537 Amendments of Peter LUNDGREN
Amendment 80 #
2023/0265(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The artificial barriers to the cross- border transport of heavier lorries primarily used in long distance transport (such as vehicle combinations with 5 and 6 axles), should be removed in a harmonised way to take advantage in the short term of the operational, energy and environmental efficiency linked to the greater loading capacity granted by the Member States, including for intermodal transport. To effectively drive the transition towards zero-emission mobility, it is necessary to phase out the use of such heavier lorries running on fossil fuels, as of 2035, whenfurther encourage the market penetration of more efficient zero- emission HDVs is projected to increase significantly up to around 50% of new HDV registrations. After the phasing out, heavier lorries should continue to be allowed in national traffic while, in international traffic, they should comply with the maximum authorised weights set up in Annex I to Directive 96/53/EC, which limits th. Non-zero-emission vehicle combinations with 5 and 6 axles should continue to be allowed in international traffic, with the same extra weight allowance toas zero-emission vehicles and to vehicles involved in an intermodal transport opers long as the targets set in Regulation (EU) 2019/1242 allow the first registration of such vehicles or combinations.
Amendment 80 #
2023/0265(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The artificial barriers to the cross- border transport of heavier lorries primarily used in long distance transport (such as vehicle combinations with 5 and 6 axles), should be removed in a harmonised way to take advantage in the short term of the operational, energy and environmental efficiency linked to the greater loading capacity granted by the Member States, including for intermodal transport. To effectively drive the transition towards zero-emission mobility, it is necessary to phase out the use of such heavier lorries running on fossil fuels, as of 2035, whenfurther encourage the market penetration of more efficient zero- emission HDVs is projected to increase significantly up to around 50% of new HDV registrations. After the phasing out, heavier lorries should continue to be allowed in national traffic while, in international traffic, they should comply with the maximum authorised weights set up in Annex I to Directive 96/53/EC, which limits th. Non-zero-emission vehicle combinations with 5 and 6 axles should continue to be allowed in international traffic, with the same extra weight allowance toas zero-emission vehicles and to vehicles involved in an intermodal transport opers long as the targets set in Regulation (EU) 2019/1242 allow the first registration of such vehicles or combinations.
Amendment 86 #
2023/0265(COD)
Proposal for a directive
Recital 14
Recital 14
(14) Vehicle carriers withtransporters, most of which have open bodies, have very limited potential to reduce their energy consumption via improved aerodynamics. DivergingMany different national rules on the use of overhanging of loads on vehicle carritransporters cause distortions of competition and limit significantly their potential to improve operational efficiency and energy performance in international traffic. Therefore, it is necessary to harmonise rules on the use of overhanging of loads of vehicle carriers with open bodietransporters, so as to ensure that these objectives are properly met.
Amendment 86 #
2023/0265(COD)
Proposal for a directive
Recital 14
Recital 14
(14) Vehicle carriers withtransporters, most of which have open bodies, have very limited potential to reduce their energy consumption via improved aerodynamics. DivergingMany different national rules on the use of overhanging of loads on vehicle carritransporters cause distortions of competition and limit significantly their potential to improve operational efficiency and energy performance in international traffic. Therefore, it is necessary to harmonise rules on the use of overhanging of loads of vehicle carriers with open bodietransporters, so as to ensure that these objectives are properly met.
Amendment 122 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d a (new)
Article 1 – paragraph 1 – point 2 – point d a (new)
Directive 96/53/EC
Article 2 – thirteenth indent
Article 2 – thirteenth indent
Amendment 122 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d a (new)
Article 1 – paragraph 1 – point 2 – point d a (new)
Directive 96/53/EC
Article 2 – thirteenth indent
Article 2 – thirteenth indent
Amendment 125 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point e
Article 1 – paragraph 1 – point 2 – point e
Directive 96/53/EC
Article 2 – fourteenth indent
Article 2 – fourteenth indent
— ‘alternatively fuelled vehicle’ shall mean a motor vehicle powered wholly or in part by an alternative fuel and which has been approved under the framework of Regulation (EU) 2018/858,;
Amendment 125 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point e
Article 1 – paragraph 1 – point 2 – point e
Directive 96/53/EC
Article 2 – fourteenth indent
Article 2 – fourteenth indent
— ‘alternatively fuelled vehicle’ shall mean a motor vehicle powered wholly or in part by an alternative fuel and which has been approved under the framework of Regulation (EU) 2018/858,;
Amendment 129 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point a – introductory part
Article 1 – paragraph 1 – point 3 – point a – introductory part
Directive 96/53/EC
Article 4 – paragraph 1
Article 4 – paragraph 1
(a) in paragraph 12, the following point (c) is added: ‘(c) of vehicles or vehicle combinations for the international transport of goods or passengers which are not in conformity with the characteristics set out in Annex I providing they do not significantly affect international competition in the road transport sector as defined by Article 4.4.’
Amendment 129 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point a – introductory part
Article 1 – paragraph 1 – point 3 – point a – introductory part
Directive 96/53/EC
Article 4 – paragraph 1
Article 4 – paragraph 1
(a) in paragraph 12, the following point (c) is added: ‘(c) of vehicles or vehicle combinations for the international transport of goods or passengers which are not in conformity with the characteristics set out in Annex I providing they do not significantly affect international competition in the road transport sector as defined by Article 4.4.’
Amendment 133 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 3 – third subparagraph
Article 4 – paragraph 3 – third subparagraph
Member States shall guarantee that the conditions under which the permits or similar arrangements related to the transport of indivisible loads are issued are proportionate and non-discriminatory. In particular, Member States shall cooperate to further harmonise the permit issuing deadlines. Member States shall also cooperate to avoid the multiplicity of vehicle markings and signalling, and to favour the use of pictograms over text. Member States shall not impose language requirements related to the transport of indivisible loadalso cooperate to further harmonise the appearance, markings and signs of escort vehicles and pilot cars. Member States shall not impose language requirements related to the transport of indivisible loads. Member States are encouraged to provide transparent information on the basic network accessible for indivisible load transports, where this exists.
Amendment 133 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 3 – third subparagraph
Article 4 – paragraph 3 – third subparagraph
Member States shall guarantee that the conditions under which the permits or similar arrangements related to the transport of indivisible loads are issued are proportionate and non-discriminatory. In particular, Member States shall cooperate to further harmonise the permit issuing deadlines. Member States shall also cooperate to avoid the multiplicity of vehicle markings and signalling, and to favour the use of pictograms over text. Member States shall not impose language requirements related to the transport of indivisible loadalso cooperate to further harmonise the appearance, markings and signs of escort vehicles and pilot cars. Member States shall not impose language requirements related to the transport of indivisible loads. Member States are encouraged to provide transparent information on the basic network accessible for indivisible load transports, where this exists.
Amendment 145 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 4 – first subparagraph
Article 4 – paragraph 4 – first subparagraph
Member States may allow vehicles or vehicle combinations used for transport which carry out certain national or international transport operations that do not significantly affect international competition in the transport sector to circulate in their territory with weights or dimensions deviating from those laid down in points 1.1, 1.2, 1.3, 1.4 to 1.8, 2, 4.1, 4.2 and 4.4 of Annex I.
Amendment 145 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 4 – first subparagraph
Article 4 – paragraph 4 – first subparagraph
Member States may allow vehicles or vehicle combinations used for transport which carry out certain national or international transport operations that do not significantly affect international competition in the transport sector to circulate in their territory with weights or dimensions deviating from those laid down in points 1.1, 1.2, 1.3, 1.4 to 1.8, 2, 4.1, 4.2 and 4.4 of Annex I.
Amendment 164 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – sixth subparagraph
Article 4 – paragraph 4a – sixth subparagraph
Whenever a Member State allows, pursuant to this paragraph, the circulation of European Modular Systems in national traffic, it may not reject or prohibit the circulation in its territory of European Modular Systems in international traffic, provided that such systems do not exceed the maximum weights and dimensions set for European Modular Systems in national traffic. Member States should cooperate to mutually recognise each other’s certifications for drivers of European Modular Systems.
Amendment 164 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – sixth subparagraph
Article 4 – paragraph 4a – sixth subparagraph
Whenever a Member State allows, pursuant to this paragraph, the circulation of European Modular Systems in national traffic, it may not reject or prohibit the circulation in its territory of European Modular Systems in international traffic, provided that such systems do not exceed the maximum weights and dimensions set for European Modular Systems in national traffic. Member States should cooperate to mutually recognise each other’s certifications for drivers of European Modular Systems.
Amendment 172 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – new subparagraph
Article 4 – paragraph 4a – new subparagraph
Three years after the entry into force, the Commission shall present a report on the cross-border circulation of the European Modular System combinations in the EU and shall, if appropriate, make a legislative proposal duly accompanied by an impact assessment to widen the scope of its use.’;
Amendment 172 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – new subparagraph
Article 4 – paragraph 4a – new subparagraph
Three years after the entry into force, the Commission shall present a report on the cross-border circulation of the European Modular System combinations in the EU and shall, if appropriate, make a legislative proposal duly accompanied by an impact assessment to widen the scope of its use.’;
Amendment 175 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point d
Article 1 – paragraph 1 – point 3 – point d
Directive 96/53/EC
Article 4 – paragraph 5 – first subparagraph
Article 4 – paragraph 5 – first subparagraph
Member States may allow for a limited period of time trials of vehicles or vehicle combinations incorporating new technologies or new concepts which cannot comply with requirements of this Directive. Such vehicles or vehicle combinations shall be allowed to carry out certain national or international transport operations for the trial period. In particular, trials with European Modular Systems shall be allowed for a maximum of five yearsfive years and renewable once. In case a Member State renews a European Modular Systems trial, it shall provide adequate justification to the Commission. The number of trials shall not be limited. Member States shall inform the Commission thereof.
Amendment 175 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point d
Article 1 – paragraph 1 – point 3 – point d
Directive 96/53/EC
Article 4 – paragraph 5 – first subparagraph
Article 4 – paragraph 5 – first subparagraph
Member States may allow for a limited period of time trials of vehicles or vehicle combinations incorporating new technologies or new concepts which cannot comply with requirements of this Directive. Such vehicles or vehicle combinations shall be allowed to carry out certain national or international transport operations for the trial period. In particular, trials with European Modular Systems shall be allowed for a maximum of five yearsfive years and renewable once. In case a Member State renews a European Modular Systems trial, it shall provide adequate justification to the Commission. The number of trials shall not be limited. Member States shall inform the Commission thereof.
