as an essential element of the SUMP including specific strategies and targets to at least halve the numbers of the most seriously injured individuals, to prioritise the protection of pedestrians and the most vulnerable people, including adequate public transport schemes, education and communication campaigns;
Amendment 231 #
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 enhanced walking and cycling infrastructure and smoother and safer services networks; calls on the Commission to launch in-depth monitoring and analysis across the EU to establish what percentage of cities have adopted SUMPS plans; this data should serve to develop initiatives for their subsequent implementation;
Amendment 240 #
2014/2242(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. emphasises that SUMPs should be consistent with the EU agenda and objectives on sustainable transport, in particular those on modal shift from road to rail set in the 2011 White Paper;
Amendment 245 #
2014/2242(INI)
Motion for a resolution
Paragraph 12 b (new)
Paragraph 12 b (new)
12b. Calls on the Commission to set minimum standards and guidelines for priorities as between pedestrians, cyclists, car drivers, commercial vehicles and public transport in its Mid-Term Review on White Paper on Road Safety 2011- 2020;
Amendment 254 #
2014/2242(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Emphasises the importance of SUMPs for achieving EU targets in respect of CO2 emissions, noise, air pollution and accident reductRecalls the European Parliament's resolution of 15 December 2011 in which it was requested that by 2015 support for urban mobility projects should be made conditional on the submission by local authorities of sustainable mobility plans contributing to reduction in traffic volumes, accidents, atmospheric pollution and noise, complying with the standards and targets of European transport policy, and fitting in with the needs of surrounding towns and regions; considers that the development of SUMPs should be a precondition, among other conditional criteria, for financing EU projects in the area of urban transport; calls on the Commission to establish EU-level funding conditional not only on having such plans, but also on their containing concrete necessary and proportionate action and specifications on key target areas such as road safety, accessibility, tackling climate change and air quality;
Amendment 268 #
2014/2242(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Emphasises that affordable public transport is an essential element for inclusive public services and for securing access to jobs; recalls that due to high housing costs many workers must live in more suburban areas and face long and expensive commutes; calls on the Commission to promote initiatives such as "single and multimodal mobility passes" for all means of transport within a coherent territorial level, such as an urban agglomeration, metropolitan city or at a regional level, and with progressive or flat rate fares where appropriate; in this regard, underlines the lack so far, of a strong EU position on the importance of public transport in all Member States;
Amendment 287 #
2014/2242(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Believes that urban mobility must be integrated into the Connecting Europe Facility / Trans-European Transport Network (TEN-T) measures, including support for urban nodes and the integration of mobility plans for cross-border cities; underlines that it is vital to ensure that these funds help also create both more and better jobs in affected sectors;
Amendment 307 #
2014/2242(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Calls on the Commission to promote ‘Car-free Sunday’ events each month and to organise an ‘EU Bicycle Day’; calls on the Commission also to launch public information campaigns on the externalities of private transport in terms of atmospheric pollution, impacts on health and road accidents, which raise public awareness as regards using public transport and promote cycling and walking;
Amendment 308 #
2014/2242(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Calls on the Commission to promote ‘EU 'Car-free Sunday' events each month and to organiseand to adopt an ‘'EU Bicycle Day';
Amendment 337 #
2014/2242(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Points out that shoppinge importance of effective and comprehensive urban planning policies and standards to achieving an integrated sustainable transport system, and that major construction areas and shopping or other retail centres are focal points for increased road traffic and congestion problems, and believes that they should be linked up to efficient public transport and home delivery services;
Amendment 344 #
2014/2242(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Calls for the Commission to develop policies to encourage the freight industry to clean up its fleets and to encourage local authorities to provide incentives to operators to act in a more sustainable way; recalls that rail and other more sustainable transport, together with well-planned interchanges and logistics should be at the core of urban freight policies;
Amendment 358 #