Amendment 188 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4a – point b
Article 4a – point b
(b) a single national access point for the applicants to obtain the information on the requirements for applying for special permits or similar arrangements as laid down in Article 4(3) and to the necessary information to plan their routes in a clear, accessible, and transparent manner. Information on height restrictions shall be included;
Amendment 188 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4a – point b
Article 4a – point b
(b) a single national access point for the applicants to obtain the information on the requirements for applying for special permits or similar arrangements as laid down in Article 4(3) and to the necessary information to plan their routes in a clear, accessible, and transparent manner. Information on height restrictions shall be included;
Amendment 195 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4a – paragraph 2
Article 4a – paragraph 2
2. The Commission mayshall adopt implementing acts establishing a common standard application form and harmonising the rules and procedures for the issuing of national permits or similar arrangements referred to in paragraph 1 of this Article and in Article 4(3). Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 10i(2).
Amendment 195 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4a – paragraph 2
Article 4a – paragraph 2
2. The Commission mayshall adopt implementing acts establishing a common standard application form and harmonising the rules and procedures for the issuing of national permits or similar arrangements referred to in paragraph 1 of this Article and in Article 4(3). Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 10i(2).
Amendment 207 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 3
Article 4b – paragraph 3
3. In view of the expected increase in the uptake of zero-emission vehicles, this Article shall apply until 31 Decembere application of this Article shall be evaluated in 20340.’;
Amendment 207 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 3
Article 4b – paragraph 3
3. In view of the expected increase in the uptake of zero-emission vehicles, this Article shall apply until 31 Decembere application of this Article shall be evaluated in 20340.’;
Amendment 213 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7 – introductory part
Article 1 – paragraph 1 – point 7 – introductory part
Directive 96/53/EC
Article 8c
Article 8c
Vehicle transporters with open bodies may exceed the maximum lengths laid down in point 1.1 of Annex I while loaded, up to a total of 20,75 meters, using authorised load supports. The overhang or load support of vehicle transporters may not protrude in relation to the load. The load may protrude in front of the towingextendable rear load supports. The load may protrude in front of the vehicle transporter, excepting articulated vehicles, up to a maximum of 0,.5 meters, provided that the first axles of the transported vehicle rests on the trailerbody structure. TAt the rear the load may protrude from behind up to a maximum of 1,.5 meters, provided that the lastforward axle(s) of the transported vehicle(s) rests on the trailer structure. The extendable rear load supports may not protrude further than the overhanging load.’;
Amendment 213 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7 – introductory part
Article 1 – paragraph 1 – point 7 – introductory part
Directive 96/53/EC
Article 8c
Article 8c
Vehicle transporters with open bodies may exceed the maximum lengths laid down in point 1.1 of Annex I while loaded, up to a total of 20,75 meters, using authorised load supports. The overhang or load support of vehicle transporters may not protrude in relation to the load. The load may protrude in front of the towingextendable rear load supports. The load may protrude in front of the vehicle transporter, excepting articulated vehicles, up to a maximum of 0,.5 meters, provided that the first axles of the transported vehicle rests on the trailerbody structure. TAt the rear the load may protrude from behind up to a maximum of 1,.5 meters, provided that the lastforward axle(s) of the transported vehicle(s) rests on the trailer structure. The extendable rear load supports may not protrude further than the overhanging load.’;
Amendment 224 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8 – point a
Article 1 – paragraph 1 – point 8 – point a
Directive 96/53/EC
Article 9a – paragraph 1
Article 9a – paragraph 1
1. Vehicles or vehicle combinations which comply with Regulation (EU) 2018/858 may exceed the maximum lengths laid down in point 1.1 of Annex I to this Directive provided that their cabs deliver improved aerodynamic performance, energy efficiency and, safety performance and improved driver comfort. Any excess of the maximum lengths allowed under this Article may also be used to install zero-emission technology. Vehicles or vehicle combinations equipped with such cabs shall comply with point 1.5 of Annex I to this Directive and any exceeding of the maximum lengths shall not result in an increase in the load capacity of those vehicles.
Amendment 224 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8 – point a
Article 1 – paragraph 1 – point 8 – point a
Directive 96/53/EC
Article 9a – paragraph 1
Article 9a – paragraph 1
1. Vehicles or vehicle combinations which comply with Regulation (EU) 2018/858 may exceed the maximum lengths laid down in point 1.1 of Annex I to this Directive provided that their cabs deliver improved aerodynamic performance, energy efficiency and, safety performance and improved driver comfort. Any excess of the maximum lengths allowed under this Article may also be used to install zero-emission technology. Vehicles or vehicle combinations equipped with such cabs shall comply with point 1.5 of Annex I to this Directive and any exceeding of the maximum lengths shall not result in an increase in the load capacity of those vehicles.
Amendment 236 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive96/53/EC
Article 10c
Article 10c
The maximum lengths laid down in point 1.1 of Annex I, subject where applicable to Article 9a(1) and 10b(2), and the maximum distance laid down in point 1.6 of Annex I, may be exceeded by 15 cm for vehicles or vehicle combinations engaged in the transport of 45-foot containers or 45-foot swap bodies, empty or loaded, provided that the road transport of the container or swap body in question is part of an intermodal transport operation. 45-Foot or longer containers and swap bodies which are part of an intermodal transport operation may also be carried by articulated vehicle combination with a semi-trailer with a length of up to 15 metres providing the conditions in Article 4 (1) and (2) are complied with’;
Amendment 236 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive96/53/EC
Article 10c
Article 10c
The maximum lengths laid down in point 1.1 of Annex I, subject where applicable to Article 9a(1) and 10b(2), and the maximum distance laid down in point 1.6 of Annex I, may be exceeded by 15 cm for vehicles or vehicle combinations engaged in the transport of 45-foot containers or 45-foot swap bodies, empty or loaded, provided that the road transport of the container or swap body in question is part of an intermodal transport operation. 45-Foot or longer containers and swap bodies which are part of an intermodal transport operation may also be carried by articulated vehicle combination with a semi-trailer with a length of up to 15 metres providing the conditions in Article 4 (1) and (2) are complied with’;
Amendment 240 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 13 – point a
Article 1 – paragraph 1 – point 13 – point a
Directive 96/53/EC
Article 10d – paragraph 1 – second subparagraph
Article 10d – paragraph 1 – second subparagraph
If a Member State chooses to set up automatic systems on the road infrastructure, it shall ensure as a minimum the deployment of such systems in the trans-European road transport network set out in Regulation (EU) 1315/2013*. Automatic systems shall be able to identify vehicles or combinations with a special permit and link the conditions laid down in the permit with the maximum authorised weights and dimensions.
Amendment 240 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 13 – point a
Article 1 – paragraph 1 – point 13 – point a
Directive 96/53/EC
Article 10d – paragraph 1 – second subparagraph
Article 10d – paragraph 1 – second subparagraph
If a Member State chooses to set up automatic systems on the road infrastructure, it shall ensure as a minimum the deployment of such systems in the trans-European road transport network set out in Regulation (EU) 1315/2013*. Automatic systems shall be able to identify vehicles or combinations with a special permit and link the conditions laid down in the permit with the maximum authorised weights and dimensions.
Amendment 246 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Directive 96/53/EC
Article 10da – paragraph 2
Article 10da – paragraph 2
2. When a Member State implements IAP pursuant to paragraph 1, it shall ensure that their IAP schemes comply with Directive 2010/40/EU of the European Parliament and of the Council*. In particular, Member States shall ensure that data related to the IAP scheme and falling within the scope of Directive 2010/40/EU, including weight, length, width or height restrictions, are available in digital machine-readable format and made accessible via the National Access Points established under Delegated Regulation (EU) 2022/670**. Member States shall also ensure that the IAP scheme is able to identify vehicles and combinations with a special permit and link the conditions laid down in the permit with the maximum authorised weights and dimensions.
Amendment 246 #
2023/0265(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Directive 96/53/EC
Article 10da – paragraph 2
Article 10da – paragraph 2
2. When a Member State implements IAP pursuant to paragraph 1, it shall ensure that their IAP schemes comply with Directive 2010/40/EU of the European Parliament and of the Council*. In particular, Member States shall ensure that data related to the IAP scheme and falling within the scope of Directive 2010/40/EU, including weight, length, width or height restrictions, are available in digital machine-readable format and made accessible via the National Access Points established under Delegated Regulation (EU) 2022/670**. Member States shall also ensure that the IAP scheme is able to identify vehicles and combinations with a special permit and link the conditions laid down in the permit with the maximum authorised weights and dimensions.
Amendment 256 #
2023/0265(COD)
Proposal for a directive
Article 2 a (new)
Article 2 a (new)
Article2a Amendments to Regulation (EU) 2018/858 Article 3 (17) of Regulation (EU) 2018/858, is replaced by the following: (17) ‘trailer’ means any non-self propelled vehicle, which is designed and constructed to be towed by a power driven vehicle and includes semi-trailers. However, the trailer may be propelled to support the motion without applying propelling forces when not coupled to a towing vehicle.; Article 3 (33) of Regulation (EU) 2018/858, is replaced by the following: (33) ‘semi-trailer’ A towable vehicle, in which the axle(s) is (are) positioned behind the centre of gravity of the vehicle (when uniformly loaded), and which is equipped with a connecting device permitting horizontal and vertical forces to be transmitted to a towing vehicle. One or more of the axles may be driven to support the towing vehicle, and a contribution to the propelling forces of the vehicle combination is permitted at all speeds. To ensure the stability of the vehicle combination, the propelling forces of the semi-trailer shall not exceed those of the towing vehicle at speeds above 15 km/h.;
Amendment 256 #
2023/0265(COD)
Proposal for a directive
Article 2 a (new)
Article 2 a (new)
Article2a Amendments to Regulation (EU) 2018/858 Article 3 (17) of Regulation (EU) 2018/858, is replaced by the following: (17) ‘trailer’ means any non-self propelled vehicle, which is designed and constructed to be towed by a power driven vehicle and includes semi-trailers. However, the trailer may be propelled to support the motion without applying propelling forces when not coupled to a towing vehicle.; Article 3 (33) of Regulation (EU) 2018/858, is replaced by the following: (33) ‘semi-trailer’ A towable vehicle, in which the axle(s) is (are) positioned behind the centre of gravity of the vehicle (when uniformly loaded), and which is equipped with a connecting device permitting horizontal and vertical forces to be transmitted to a towing vehicle. One or more of the axles may be driven to support the towing vehicle, and a contribution to the propelling forces of the vehicle combination is permitted at all speeds. To ensure the stability of the vehicle combination, the propelling forces of the semi-trailer shall not exceed those of the towing vehicle at speeds above 15 km/h.;
Amendment 267 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 1.1
Annex I – table – point 1.1
1.1 Maximum length — motor vehicle other than a bus 12,00 m — trailer 12,00 m — articulated vehicle 16,50 m — articulated vehicle for the carriage of 45-foot containers or swap 18,00 m bodies involved in intermodal transport — road train 18,75 m — articulated bus with three axles 18,75 m 18,75 — articulated bus with four axles 21,00 m — bus with two axles 13,50 m — bus with more than two axles 15,00 m — bus + trailer 18,75 m
Amendment 267 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 1.1
Annex I – table – point 1.1
1.1 Maximum length — motor vehicle other than a bus 12,00 m — trailer 12,00 m — articulated vehicle 16,50 m — articulated vehicle for the carriage of 45-foot containers or swap 18,00 m bodies involved in intermodal transport — road train 18,75 m — articulated bus with three axles 18,75 m 18,75 — articulated bus with four axles 21,00 m — bus with two axles 13,50 m — bus with more than two axles 15,00 m — bus + trailer 18,75 m
Amendment 273 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 2.2.2
Annex I – table – point 2.2.2
2.2.2 Articulated vehicles with five or six axles (a) two-axle motor vehicle with three-axle semi-trailer 40 tonnes (b) three-axle motor vehicle with two or three-axle semi-trailer 40 tonnes (ba) trailerthree-axle motor vehicle with three-axle semi-trailer 46 tonnes (c) two-axle motor vehicle with three-axle semi-trailer 42 tonnes involved in intermodal transport operations (d) three-axle motor vehicle with two- or three-axle -axle semi-trailer 44 tonnes semi-trailer involved in intermodal transport operations (da) three-axle motor vehicle with three -axle semi- 46 tonnes trailer involved in intermodal transport operations
Amendment 273 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 2.2.2
Annex I – table – point 2.2.2
2.2.2 Articulated vehicles with five or six axles (a) two-axle motor vehicle with three-axle semi-trailer 40 tonnes (b) three-axle motor vehicle with two or three-axle semi-trailer 40 tonnes (ba) trailerthree-axle motor vehicle with three-axle semi-trailer 46 tonnes (c) two-axle motor vehicle with three-axle semi-trailer 42 tonnes involved in intermodal transport operations (d) three-axle motor vehicle with two- or three-axle -axle semi-trailer 44 tonnes semi-trailer involved in intermodal transport operations (da) three-axle motor vehicle with three -axle semi- 46 tonnes trailer involved in intermodal transport operations
Amendment 284 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 2.3.4, point 2.3.5, point 2.3.6
Annex I – table – point 2.3.4, point 2.3.5, point 2.3.6
2.3.4 Three-axle motor vehicles where the driving axle is fitted with 26 tonnes twin tyres and air suspension or suspension recognised as being equivalent within the Union as defined in Annex II, or where each driving axle is fitted with twin tyres and the maximum weight of each axle does not exceed 9,5 tonnes or with driving axles according to 3.5.2 or 3.5.3. 2.3.5 Four-axle motor vehicles with two steering axles where the and at least 32 tonnes with one driving axle is fitted with twin tyres and air suspension or or suspension recognized as being equivalent within the Union as as defined in Annex II, or where each driving axle is fitted with twin tyres and the maximum weight of each axle does not exceed 9,5 tonnes 2.3.6 Five-axle motor vehicles with two steering axles where the and at least 40 tonnes with one driving axle is fitted with twin tyres and air suspension or or suspension recognized as being equivalent within the Union as as defined in Annex II, or where each driving axle is fitted with twin tyres and the maximum weight of each axle does not exceed 9,5 tonnes. In the case of alternatively fuelled vehicles other than zero-emission vehicles, the maximum authorised weights provided for in points 2.3.1, 2.3.2, 2.3.3 and 2.3.4 of Sub-section 2.3 shall be increased by the additional weight of the alternative fuel technology with a maximum of 1 tonne. In the case of zero-emission motor vehicles, the maximum authorised weights provided for in Sub- section points 2.3.1 and 2.3.3 to 2.3.6 shall be increased by 4 tonnes, for vehicles provided for in point 2.3.2. by 2 tonnes.
Amendment 284 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 2.3.4, point 2.3.5, point 2.3.6
Annex I – table – point 2.3.4, point 2.3.5, point 2.3.6
2.3.4 Three-axle motor vehicles where the driving axle is fitted with 26 tonnes twin tyres and air suspension or suspension recognised as being equivalent within the Union as defined in Annex II, or where each driving axle is fitted with twin tyres and the maximum weight of each axle does not exceed 9,5 tonnes or with driving axles according to 3.5.2 or 3.5.3. 2.3.5 Four-axle motor vehicles with two steering axles where the and at least 32 tonnes with one driving axle is fitted with twin tyres and air suspension or or suspension recognized as being equivalent within the Union as as defined in Annex II, or where each driving axle is fitted with twin tyres and the maximum weight of each axle does not exceed 9,5 tonnes 2.3.6 Five-axle motor vehicles with two steering axles where the and at least 40 tonnes with one driving axle is fitted with twin tyres and air suspension or or suspension recognized as being equivalent within the Union as as defined in Annex II, or where each driving axle is fitted with twin tyres and the maximum weight of each axle does not exceed 9,5 tonnes. In the case of alternatively fuelled vehicles other than zero-emission vehicles, the maximum authorised weights provided for in points 2.3.1, 2.3.2, 2.3.3 and 2.3.4 of Sub-section 2.3 shall be increased by the additional weight of the alternative fuel technology with a maximum of 1 tonne. In the case of zero-emission motor vehicles, the maximum authorised weights provided for in Sub- section points 2.3.1 and 2.3.3 to 2.3.6 shall be increased by 4 tonnes, for vehicles provided for in point 2.3.2. by 2 tonnes.
Amendment 288 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 2.5 (new)
Annex I – table – point 2.5 (new)
2.5 Four-axle articulated buses 32 tonnes In the case of alternatively fuelled vehicles other than zero-emission vehicles, the maximum authorised weight of 32 tonnes provided for in Sub-section 2.5 is increased by the additional weight required for the alternative fuel technology with a maximum of 1 tonne. In the case of zero-emission vehicles the maximum authorised weight of 32 tonnes provided for in Sub-section 2.5 is increased by 4 tonnes
Amendment 288 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 2.5 (new)
Annex I – table – point 2.5 (new)
2.5 Four-axle articulated buses 32 tonnes In the case of alternatively fuelled vehicles other than zero-emission vehicles, the maximum authorised weight of 32 tonnes provided for in Sub-section 2.5 is increased by the additional weight required for the alternative fuel technology with a maximum of 1 tonne. In the case of zero-emission vehicles the maximum authorised weight of 32 tonnes provided for in Sub-section 2.5 is increased by 4 tonnes
Amendment 289 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 3.1, point 3.4
Annex I – table – point 3.1, point 3.4
3.1 Single axles Single non-driving axle 10 tonnes 3.4 Driving axle 3.4.1 Driving axle of the vehicles referred to in points 2.2, 2.3 and 11,5 tonnes 2.4 other than zero-emission vehic Single non-driving axle with twin tyres for buses 11,5 tonnes 3.4 Driving axles 3.4.21 Driving axle of zero-emissionthe vehicles referred to in points 2.2, 2.3, 2.4 12.,5 tonnes 2.2.1 and 2.2.2 3.4.3 Zero-emission two-axle buses 12.5 tonnesand 2.5
Amendment 289 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 3.1, point 3.4
Annex I – table – point 3.1, point 3.4
3.1 Single axles Single non-driving axle 10 tonnes 3.4 Driving axle 3.4.1 Driving axle of the vehicles referred to in points 2.2, 2.3 and 11,5 tonnes 2.4 other than zero-emission vehic Single non-driving axle with twin tyres for buses 11,5 tonnes 3.4 Driving axles 3.4.21 Driving axle of zero-emissionthe vehicles referred to in points 2.2, 2.3, 2.4 12.,5 tonnes 2.2.1 and 2.2.2 3.4.3 Zero-emission two-axle buses 12.5 tonnesand 2.5
Amendment 300 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 3.6 (new)
Annex I – table – point 3.6 (new)
3.6 Tri-axles of motor vehicles The sum of the axle weights per tri-axle must not exceed, if the distance (d) between the axles is: 3.6.1 1,3 m or greater but less than 1,8 m (1,3 ≤ d < 1,8) 24 tonnes 3.6.2 In the case of zero-emissions vehicles, if at least two axles 26 tonnes are fitted with twin tires. 1,3 m or greater but less than 1.8 m (1,3 ≤ d < 1,8)
Amendment 300 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 3.6 (new)
Annex I – table – point 3.6 (new)
3.6 Tri-axles of motor vehicles The sum of the axle weights per tri-axle must not exceed, if the distance (d) between the axles is: 3.6.1 1,3 m or greater but less than 1,8 m (1,3 ≤ d < 1,8) 24 tonnes 3.6.2 In the case of zero-emissions vehicles, if at least two axles 26 tonnes are fitted with twin tires. 1,3 m or greater but less than 1.8 m (1,3 ≤ d < 1,8)
Amendment 303 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 4.3
Annex I – table – point 4.3
4.3 Maximum authorised weight depending on the wheelbase The maximum authorised weight in tonnes of a four-axle or five-axle motor vehicle may not exceed not exceed five times the distance in metres between the axles of the foremost and rearmost axles of the vehicle
Amendment 303 #
2023/0265(COD)
Proposal for a directive
Annex I – table – point 4.3
Annex I – table – point 4.3
4.3 Maximum authorised weight depending on the wheelbase The maximum authorised weight in tonnes of a four-axle or five-axle motor vehicle may not exceed not exceed five times the distance in metres between the axles of the foremost and rearmost axles of the vehicle
Amendment 358 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 1 – point d a (new)
Article 7 – paragraph 1 – point d a (new)
(da) 18 years for categories C and CE, D1 and D1E, for holders driving professionally both nationally and internationally, and which hold a Certificate for Professional Competence (CPC) referred to in Article 6(1) of Directive (EU) 2022/2561;
Amendment 369 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 1 – point e a (new)
Article 7 – paragraph 1 – point e a (new)
(ea) 21 years for categories D and DE drivers driving professionally both nationally and internationally, holders of a Certificate for Professional Competence (CPC) referred to in Article 6(1) of Directive (EU) 2022/2561.