2014/2242(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Notes that thorough speed management leads to a drastic reduction in road fatalities and serious injuries in cities, especially for vulnerable road users; calls on the Commission to impose through legislative acts, taking full account of appropriate local considerations and variations, minimum standards for cycle path infrastructure in all EU metropolitan cities;
Amendment 427 #
2014/2242(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Recalls the ‘'use of revenues' principle with regard to road charging, and requests that 50 % of Eurovignette revenue be dedicated to improving urban mobility and that 75 % of urban tolls be used for developing and maintaining urban transport infrastructurecalls on the Commission to submit a proposal in 2016 to establish a European framework for distance-based charging including the complete internalisation of external costs also for passenger cars, whilst safeguarding EU principles such as non- discrimination, polluter-pays, data protection and privacy, in order to harmonise existing national infrastructure charging systems and to provide clear guidelines for any possible plans by Member States to establish such a system in the future; stresses that time- based user fees may only constitute a transitional arrangement which should be phased out in favour of more sustainability orientated infrastructure charging systems;
Amendment 452 #
2014/2242(INI)
Motion for a resolution
Paragraph 26 a (new)
Paragraph 26 a (new)
26a. Encourages the Commission to establish a European Observatory on Urban Mobility; the Observatory should conduct an annual survey on how the urban mobility objectives set by the EU are being pursued and publish its findings; it should also systematically monitor the times and costs for the construction of urban mobility infrastructure and publish these so as to provide both public- and private-sector operators with points of reference; (At the moment, average times and costs for the construction of mobility infrastructure vary greatly from one Member State to another.)
Amendment 453 #
2014/2242(INI)
Motion for a resolution
Paragraph 26 a (new)
Paragraph 26 a (new)
26a. Calls on the Commission and the Member States to increase the current level of public investments in sustainable urban transport and encourages public authorities at all levels to exploit all EU, governmental and other opportunities for financing projects;
Amendment 467 #
2014/2242(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Is convinced that additional efforts should be made to network and coordinate EU pilot projects, and to integrate cities, when discussing the implementation of future mobility policies; stresses the necessity to finance not only infrastructures but also IT services, monitoring processes, inter-regional projects and to establish strategic partnerships between industry and European cities to develop the urban systems of tomorrow;
Amendment 471 #
2014/2242(INI)
Motion for a resolution
Paragraph 28 a (new)
Paragraph 28 a (new)
28a. Believes that the Eltis portal ought to be enhanced and entrusted with establishing a classification of European ‘sustainable urban mobility’ cities;
Amendment 473 #
2014/2242(INI)
Motion for a resolution
Paragraph 28 b (new)
Paragraph 28 b (new)
28b. Calls on the Commission to develop indicators for sustainable urban mobility which enable a comparison of how cities are performing; such indicators should enable, firstly, an assessment of traffic efficiency, reductions in polluting emissions and air quality, as well as the network coverage and percentage use of public transport, road safety, social inclusion, planning and land use;
Amendment 19 #
2014/2241(INI)
Motion for a resolution
Recital D
Recital D
D. whereas the tourism industry in Europe faces a number of new challenges, among them the digitalisation of distribution channels and the new sharing economy sector, increasing competition from emerging, less expensive third market destinations, the changing consumer behaviour, the shift from a service economy to an experience economy, the demand for quality client service, the need to attract and retain skilled staff, demographic changes, and the seasonality;
Amendment 25 #
2014/2241(INI)
Motion for a resolution
Recital E
Recital E
E. whereas the actions set out by the 2010 Communication foster the ambitious objective of maintaining Europe’s dominant position as a tourist destination in the world; whereas promoting Europe with its own tourism destination promotion and brand strategy serves as an important tool for strengthening Europe's image and profile;
Amendment 28 #
2014/2241(INI)
Motion for a resolution
Recital E a (new)
Recital E a (new)
Ea. whereas promoting Europe with its own tourism destination promotion and brand strategy serves as an important tool for strengthening Europe’s image and profile as a set of sustainable and high- quality tourist destinations, enables European destinations to distinguish themselves from other international destinations and helps to attracting international tourists, particularly from emerging third markets;
Amendment 43 #
2014/2241(INI)
Motion for a resolution
Recital G a (new)
Recital G a (new)
Ga. whereas, although information is scattered and a solid conclusion therefore difficult, the economic impact of the sharing economy has most likely a positive effect on economic growth and welfare;
Amendment 44 #
2014/2241(INI)
Motion for a resolution
Recital G b (new)
Recital G b (new)
Gb. whereas travel and tourism is one of the sectors that has been more affected by digitization, a fact that opens a number of opportunities for travel companies not only in Europe but also globally;
Amendment 94 #
2014/2241(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Stresses that ‘Brand Destination Europe’ needs an inclusive approach creating advantages for both established and less known destinations without creating any competition among European tourism destinations and to the work of national tourism organisations;
Amendment 133 #
2014/2241(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Taking into account that today’s consumers tend to search for a tourism experience, rather than for a mere destination, stresses that a successful marketing strategy for the promotion of European tourism products needs to correspond to the needs of different travel segments and markets in third countries;
Amendment 151 #
2014/2241(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Calls on the national tourism organisations to lend adequate web visibility to initiatives and awards in favour of the European heritage and to foster their promotion (such as European Heritage label, European Cultural Routes);
Amendment 208 #
2014/2241(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Encourages the national tourism organisations, on the basis of standards proposed by the Commission, to set up a specific unique portal on sustainable and responsible tourism at their respective national level in order to allow customers to make an informed choice among targeted national and transnational products and destinations;
Amendment 235 #
2014/2241(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Calls on the Member States to integrate natural heritage initiatives in their national and regional tourism strategies;
Amendment 249 #
2014/2241(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Considers the introduction of voluntary ‘environmental checks’ for the improvement of environmental quality in the tourism industry to be a useful contribution by the industry and recommends that companies displaying particular commitment be recognised;
Amendment 255 #
2014/2241(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Calls on the responsible authorities and operators to make a stronger effort to promote walking routes and the European cycling networks, such as the Iron Curtain Trail, in combination with all cross-border rail services, including high-speed and night trains;
Amendment 261 #
2014/2241(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Emphasises that electric vehicles offer an increasingly attractive solution for the new flexible mobility for both rural and urban tourism and this mobility option should be offered increasingly in holiday resorts;
Amendment 264 #
2014/2241(INI)
Motion for a resolution
Paragraph 19 b (new)
Paragraph 19 b (new)
19b. Calls on the Member States to pass on good experiences of sustainable tourism management in the context of international cooperation abroad;
Amendment 273 #
2014/2241(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Points out that accessible options throughout the entire tourism service chain will not only benefit people with restricted mobility, but also older people or families with young children;
Amendment 274 #
2014/2241(INI)
Motion for a resolution
Paragraph 20 b (new)
Paragraph 20 b (new)
20b. Calls on the Member States to place particular emphasis on the use of new technologies when developing tourism concepts for senior citizens and people with specific disabilities;
Amendment 275 #
2014/2241(INI)
Motion for a resolution
Paragraph 20 c (new)
Paragraph 20 c (new)
20c. Recommends that the Member States develop a Europe-wide uniform and transparent identification system for accessible options and establish corresponding Internet platforms; calls on the Commission to submit suggestions in this regard;
Amendment 276 #
2014/2241(INI)
Motion for a resolution
Paragraph 20 d (new)
Paragraph 20 d (new)
20d. Recommends that the Member States introduce the establishment of accessibility as an eligibility criterion in the context of the economic development programmes in the tourist industry;
Amendment 35 #
2014/2149(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Underlines the potential for boosting cultural tourism in mountain, rural and island 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 as a means of enhancing the appeal of smaller and remote tourist destinations;
Amendment 58 #
2014/2149(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Supports the creation of transnational cultural tourism products which reflect common European shared values and heritage, while preserving the authenticity and diversity of local cultures; calls on the Commission to continue co-financing and promoting, in close cooperation with the Council of Europe, the European Cultural Routes and Itineraries, which are the best examples of transnational pan-European thematic tourism projects;
Amendment 72 #
2014/0346(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
This Regulation lays down a common framework for the development, production and dissemination of harmonised indices of consumer prices (HICP, HICP-CT, OOH) and of the housinge prices index (HPI) at Union, national and sub-national level.