Amendment 382 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 3 a (new)
Article 7 – paragraph 3 a (new)
3a. Member States may lower the minimum age for categories D and DE professional drivers to 18 years on their territory, provided that drivers have undergone a full professional training and are holders of a Certificate for Professional Competence (CPC) according to the provisions of Article 6(1) of Directive (EU) 2022/2561. (a) Driving licences issued to persons in accordance with paragraph 3.1 shall be mutually recognised and valid on the territory of the issuing Member State and the territory of any other EU Member States with the same minimum age requirements. (b) Member States may recognise the validity on their territory of driving licences issued to drivers under the minimum ages set out in paragraph 3.1 above.
Amendment 416 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h
Article 9 – paragraph 2 – point h
(h) two years after a driving licence, granted for category B, was issued for the first time it shall be valid for driving the alternatively fuelled vehicles referred to in Article 2 of Council Directive 96/53/EC63, for the transport of goods with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer. __________________ 63 Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorised dimensions in national and international traffic and the maximum authorised weights in international traffic (OJ L 235, 17.9.1996, p. 59) and for the transport of passengers with a maximum seat capacity of 8 seats excluding the driver.
Amendment 509 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 1
Article 14 – paragraph 1
1. By way of derogation from Article 7(1), points (b) and (d) respectively, Member States shall issue driving licences, in accordance with Article 10(1), for categories B, C and CE, marked with the Union code 98.02 specified in Annex I, Part E, to applicants who have reached the age of 17 years.
Amendment 524 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 – point b
Article 14 – paragraph 2 – point b
(b) holds an EU driving licence of the relevant category issued more than five years ago;
Amendment 533 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 – point e
Article 14 – paragraph 2 – point e
(e) in the case of a vehicle of category C and CE has the qualification and training provided by Directive (EU) 2022/2561.;
Amendment 542 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 a (new)
Article 14 – paragraph 2 a (new)
2a. in the case of a vehicle category C and CE, has undergone a dedicated 7- hour training course to learn the necessary professional and pedagogical skills, as part of their periodic CPC training. Member States may decide to increase the duration of the training to 14-hours.
Amendment 577 #
2023/0053(COD)
Proposal for a directive
Article 17 – paragraph 1 – subparagraph 1
Article 17 – paragraph 1 – subparagraph 1
For the purposes of this Directive, normal residence shall be the place where a person usually lives, that is for at least 185 days in each calendar year, because of personal andor occupational ties, orand, in the case of a person with no occupational ties, because of personal ties which show close links between that person and the place where he or she is living.
Amendment 582 #
2023/0053(COD)
Proposal for a directive
Article 17 – paragraph 4
Article 17 – paragraph 4
4. By way of derogation from Article 10(1), point (e) and for the specific purpose of the first issuance of a driving licence of category B, an applicant whose Member State of normal residence is different from his or her Member State of citizenship may have his or her driving licence issued by the latter, where the Member State of normal residence does not provide for the possibility to pass the theoretical or practical tests in one of the official languages of the Member State of citizenship or with an interpreter.
Amendment 600 #
2023/0053(COD)
Proposal for a directive
Article 23 – paragraph 1
Article 23 – paragraph 1
Directive (EU) 2022/2561
Article 5(2)
Article 5(2)
(c) from the age of 17, a vehicle in licence category C and CE, provided they hold a CPC as referred to in Article 6(1) and only under the conditions laid down in Article 14(2) of Directive [REFERENCE- TO- THIS-DIRECTIVE];
Amendment 603 #
2023/0053(COD)
Proposal for a directive
Article 23 a (new)
Article 23 a (new)
Directive (EU) 2022/2561
Article 5 – paragraph 3 (a)
Article 5 – paragraph 3 (a)
Article 5, paragraph 3, point a, is replaced by the following: "3. Drivers of a vehicle intended for the carriage of passengers may drive: (a) from the age of 21: (i) a vehicle in driving licence categories D and D + E to carry passengers on regular services where the route does not exceed 50 kilometres and a vehicle in driving licence categories D1 and D1 + E, provided that they hold a CPC as referred to in Article 6(2). Any Member State mayshall authorise drivers of vehicles in one of those categories to drive such vehicles within its territory from the age of 18, provided that they hold a CPC as referred to in Article 6(1); (ii) a vehicle in driving licence categories D and D + E, provided that they hold a CPC as referred to in Article 6(1). Any Member State may authorise drivers of vehicles in one of those categories to drive such vehicles within its territory from the age of 20, provided that they hold a CPC as referred to in Article 6(1). This may be reduced to the age of 18 where the driver drives such vehicles without passengers;lower the minimum age for categories D and DE for professional bus and coach drivers to 18 years on their territory, provided that drivers have undergone a full professional training and are holders of a Certificate for Professional Competence (CPC) according to the provisions of Article 6(1), of Directive (EU) 2022/2561;"
Amendment 625 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 2 b (new)
Annex II – Part I – point A – point 2 b (new)
2b. risks involved in the interaction between different vehicle types due to different scale and driving dynamics.
Amendment 628 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point b
Annex II – Part I – point A – point 4 – point 1 – point b
Amendment 631 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point c
Annex II – Part I – point A – point 4 – point 1 – point c
Amendment 633 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point e
Annex II – Part I – point A – point 4 – point 1 – point e
Amendment 635 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point f
Annex II – Part I – point A – point 4 – point 1 – point f
(f) rRules on vehicle weights and dimensions; rules on speed limiters, purpose and use of retarders/exhaust and brakes;
Amendment 640 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point h
Annex II – Part I – point A – point 4 – point 1 – point h
Amendment 641 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point h
Annex II – Part I – point A – point 4 – point 1 – point h
(h) reading a road map, route planning, including the use of electronic navigation systems (optional)defensive and eco-driving: distance to the vehicle in front; curve overtaking, change of lane, priority; rules, speed limits;
Amendment 647 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point i
Annex II – Part I – point A – point 4 – point 1 – point i
Amendment 649 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point j
Annex II – Part I – point A – point 4 – point 1 – point j
Amendment 657 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point g – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point g – paragraph 1
A category C vehicle with a maximum authorised mass of at least 12 000 kg, a length of at least 8 m, a width of at least 2,40 m and capable of a speed of at least 80 km/h; fitted with anti-lock brakes, equipped with digital recording equipment as defined by Regulation (EU) No 3821/85 165/2014; the cargo compartment shall consist of a closed box body which is at least as wide and as high as the cab; the vehicle shall be presented with a minimum of 10 000 kg real total mass;
Amendment 660 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point h – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point h – paragraph 1
Either an articulated vehicle or a combination of a category C test vehicle and a trailer of at least 7,5 m in length; both the articulated vehicle and the combination shall have a maximum authorised mass of at least 20 000 kg, a length of at least 14 m and a width of at least 2,40 m, shall be capable of a speed of at least 80 km/h, fitted with anti-lock brakes, equipped with recording equipment as defined by Regulation (EU) No 165/2014; the cargo compartment shall consist of a closed box body which is at least as wide and as high as the cabfitted with a fifth wheel, equipped with a gearbox having at least eight forward ratios and with digital recording equipment as defined by Regulation (EU) No 3821/85 165/2014; both the articulated vehicle and the combination shall be presented with a minimum of 15 000 kg real total mass;
Amendment 667 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point i – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point i – paragraph 1
A subcategory C1 vehicle with a maximum authorised mass of at least 4 000 kg, with a length of at least 5 m and capable of a speed of at least 80 km/h; fitted with anti- lock brakes and equipped with digital recording equipment as defined by Regulation (EU) No 165/2014; the cargo compartment shall consist of a closed box body which is at least as wide and as high as the cab;
Amendment 670 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point j – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point j – paragraph 1
A combination made up of a subcategory C1 test vehicle and a trailer with a maximum authorised mass of at least 1 250 kg; this combination shall be at least 8 m in length and capable of a speed of at least 80 km/h; the cargo compartment of the trailer shall consist of a closed box body which is at least as wide and as high as the cab; the closed box body may also be slightly less wide than the cab provided that the view to the rear is only possible by use of the external rear-view mirrors of the motor vehicle; the trailer shall be presented with a minimum of 800 kg real total mass;
Amendment 674 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point k – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point k – paragraph 1
A category D vehicle with a length of at least 10 m, a width of at least 2,40 m and capable of a speed of at least 80 km/h; fitted with anti-lock brakes and equipped with digital recording equipment as defined by Regulation (EU) No 165/2014;
Amendment 675 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point l – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point l – paragraph 1
A combination made up of a category D test vehicle and a trailer with a maximum authorised mass of at least 1 250 kg, a width of at least 2,40 m and capable of a speed of at least 80 km/h; the cargo compartment of the trailer shall consist of a closed box body which is at least 2 m wide and 2 m high; the trailer shall be presented with a minimum of 800 kg real total mass;
Amendment 678 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point n – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point n – paragraph 1
A combination made up of a subcategory D1 test vehicle and a trailer with a maximum authorised mass of at least 1 250 kg and capable of a speed of at least 80 km/h; the cargo compartment of the trailer shall consist of a closed box body which is at least 2 m wide and 2 m high; the trailer shall be presented with a minimum of 800 kg real total mass;
Amendment 681 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 6 – point 3 – paragraph 1 – point e
Annex II – Part I – point B – point 6 – point 3 – paragraph 1 – point e
(e) changing direction: left and right turns; changing lanes, making a U turn;
Amendment 685 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 6 – point 3 – paragraph 1 – point j a (new)
Annex II – Part I – point B – point 6 – point 3 – paragraph 1 – point j a (new)
(ja) The various trailer to truck coupling mechanisms, taking into account the fifth wheel coupling for articulated vehicles (for semi-trailers), and drawbar hitch coupling for drawbar trailers (rigid truck), as well as the standard operating procedures and protocols for connecting and disconnecting trailers from trucks while using these coupling mechanisms;
Amendment 689 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 7 – point 4 – paragraph 1 – point h
Annex II – Part I – point B – point 7 – point 4 – paragraph 1 – point h
(h) sSpecial road features (if available): roundabouts: roundabouts; taking roundabout with a large vehicle; right and left driving; railway level crossings; tram/bus stops; pedestrian crossings; dridving up-/downhill on long slopes; tunnels;
Amendment 696 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point i
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point i
Amendment 708 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 4 – point a
Annex II – Part I – point B – point 8 – point 4 – point a
(a) driving in such a way as to ensure safety and to reduce fuel/energy consumption and emissions during acceleration, deceleration, uphill and downhill driving, distance to the vehicle in front; curve overtaking, change of lane, priority; rules, speed limits;
Amendment 712 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point a
Annex II – Part I – point B – point 9 – point 3 – point a
(a) controls the vehicle; taking into account: proper use of safety belts, modern safety and driving aids, rear- view mirrors, head restraints; seat; proper use of lights and other equipment; proper use of clutch, gearbox, accelerator, braking systems (including third braking system, if available), steering; controlling the vehicle under different circumstances, at different speeds; steadiness on the road; the weight and dimensions and characteristics of the vehicle; the weight and type of load (categories BE, C, CE, C1, C1E, DE, D1E only); the comfort of the passengers (categories D, DE, D1, D1E only) (no fast acceleration, smoothly driving and no hard braking);
Amendment 718 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point b
Annex II – Part I – point B – point 9 – point 3 – point b
(b) drives economically and in a safe and energy-efficient way, taking into account the revolutions per minute, changing gears, braking and accelerating including use of intrinsic in-vehicle driving and/or safety aids (categories B, BE, C, CE, C1, C1E, D, DE, D1, D1E only);
Amendment 722 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point c
Annex II – Part I – point B – point 9 – point 3 – point c
(c) complies with observation rules: all- round observation; proper use of mirrors; including new technologies; far, middle, near distance vision;
Amendment 726 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point j
Annex II – Part I – point B – point 9 – point 3 – point j
(j) controls braking and stopping: decelerating in time, braking or stopping according to circumstances; anticipation; using the various braking systems (only for categories C, CE, D, DE); using speed reduction systems other than the brakes, including use of in-vehicle technologies (only for categories C, CE, D, DE).