Amendment 86 #
2014/0346(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point p a (new)
Article 2 – paragraph 1 – point p a (new)
(pa) 'price reference period' means the period to which the price of the comparison period refers. For monthly indices the price reference period is December of the previous year, for quarterly indices the price reference period is the fourth quarter of the previous year.
Amendment 121 #
2014/0346(COD)
Proposal for a regulation
Article 8 – paragraph 4 a (new)
Article 8 – paragraph 4 a (new)
4a. By 2020 and every five years thereafter, the Commission (Eurostat) shall prepare a report to the European Parliament and Council evaluating if applicable the main findings of the pilot studies.
Amendment 166 #
2013/0157(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Member States should retain the power to ensure an adequate level of social protection for the staff of undertaking providing port services. This Regulation shall not affect the application of the social and labour rules of the Member States and should take into account Article 28 of the Charter of Fundamental Rights of the European Union. 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 ask 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. OJ L 82, 22.3.2001, p. 16.
Amendment 199 #
2013/0157(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) Port service charges applied by providers of port services which are not designated in accordance with an open, transparent and non-discriminatory procedure entail a higher risk of price abuse given their monopolistic or oligopolistic situation and the fact that their market cannot be contested. The same is true for charges levied by internal operators in the meaning of this Regulationand which are not exposed to effective competition, entail a higher risk of price abuse. For those services, in the absence of fair market mechanisms, arrangements should be established to ensure that the charges they levy reflect the normal conditions of the relevant marketlevied are not disproportionate to the economic value of the services provided and are set in a transparent and non- discriminatory way.
Amendment 217 #
2013/0157(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) The different independent supervisory bodies should exchange information on their work and cooperateIn the event of a cross-border dispute or complaint, the European supervisory body which receives the necessary information from the independent supervisory bodies in the various cooperating Member States should have competence, in order to ensure a uniform application of this Regulation.
Amendment 276 #
2013/0157(COD)
Proposal for a regulation
Article 2 – point 2
Article 2 – point 2
2. ‘cargo handling services’ means the organisation and handling of cargo between the carrying waterborne vessel and the shore be it for import, export or transit of the cargo, including the processing, transporting and temporary storage of the cargo on the relevant cargo handling terminal and directly related to the transporting of the cargo, but excluding, unless otherwise determined by Member State, warehousing, stripping, repackaging or any other value added services related to the handled cargo;
Amendment 304 #
2013/0157(COD)
Proposal for a regulation
Article 2 – point 12
Article 2 – point 12
12. ‘port service contract’ means a formal and legally binding agreement between a provider of port service and a competent authority whereby this body designates a provider of port service to provide port services following a procedure to limit the number ofcontract or any other act of equivalent effect between a provider of port service and the managing body of the port or a competent authority; having as its subject-matter the provision of one or more port services as defined in Article 1(2), without prejudice to the form of designating providers of port services;.
Amendment 372 #
2013/0157(COD)
Proposal for a regulation
Article 5 – paragraph 2
Article 5 – paragraph 2
2. The managing body of the port shall grant or refuse the right to provide port services on the basis of the minimum requirements established in accordance with Article 4 within onea reasonable time, and in any events not exceeding four months from receiving a request for the granting of such a right. Any refusal shall be duly justified on the basis of objective, transparent, non- discriminatory and proportionate criteria.