Amendment 34 #
2023/0042(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 and in conformity with the energy efficiency first principle, it is necessary to strengthenassess the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050.
Amendment 38 #
2023/0042(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the Union market whilst providing benefits to users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovations are continuing.
Amendment 46 #
2023/0042(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerateconsistent with the availability of enabling conditions, namely sufficiently dense network of alternative fuels infrastructure, with the aim of promoting the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost- efficient way.
Amendment 77 #
2023/0042(COD)
Proposal for a regulation
Recital 14 a (new)
Recital 14 a (new)
(14a) Recital 14 new . This regulation aims to accelerate the transition towards carbon neutral mobility according to the principle of technology neutrality. To complement the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account for the contribution from the use of sustainable renewable transport fuels when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.
Amendment 80 #
2023/0042(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur. It is important to assess the full life-cycle CO2 emissions from heavy- duty vehicles at Union level. To that end, the Commission should evaluate, not later than one year after the entry into force of the regulation, the possibility of developing a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of heavy-duty vehicles that are placed on the Union market. The Commission should adopt follow-up measures, including, where appropriate, legislative proposals.
Amendment 84 #
2023/0042(COD)
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
(15a) Following consultation with stakeholders, at the latest one year after the entry into force of the regulation, the Commission should make a proposal for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes in conformity with EU law and with the Union’s climate neutrality objective.
Amendment 101 #
2023/0042(COD)
Proposal for a regulation
Recital 21 – paragraph 5
Recital 21 – paragraph 5
Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers. On the other hand, zero-and-Low emission vocational vehicles could be used for the purpose of this Regulation and for the purpose of determining manufacturer’s compliance with its specific CO2 emissions targets.
Amendment 115 #
2023/0042(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) The zero- and low-emission factor should last be applied for the reporting period of the year 20239, because it is no longer considered necessary after that time as an incein order to contivnue to promote the market entrance of zero-emission vehicles in the HDV sector.
Amendment 132 #
2023/0042(COD)
Proposal for a regulation
Recital 42 a (new)
Recital 42 a (new)
(42a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, a mechanism based on a carbon correction factor is introduced to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.
Amendment 137 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a
Article 1 – paragraph 1 – point 2 – point a
Regulation (EU) 2019/1242
Article 2 – point b
Article 2 – point b
(b) N1, which do not fall under Regulation (EU) 2019/631, N22 with a technically permissible maximum laden mass above 5 tons and N3;
Amendment 140 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a
Article 1 – paragraph 1 – point 2 – point a
Regulation (EU) 2019/1242
Article 2 – after point c
Article 2 – after point c
(ca) It shall also apply, for the purposes of this Regulation, to zero-and-low emission vocational vehicles.
Amendment 163 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i
Article 1 – paragraph 1 – point 3 – point i
Regulation (EU) 2019/1242
Article 3 – point 23 a (new)
Article 3 – point 23 a (new)
Amendment 168 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Amendments to Regulation (EU) 2019/1242
Article 3 a – point b
Article 3 a – point b
(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 4530 %,
Amendment 178 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 a – point c
Article 3 a – point c
(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 650 %,
Amendment 185 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 a – point d
Article 3 a – point d
(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 970%.
Amendment 195 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b – paragraph 1
Article 3 b – paragraph 1
1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of zero- emissions vehicles shall be 80% as from the reporting period of the year 2030 and 100% as from the reporting period of the year 20305.;
Amendment 219 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point a
Article 4 – paragraph 1 – point a
(a) the data reported for the manufacturer’s new heavy-duty vehicles registered in the preceding reporting period;, including zero-and-low emission vocational vehicles and;
Amendment 222 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Regulation (EU) 2019/1242
Article 4 – paragraph 1 – point b a (new)
Article 4 – paragraph 1 – point b a (new)
(5a) in Article 4, first paragraph, the following point (ba) is inserted: ‘(ba) the application of the Carbon Correction Factor (CCF) determined in accordance with point 7 of Annex I.’
Amendment 226 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)
Article 1 – paragraph 1 – point 5 b (new)
Regulation (EU) 2019/1242
Article 4 a (new)
Article 4 a (new)
(5b) the following Articles 4a is inserted: Following consultation with stakeholders, at the latest one year after the entry into force of the regulation, the Commission shall develop a methodology for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes in conformity with EU law and with the Union’s climate neutrality objective.
Amendment 230 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a
Article 1 – paragraph 1 – point 6 – point a
Regulation (EU) 2019/1242
Article 1 – paragraph 6 – point a
Article 1 – paragraph 6 – point a
Starting from 1 July 2020 and for each subsequent reporting period until the reporting period of the year 2029, the Commission shall determine for each manufacturer the zero- and low-emission factor for the preceding reporting period.
Amendment 234 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c
Article 1 – paragraph 1 – point 6 – point c
Regulation (EU) 2019/1242
Article 5 – paragraph 4
Article 5 – paragraph 4
4. The zero-emission and low- emission factor shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 310 %. The contribution to that factor of the zero-emission vehicles of category N, other than those in vehicles sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5- LH, 9-RD, 9-LH, 10-RD, 10-LH, shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 1,53 %.;
Amendment 238 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Regulation (EU) 2019/1242
Article 6 a – paragraph 1 – point b
Article 6 a – paragraph 1 – point b
Amendment 245 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point d
Article 1 – paragraph 1 – point 9 – point d
Regulation (EU) 2019/1242
Article 7 – paragraph 1 – subparagraph 4
Article 7 – paragraph 1 – subparagraph 4
Emission credits and emission debts acquired in the reporting periods of the years 2025 to 2039 shall, where applicable, be carried over from one reporting period to the next reporting period. However, any remaining emission debts shall be cleared in the reporting periods of the year 2029, 2034 and 2039.;
Amendment 249 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c
Article 1 – paragraph 1 – point 11 – point c
Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point a
Article 8 – paragraph 2 – point a
(a) where, in any of the reporting periods of the years 2025 to 2028, 2030 to 2033, 2035 to 2038 the sum of the emission debts reduced by the sum of the emission credits exceeds the emission debt limit referred to in Article 7(1), third subparagraph;
Amendment 252 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point c
Article 1 – paragraph 1 – point 11 – point c
Regulation (EU) 2019/1242
Article 8 – paragraph 2 – point b
Article 8 – paragraph 2 – point b
Amendment 260 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Amendments to Regulation (EU) 2019/1242
Article 15 – paragraph 1 a (new)
Article 15 – paragraph 1 a (new)
The Commission shall, as early as possible but at the latest one year after the entry into force of the regulation, evaluate the possibility of developing a common Union methodology for the assessment, and the consistent data reporting, of the full life-cycle CO2 emissions of new heavy-duty vehicles that are placed on the Union market. The Commission shall transmit that evaluation, including where appropriate proposals for follow-up measures, such as legislative proposals, to the European Parliament and to the Council.
Amendment 262 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2019/1242
Article 15 – paragraph 1
Article 15 – paragraph 1
The Commission shall, in 20287, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. The Commission shall report to the European Parliament and to the Council on the state of the enabling conditions for the market adoption of zero-emission heavy-duty vehicles in the Union. In this report, the Commission shall assess in particular, but not limited to, the following elements: (a) registrations of zero-emission heavy-duty vehicles in Member States, (b) the deployment of charging and refuelling infrastructure suitable for heavy-duty vehicles in Member States [REFERENCE TO XXX AFIR], (c) the implementation of road user charges differentiated by CO2 emissions in Member States [REFERENCE TO XXX Eurovignette] (d) the level of the average price of allowances under the new the emissions trading system covering road transport [REFERENCE TO XXX ETS2] (e) other measures that support the uptake of zero-emission heavy-duty vehicles. Based on the results of the above assessment and on the evidence of lack of any of the above of conditions, the CO2 targets should be reviewed and excess CO2 emissions premiums according to Art. 8 of this Regulation be waived.
Amendment 277 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point a
Article 1 – paragraph 1 – point 19 – point a
Regulation (EU) 2019/1242
Article 17
Article 17
The power to adopt delegated acts referred to in Article 3b, Article 4a, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2) and Article 14(1) shall be conferred on the Commission for a period of five years from [OP, please insert the date of entry into force of this Regulation].;
Amendment 279 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point b
Article 1 – paragraph 1 – point 19 – point b
Regulation (EU) 2019/1242
Article 17 – paragraph 3
Article 17 – paragraph 3
The delegation of power referred to in Article 4a, Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13e(4), Article 13f(2) and Article 14(1) may be revoked at any time by the European Parliament or by the Council.;
Amendment 281 #
2023/0042(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 19 – point c
Article 1 – paragraph 1 – point 19 – point c
Regulation (EU) 2019/1242
Article 17 – paragraph 6
Article 17 – paragraph 6
(c) in paragraph (6), “Article 4a, Article 11(2), the second subparagraph of Article 13(4) and Article 14(1)” is replaced by the following: “Article 11(2), Article 13(4) second subparagraph, Article 13c(3), Article 13d(2), Article 13f(2) and Article 14(1)”;
Amendment 295 #
2023/0042(COD)
Proposal for a regulation
Annex I – point 2 – point 2.1
Annex I – point 2 – point 2.1
2.1. Calculation of the specific CO2 emissions of a new heavy-duty vehicle The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub- group sg or of its primary vehicle shall be calculated in accordance with the following formula: 𝐶𝑂2𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝 × (𝟏 ― 𝑪𝑪𝑭𝒊 ) 𝐶𝑂2p𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝 × (𝟏 ― 𝑪𝑪𝑭𝒊 ) Where, ∑𝑚𝑝 is the sum over all mission profiles mp listed in Table 2; sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex; Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3; CO2v,mp is the CO2 emissions in g/km of the new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III; CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy- duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a and 13b; CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use i, as defined in Article 3 point (25) and calculated according to paragraph 7 of this Annex For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.
Amendment 297 #
2023/0042(COD)
Proposal for a regulation
Annex I – point 2 – point 2.1.1
Annex I – point 2 – point 2.1.1
Vehicle Mission profile (mp)** sub- group (sg)* RDL RDR LHL LHR UDL UDR REL, MUL MUR COL COR RER, LEL, LER 53 0,2508 0,2579 0 0 0,025 0,2511 0 0 0 0 0 54 0,2508 0,2579 0 0 0,025 0,2511 0 0 0 0 0
Amendment 302 #
2023/0042(COD)
Proposal for a regulation
Annex I – point 2 – point 2.2
Annex I – point 2 – point 2.2
[…] Where, ∑𝑣 is the sum over all new heavy-duty vehicles of the manufacturer in the sub-group sg, subject toincluding zero-and-low vocational vehicles, subject to the provisions of Article 7b; CO2v is the specific CO2 emissions of the new heavy-duty vehicle v determined in accordance with point 2.1; CO2pv is the specific CO2 emissions of the primary vehicle of the new heavy- duty vehicle v determined in accordance with point 2.1; Vsg is the number of new heavy-duty vehicles of the manufacturer, in including zero-and-low vocational vehicles in subgroup sg; Vpvsg the number of new heavy-duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2.3.; PLsg is the average payload of vehicles in the sub-group sg as determined in point 2.5. PNsg is the average passenger number of vehicles in the sub-group sg as determined in point 2.5.
Amendment 316 #
2023/0042(COD)
Proposal for a regulation
Annex I – point 2 – point 2.4
Annex I – point 2 – point 2.4
[…] Where, Vzevsg is the number of new zero-emissions heavy-duty vehicles of the manufacturer in a subgroup sg; Vpvsg the number of new heavy-duty vehicles within the sub-group sg, which pursuant to Article 7b shall be accounted for with the CO2 emissions of their primary vehicles in the calculation of the average specific CO2 emissions of point 2.2.; Vsg is the number of new heavy-duty vehicles of the manufacturer in a, including zero-and-low vocational vehicles, in a subgroup sg; V is the number of new heavy-duty vehicles of the manufacturer. , including zero-and-low vocational vehicles.
Amendment 328 #
2023/0042(COD)
Proposal for a regulation
Annex I – point 4 – point 4.2 –table
Annex I – point 4 – point 4.2 –table
X = 2025 X= NO X = MCO2 X= MZE vehicle sub-groups, subject sub-groups of sub-groups of sub-groups of transport of to CO2 emissions targets transport of transport of persons vehicles, subject to according to Article 3a goods vehicles, persons zero-emissions vehicle targets persons vehicles, subject to to CO2 emissions targets transport of transport of zero-emissions vehicle targets according to Article 3a goods vehicles, persons according to Article 3b paragraph 1 (a) subject to CO2 vehicles, according to Article 3b emissions subject to CO2 targets emissions according to targets Article 3a according to paragraphs Article 3a 1(b), 1(c) and paragraphs 1(d) and 1(b), 1(c) and paragraph 3 1(d) 4-UD, 4-RD, 4-LH, 5-RD, All vehicle sub- 32-C 31-L2, 32-C32, 31-LF, 31-L1, 31-L2DD, 31-DD3-LF, 5-LH, 9-RD, 9-LH, 10-RD, groups referred 32-DDC3, 34-C22-DD, 33-LF1, 33-L1DD, 33-L2, 33-DD,5-FE, 39-FE 10-LH to in points 34-C3, 34-DD, 35-FE, 39-FE 33-L2 34-C2, 1.1.1 and 1.1.3. 34-C3, 34-DD,
Amendment 333 #
2023/0042(COD)
Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table
Annex I – point 4 – point 4.3.1 – table
Amendment 334 #
2023/0042(COD)
Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table
Annex I – point 4 – point 4.3.1 – table
Amendment 342 #
2023/0042(COD)
Proposal for a regulation
Annex I – point 4 – point 4.3.2 – table
Annex I – point 4 – point 4.3.2 – table
Zero-emission vehicle mandates zevMsg Sub-groups sg Reporting period of the years before 2030 2030 – 2035 – 2039 As from 2034 2040 Urban heavy 31-LF, 31-L1, 31- 0 1080% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE, 31-L2, 33-L2
Amendment 351 #
2023/0042(COD)
Proposal for a regulation
Annex I – point 7(new)
Annex I – point 7(new)
7. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 7.1. For CO2-Neutral Fuels, as defined in article 3 point (25) and used in compliance with Art. 4a, CCFi = 1; 7.2. For fuels other than CO2-Neutral Fuels, CCFi = 0; 7.3. For blends of CO2-Neutral Fuels and fuels other than CO2-Neutral Fuels, the CCF shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟐 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional and CO2-Neutral Fuel i SHARESn,i percentage of renewable fuel i reported in Shares database, referred to the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuel i reported in Shares database, referred to the second last available reporting period n and calculated as the average share over all EU member states. The Shares database is accessible at: https://ec.europa.eu/eurostat/web/energy/data/shares
Amendment 42 #
2022/0326(COD)
Proposal for a decision
Recital 2
Recital 2
(2) Across the Union, companies report difficulties to find workers with the necessary skills. In 2021, 28 occupations were classified as having shortages, including the healthcare, hospitality, construction and service sectors, in addition to shortages of IT and security specialists, in particular cybersecurity experts, and workers with science, technology, engineering and mathematics background.22 Increasingly, the biggest constraint to a successful digital and green transition is the lack of workers with the right skills. In many Member States, demographic ageing is expected to accelerate over the coming decade as “baby boom” cohorts retire, reinforcing the need to make use of the full potential of all working-age adults through continuous investments in their skills as well as activitating more people, in particular women and young people especially those not in education, employment or training (NEETs). This needs to be a competence of the Member States, especially since retirement ages are not the same across Member States. _________________ 22 European Labour Authority, Report on labour shortages and surpluses 2021 and ENISA, Cybersecurity skills development in the EU, March 2020. The ENISA studies identify that there is a gap of 291,000 professionals in cybersecurity.
Amendment 55 #
2022/0326(COD)
Proposal for a decision
Recital 4
Recital 4
(4) Low skills of working-age adults remain a significant challenge for the Union, pointing to considerable untapped potential of upskilling and reskilling to help mitigate increasing labour shortages in sectors such as manufacturing and services, and in particular in economic activities related to hospitality and manufacturing of computer and electronic equipment, and the care sector.25 However, participation in adult learning in the Union has stagnated over the last decade and 21 Member States fell short of the 2020 EU-level target. For many adults, such as those in atypical forms of work, employees of small and medium-sized enterprises, the unemployed, the inactive and the low-qualified, skills development opportunities are too often out of reach. Increasing the upskilling and reskilling opportunities for these groups, and all working-age adults, also contributes to reaching the EU employment target of 78%, with employment rate in the EU in 2021 being at 73.1%.26 This needs to be a competence of the Member States, especially since retirement ages are not the same across Member States _________________ 25 European Commission, 2021 Labour Market and Wage Developments in Europe, p. 26 26 Eurostat, Employment (as % of the population aged 20 to 64), (LFSI_EMP_A)
Amendment 110 #
2022/0326(COD)
Proposal for a decision
Recital 14
Recital 14
Amendment 122 #
2022/0326(COD)
Proposal for a decision
Recital 16
Recital 16
Amendment 276 #
2022/0196(COD)
Proposal for a regulation
–
–
– The European Parliament rejects the Commission proposal (The proposal is inconsistent with the principles of subsidiarity and proportionality.)
Amendment 284 #
2022/0196(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) The Treaty requires a high level of protection of human health and of the environment to be ensured in the definition and the implementation of all Union policies and activities and provides that Union policy on the environment is to aim at a high level of protection. The precautionary principle is set out in Article 191 of the Treaty, acknowledging that is already taken into account in of the authorisation procedure.