Amendment 397 #
2013/0157(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point b a (new)
Article 6 – paragraph 1 – point b a (new)
(ba) the absence of limitation leads to a financial compensation for the public service obligations which is excessively high for the managing body of the port or the competent authority, or for the port users;
Amendment 546 #
2013/0157(COD)
Proposal for a regulation
Article 12 – paragraph 2 – introductory part
Article 12 – paragraph 2 – introductory part
2. Where the managing body of the port that receives public funds provides port services itself, it shall keep the accounts of each port service activity or investment separate from the accounts of its other activities, in such a way that :
Amendment 554 #
2013/0157(COD)
Proposal for a regulation
Article 12 – paragraph 2 – point a
Article 12 – paragraph 2 – point a
(a) all costs and revenues are correctly assigned or allocated for every single service provided on the basis of consistently applied and objectively justifiable cost accounting principles; and
Amendment 573 #
2013/0157(COD)
Proposal for a regulation
Article 13 – paragraph 1
Article 13 – paragraph 1
1. The charges for the services provided by an internal operator as, referred to in Article 9 and the charges levied by providers of port service, in cases of limitation of the number of providers which have not been designated on the basis of procedures which are open, transparent and non- discriminatory, shall bs are set in a transparent and non- discriminatory way. These charges shall reflect the conditions on a competitive relevant market and shall not be disproportionate to the economic value of the service provided.
Amendment 581 #
2013/0157(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. The managing body of the port shall levyMember State shall ensure that a port infrastructure charge is levied. This shall not prevent providers of port services which are using port infrastructures from levying port service charges.
Amendment 586 #
2013/0157(COD)
Proposal for a regulation
Article 14 – paragraph 3
Article 14 – paragraph 3
3. In order to contribute to an efficient infrastructure charging system, the structure and the level of port infrastructure charges shall be deftermined in an autonomous way by the managing body of the port according to its own commercial strategy and investment plan reflecting competitive conditions of theaccording to national ports policy and/or the individual port’s commercial strategy and investment plan and comply with competition reulevant market and in accordance with State aid rus, where applicables.
Amendment 609 #
2013/0157(COD)
Proposal for a regulation
Article 14 – paragraph 6
Article 14 – paragraph 6
6. The managing body of the port shall inform port users and the representatives or associations of port users about the structure and the criteria used to determine thein a transparent manner ambount of the port infrastructure charges, including the total costs and revenues serving as a basis to determine the structure and the levelstructure and the criteria used to determine the amount of the port infrastructure charges. It shall inform users of the port infrastructures of any changes in the amount of the port infrastructure charges or in the structure or criteria used in order to determine such charges at least three months in advance.
Amendment 645 #
2013/0157(COD)
Proposal for a regulation
Article 17 – paragraph 1
Article 17 – paragraph 1
1. Member States shall ensure that there is an independent supervisory body to monitors and supervises the application of this Regulation in all the seaports covered by this Regulation on the territory of each Member State.
Amendment 650 #
2013/0157(COD)
Proposal for a regulation
Article 17 – paragraph 2
Article 17 – paragraph 2
2. The independent supervisory body shall be legally distinct from and functionally independent of any managing body of the port or providers of port services. Member States that retain ownership or control of ports or port managing bodies shall ensure an effective structural separation between the functions relating to the supervision and monitoring of this Regulation and the activities associated with that ownership or control. The independent supervisory body shall exercise its powers impartially and transparently and with due respect to the right to freely conduct business. The supervisory bodies of Member States shall be coordinated by an independent European supervisory body, which shall be competent in the event of a cross- border dispute or complaint or a dispute with other international authorities.
Amendment 659 #
2013/0157(COD)
Proposal for a regulation
Article 17 – paragraph 4
Article 17 – paragraph 4
4. In the event that the dispute arises between parties established in different Member States, the independent European supervisory body of the Member State of the port where the dispute is presumed to have its origin shall have competence to solve the dispute.