Amendment 319 #
2022/0196(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The Commission Communication entitled ‘the European Green Deal’47 set out a roadmap of key measures, including legislative, to significantly reduce the use and risk of chemical pesticides. In the Farm to Fork Strategy48 , EU Biodiversity Strategy for 203049 and the Zero Pollution Action Plan50 , the Commission committed to take action to reduce by 50% the overall use and risk from chemical pesticides by 2030 and reduce by 50% the use of more hazardous pesticides (plant protection products containing one or more active substances approved as candidates for substitution in accordance with Article 24 of Regulation (EC) No 1107/2009 of the European Parliament and of the Council51 and listed in Part E of the Annex to Commission Implementing Regulation (EU) No 540/201152 , or containing one or more active substances listed in the Annex to Commission Implementing Regulation (EU) 2015/40853 ) by 2030. The sustainable use of plant protection products is also complementary to the promotion of organic farming and achieving the Farm to Fork Strategy target of at least 25% of the Union’s agricultural land under organic farming by 2030. It supports the objectives of the EU strategic framework on health and safety at work54 and thereby contributes to the implementation of principle 10 of the European Pillar of Social Rights on a healthy, safe and well- adapted work environment. As plant breeding and seed production contribute to the overall reduction targets, through the marketing of resistant varieties and the supply of healthy seeds to the market, the above mentioned activities are exempt from the overall reduction targets. __________________ 47 Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions The European Green Deal COM/2019/640 final. 48 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions A Farm to Fork Strategy for a fair, healthy and environmentally-friendly food system, COM/2020/381 final. 49 Communication from the Commission to the European Parliament the Council, the European Economic and Social Committee and the Committee of the Regions, EU Biodiversity Strategy for 2030 Bringing nature back into our lives, COM/2020/380 final. 50 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions, Pathway to a Healthy Planet for All EU Action Plan: 'Towards Zero Pollution for Air, Water and Soil', COM(2021) 400 final. 51 Regulation (EC) No 1107/2009 of the European Parliament and of the Council of 21 October 2009 concerning the placing of plant protection products on the market and repealing Council Directives 79/117/EEC and 91/414/EEC (OJ L 309, 24.11.2009, p. 1). 52 Commission Implementing Regulation (EU) No 540/2011 of 25 May 2011 implementing Regulation (EC) No 1107/2009 of the European Parliament and of the Council as regards the list of approved active substances (OJ L 153, 11.6.2011, p. 1). 53 Commission Implementing Regulation (EU) 2015/408 of 11 March 2015 on implementing Article 80(7) of Regulation (EC) No 1107/2009 of the European Parliament and of the Council concerning the placing of plant protection products on the market and establishing a list of candidates for substitution (OJ L 67, 12.3.2015, p. 18). 54 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions, EU strategic framework on health and safety at work 2021-2027 Occupational safety and health in a changing world of work, COM/2021/323 final.
Amendment 338 #
2022/0196(COD)
Proposal for a regulation
Recital 8
Recital 8
Amendment 342 #
2022/0196(COD)
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8a) In their latest advice about the ECI “Save bees and farmers”, the EESC points out that many legislative acts are being prepared or have already been adopted by the Commission in favour of bees, pollinators, biodiversity, the sustainable use of pesticides, and support for farmers in the agro-ecological transition. It recognises, however, that these measures have not fully achieved their objectives. It therefore calls on the Commission to take additional measures to achieve its ambitious objectives more effectively in practice. For example, it recommends stronger support for precision agriculture, digital agriculture, biological control, and robotics, as well as agro-ecology. The EESC stresses the need to take into account all three pillars of sustainability (environmental, social and economic), without neglecting the economic situation, which is often overlooked, in an essential context of systemic sustainability and food sovereignty The EESC also calls on the Commission to carry out impact assessments before taking any decision, in order to assess, in particular, the costs of the initiative for agricultural production and the economy, compared to the financial cost of biodiversity loss for farmers.
Amendment 356 #
2022/0196(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Biological control agents are a sustainable controlis one type of alternative to the use of chemical products, to combine with other solutions like agronomic practices, genetics, innovative agricultural equipment, etc. for the control of harmful organisms. As noted in Council Decision (EU) 2021/110257 , biological control agents have a growing importance in sustainable agriculture and forestry and have an instrumental role to play in the success of integrated pest management and both organic, high-technological and conventional farming. Access to biological controls would facilitates moving away from chemical plant protection products and apply them as a last resort following the Integrated Pest Management (IPM) principles, including reduced use through precision farming techniques. It is appropriate to encourage farmers to switch to low input agricultural methods including organic farming. It is therefore appropriate to define the concept of biological control as a basis for Member States to set indicative targets to increase the percentage of crops on which biological control agents are used. __________________ 57 Council Decision (EU) 2021/1102 of 28 June 2021 requesting the Commission to submit a study on the Union’s situation and options regarding the introduction, evaluation, production, marketing and use of invertebrate biological control agents within the territory of the Union and a proposal, if appropriate in view of the outcomes of the study (OJ L 238, 6.7.2021, p. 81).
Amendment 379 #
2022/0196(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Since the European Commission presented the Green Deal, including the Farm to Fork Strategy in May 2020, numerous impact assessments have been conducted in order to measure the impact of the Commission proposals on European agriculture and food security in the Union. One of these studies, conducted by Wageningen University and Research, found that the proposed targets could lead to an average production decline of up to 20%12a. __________________ 12a https://www.wur.nl/en/research- results/research-institutes/economic- research/show-wecr/green-deal-probably- leads-to-lower-agricultural-yields.htm
Amendment 380 #
2022/0196(COD)
Proposal for a regulation
Recital 12 b (new)
Recital 12 b (new)
Amendment 384 #
2022/0196(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Given the different levels of historical progress and differences in intensity of pesticide use between Member States, it is necessary to allow Member States some flexibilityadaptation to farm realities in their National Strategic Plans when setting their own binguiding national targetreduction ambitions (“national 2030 reduction targets”). Intensity of use isand risk should best measured by dividing the total quantity of active substances placedthrough a scientifically justified formula, taking into account the particular conditions onf the mfarket, and therefore used, in the form of plant protems (e.g., technical and mechanical solutions to reduce risk should be taken into account; for closed farming systems, the impacti on products in a particular Member State by the surface area over which the active substances wethe environment is much lower and not related to sales, etc.) and the Member States (e.g., geography, climate, production methods, IPM measures applied. Intensity in th jointly with the possible use of csynthemtical pesticides, and in particular of the more hazardous pesticides, correlates with greater dependency on chemical pesticides, greater risks to human health and the environment and less sust when needed) and developing comparable usage indicators that would not rely on adaptation of sales data but on usage per unit of harvested product. Intensity in the use of synthetic and/or hazardous pesticides may depend on the avainlable farming pracility of alternaticves. It is therefore appropriate to allow Member States to take their lower intensity of or low-risk products and tools to be used instead. Availability of suitable alternatives allows farmers to use of csynthemtical pesticides than the Union average into account in setting their national 2030 reduction targets. It is also appropriate to require them to take their higher intensity of use of cas a last recourse following IPM principles. It is therefore appropriate to allow Member States to consider both the availability in the market of synthemtical pesticides than the Union average into account in sett, low-risk and non-synthetic tools for plant protection when designing their national 2030 reduction targets. In addition, in order to give recognition to past efforts by Member States, they should also be allowed to take into account historical progress prior to the adoption of the Farm to Fork Strategy when setting national 2030 reduction targets. Conversely, where Member States have increased, or made only limited reductions in, their use and risk of csynthemtical plant protection products, they should now make a greater contribution to the achievement of the Union 2030 reduction targets, while also taking account of their intensity and risk of pesticide use. In order to ensure a fair and collective effort towards the achievement of Union-wide targets and an adequate level of ambition, minimum limits should be laid down for national 2030 reduction targets. TMember States territories, including the EU’s outermost regions, as listed in Article 349 of the Treaty, are located in the Atlantic, Caribbean and Indian Ocean. Due to permanent constraints such as their remoteness to the European continent, insularity and high expo, should be allowed to take into account the specific needs of their different regions as regards the use of plant protection products and measures to climate change, it is appropriate to allow Member States to take into account the specific needs of these regions as regards the use of plant protection products and measures tailored to specific climatic conditions and cropailored to specific climatic conditions and crops. In some particular regions, tailored- measures should be further developed to cope with problems derived from remoteness, insularity and/or high exposure to climate change. This should allow a case-by-case decision-making process regarding the level of pesticide reduction targets in both EU continental and outermost regions. In order to ensure a fair and collective effort towards the achievement of Union-wide targets, where a Member State reaches the level of its 2030 national reduction target before 2030, it should not be required to undertake additional reduction efforts, but it should closely monitor annual fluctuations in the use and risk of csynthemtical plant protection products and in the use of more hazardous plant protection products to ensure progress towards meeting the respective 2030 national reduction target. In the interests of transparency, Member State responses to any Commission recommendations in relation to the level of ambition of national targets and the annual progress made towards them should be publicly accessible.
Amendment 403 #
2022/0196(COD)
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) In its Staff Working Document on the Drivers of Food Security, the European Commission acknowledges that “Soil, water, biodiversity, and air are basic requirements for food production” and confirms how availability and access to food for consumers at reasonable prices are objectives that cannot be taken for granted.
Amendment 473 #
2022/0196(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) An approach to pest control that follows integrated pest management in ensuring careful consideration of all available means that discourage the development of populations of harmful organisms, while keeping the use of chemical plant protection products to levels that are economically and ecologically justified and minimising risks to human health and the environment is necessary for the protection of human health and the environment. ‘Integrated pest management’ emphasises the growth of a healthy crop with the least possible disruption to agro-ecosystems, encourages natural pest control mechanisms and uses chemical control only when all other control means are exhausted. To ensure that integrated pest management is implemented consistently on the ground, it is necessary to lay down clear rules in this Regulation. In order to comply with the obligation to follow integrated pest management, a professional user should consider and implement all methods and practices that avoid the use of plant protection products. Chemical plant protection products should only be used when there are no viable alternatives or all other control means have been exhausted. In order to ensure and monitor compliance with this requirement, it is important that professional users keep a record of the reasons why they apply plant protection products or the reasons for any other action taken in line with integrated pest management and of advice received in support of their implementation of integrated pest management from independent advisors. These records are also required for aerial applications.
Amendment 505 #
2022/0196(COD)
Proposal for a regulation
Recital 25
Recital 25
(25) UImproper use of plant protection products may have particularly negative impacts in certain areas that are frequently used by the general public or by vulnerable groups, communities in which people live and work and ecologically sensitive areas, such as Natura 2000 sites protected in accordance with Directive 2009/147/EC of the European Parliament and of the Council67 and Council Directive 92/43/EEC68 , such as parks or urban areas and sports and leisure facilities, urban areas covered by a watercourse or water feature, to be defined at a case-by-case basis considering the particular conditions of each Member State. If plant protection products are used in areas used by the general public, the possibility of exposure of humans to such plant protection products is high. In order to protect human health and the environment, the use of plant protection products in sensitive areas and within 3 metres of such areas, should therefore be prohibited. Derogations from the prohibition should only be allowed under certain conditions and on a case-by-case basis. __________________ 67 Directive 2009/147/EC of the European Parliaor 1 meter when efficient drift control nozzles are used, should therefore be prohibited. If a physical buffer zone is already present, no addition buffer zones are needed. Exemptions and derogations from the prohibition should be foreseen for cases where the use of PPPs contributes to the achievement and of the Council of 30 November 2009overall objectives onf the conservation of wild birds (OJ L 20, 26.1.2010, p. 7). 68 Council Directive 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora (OJ L 206, 22.7.1992, p. 7)is Regulation, e.g. the use of PPPs in plant breeding and seed production to assure the supply of healthy commercial seed for farmers and growers compliant with EU Regulation 2016/2031 and specific standards laid down in the EU seed marketing legislation.
Amendment 584 #
2022/0196(COD)
Proposal for a regulation
Recital 38
Recital 38
(38) Statistical data on plant protection products collected in accordance with Regulation (EC) No 1185/2009 of the European Parliament and of the Council74 should be used in calculating these harmonised risk indicators based on real use of pesticides and progress towards achieving binguiding Union and national targets based on the Farm to Fork Strategy. Given that pesticide use fluctuates between years depending, in particular, on the weather, a three year baseline period is appropriate to take account of such fluctuationt least a ten year timespan should be considered to see the real usage trends in use of pesticides. The baseline period for the calculation of harmonised risk indicators 1 and 2 is 2011–2013, as this was the first three year period for which data was received by the Commission under Regulation (EC) No 1185/2009 and coincides with the entry into force of Directive 2009/128/EC. The baseline period for the calculation of progress towards the Union 2030 reduction targets is 2015–, therefore, 2011 – 20173, as this was the three most recent years for which data was available at the time of the announcement of the Farm to Fork Strategyin order to fully reflect and respect the achievements already made by European farmers. The baseline period for the calculation of a new harmonised risk indicator 2a is 2022–2024, as this will be the first three year period for which data on the areas treated under each authorisation for an emergency situation in plant protection will be available. __________________ 74 Regulation (EC) No 1185/2009 of the European Parliament and of the Council of 25 November 2009 concerning statistics on pesticides (OJ L 324, 10.12.2009, p. 1).
Amendment 598 #
2022/0196(COD)
Proposal for a regulation
Recital 39
Recital 39
(39) For the moment, the only robust statistical data available at Union level relating to the marketing and use of plant protection products are the statistics on the quantities of active substances in plant protection products placed on the market, and the data on the number of authorisations for emergency situations in plantThe EU Biodiversity Strategy for 2030 recognises the need for urgent action to protect biodiversity. There is evidence of a widespread reduction of species, in particular insects and pollinators, in the Union. Biodiversity loss is, amongst other factors such as decrease in livestock proteduction granted under Regulation (EC) No 1107/2009. Those statistics are used inor a deviation from the principles of the calirculation of harmonised risk indicators 1 and 2 under Directive 2009/128/EC and in calculating progress towards the binding Union 2030 reduction targets and national 2030 reduction targets bar economy, driven by the incorrect or redundant use of plant protection products. It is therefore essential to ensure that plant protection products are used oin the Farm to Fork Strategy. The new harmonised risk indicator 2a will be calculated using statistics on the number of authorisations for emergency situations in plant protection, the properties of the active substances in plant protection products subject to these authorisations, and the areas treated under these authorisations to better such a way as to mitigate the risk of harmful effects of such products on wildlife, through a number of measures including training, inspection of application equipment in professional use and protection of the aquantify the risks arising from authorisations for emergency situations in plant protectionc environment and sensitive areas.
Amendment 654 #
2022/0196(COD)
Proposal for a regulation
Recital 49
Recital 49
(49) The implementation of this Regulation by Member States will result in new and enhanced obligations for farmers and other pesticides users. Some of them constitute statutory management requirements and standards of good agricultural and environmental conditions of land as listed in Annex III to Regulation (EU) 2021/2115 of the European Parliament and of the Council78 , which, in accordance with that Regulation, farmers must comply with to receive CAP payments, whereas other requirements, which go beyond the baseline of mandatory requirements, may be rewarded with additional payments under voluntary regimes like eco-schemes pursuant to Article 31 of Regulation (EU) 2021/2115. Article 31(5), points (a) and (b), and Article 70(3), points (a) and (b), of Regulation (EU) 2021/2115 provide that the CAP funding is only available for practices implemented under an eco- scheme or agri-environmental-climate commitment which go beyond the relevant statutory management requirements and the standards of good agricultural and environmental conditions of land established under that Regulation and the relevant minimum requirements for the use of fertiliser and plant protection products, animal welfare, as well as other relevant mandatory requirements established by national and Union law. Since farmers and other users need to be financially supported in theirThe transition towards a more sustainable use of pesticides, Regulation (EU) 2021/2115 needs to be amended to allow the financing of requirements imposed in accordance with this Regulation during a transitional period. This exceptionallant protection products, at EU and Member State level must be financed through the Just Transition Fund. This will guarantee an adequate transition in an appropriate time span, allowing for medium- and long-term alternatives to be developed and deployed. No CAP funding should be used in this context. The option for Member States to provide additional funding for measures taken in implementing this Regulation should apply to any obligation for farmers and other users resulting from the application of this Regulation, including compulsory farming practices imposed by the crop-specific rules for integrated pest management. Further, pursuant to Article 73(5) of Regulation (EU) 2021/2115, investments by farmers to comply with new requirements imposed by Union law may be supported for a maximum of 24 months from the date on which they become mandatory for the holding. Similarly, aA longer transition period should be set out for investments complying with requirements imposed on farmers in accordance with this Regugoing beyond the provisions set in the current legislation. and Regulation (EU) 2021/2115 should therefore be amended accordingly. __________________ 78 Regulation (EU) 2021/2115 of the European Parliament and of the Council of 2 December 2021 establishing rules on support for strategic plans to be drawn up by Member States under the common agricultural policy (CAP Strategic Plans) and financed by the European Agricultural Guarantee Fund (EAGF) and by the European Agricultural Fund for Rural Development (EAFRD) and repealing Regulations (EU) No 1305/2013 and (EU) No 1307/2013, OJ L 435, 6.12.2021, p. 1.
Amendment 2142 #
2022/0196(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
Amendment 2150 #
2022/0196(COD)
Proposal for a regulation
Article 18 – paragraph 3 – point a
Article 18 – paragraph 3 – point a
Amendment 2153 #
2022/0196(COD)
Proposal for a regulation
Article 18 – paragraph 3 – point b
Article 18 – paragraph 3 – point b
Amendment 2162 #
2022/0196(COD)
Proposal for a regulation
Article 18 – paragraph 4
Article 18 – paragraph 4
Amendment 2164 #
2022/0196(COD)
Proposal for a regulation
Article 18 – paragraph 5
Article 18 – paragraph 5
Amendment 2175 #
2022/0196(COD)
Proposal for a regulation
Article 18 – paragraph 6
Article 18 – paragraph 6
Amendment 2183 #
2022/0196(COD)
Proposal for a regulation
Article 18 – paragraph 7
Article 18 – paragraph 7
Amendment 2190 #
2022/0196(COD)
Proposal for a regulation
Article 18 – paragraph 8
Article 18 – paragraph 8
Amendment 2288 #
2022/0196(COD)
Proposal for a regulation
Article 21 – paragraph 3
Article 21 – paragraph 3
Amendment 2432 #
2022/0196(COD)
Proposal for a regulation
Article 26 – paragraph 3
Article 26 – paragraph 3
Amendment 2446 #
2022/0196(COD)
Proposal for a regulation
Article 26 – paragraph 4 – point c
Article 26 – paragraph 4 – point c
(c) precision farming techniques, including use of seed treatments, space data and services;
Amendment 2548 #
2022/0196(COD)
Proposal for a regulation
Article 30 – paragraph 1 – subparagraph 1 – point b
Article 30 – paragraph 1 – subparagraph 1 – point b
(b) use the central electronic register to receive and process third party entries regarding ownership, transfer of ownership, sale, withdrawal from use and return to use of application equipment in professional use, for recording and tracking purposes;
Amendment 2558 #
2022/0196(COD)
Proposal for a regulation
Article 30 – paragraph 1 – subparagraph 2
Article 30 – paragraph 1 – subparagraph 2
Where the designated competent authority does not carry out the inspection of application equipment in professional use, it shall designate one or more bodies to carry out such inspections, or develop a certification system to which inspection services must comply.
Amendment 2575 #
2022/0196(COD)
Proposal for a regulation
Article 31 – paragraph 1
Article 31 – paragraph 1
1. The competent authority referred to in Article 30 or a body designated by it shall inspect application equipment in professional use every three years, starting from the date of first purchase. The competent authority shall ensure that there is sufficient staff, equipment and other resources necessary for the inspection of all application equipment due for inspection, within the three year cycle. The competent authority may develop a certification system enabling a fast implementation of inspections by service organisations compliant with the certification.
Amendment 2594 #
2022/0196(COD)
Proposal for a regulation
Article 31 – paragraph 10
Article 31 – paragraph 10
Amendment 2628 #
2022/0196(COD)
Proposal for a regulation
Article 33 – paragraph 2 – point h
Article 33 – paragraph 2 – point h
(h) the nozzle type(s) present on the application equipment at the time of inspection, as well as any type of drift reduction equipment;
Amendment 2646 #
2022/0196(COD)
Proposal for a regulation
Article 34 – paragraph 1
Article 34 – paragraph 1
1. The methodology for calculating progress towards achieving the two Union 2030 reduction targetcontributions and the two national 2030 reduction targets until and including 2030 is laid down in Annex I. This methodology shall be based on statistical data collected in accordance with Regulation (EC) No 1185/2009.
Amendment 2652 #
2022/0196(COD)
Proposal for a regulation
Article 34 – paragraph 2
Article 34 – paragraph 2
2. Using the methodology set out in Annex I, the Commission shall calculate the results of progress towards achieving the two Union and two national 2030 reduction targetcontributions annually until and including 2030 and publish those results on the website referred to in Article 7.
Amendment 2661 #
2022/0196(COD)
Proposal for a regulation
Article 35 – paragraph 4
Article 35 – paragraph 4
Amendment 2700 #
2022/0196(COD)
Proposal for a regulation
Article 39 – paragraph 1
Article 39 – paragraph 1
Member States may recover the costs related to carrying out their obligations under this Regulation by means of fees or charges. No additional levy or tax on plant protection products shall be imposed.
Amendment 2756 #
2022/0196(COD)
Proposal for a regulation
Annex I – paragraph 1 – introductory part
Annex I – paragraph 1 – introductory part
This Regulation is the instrument used to achieve the pesticide reduction targets contained in the Farm to Fork Strategy by requiring each Member State to contribute to achieving by 2030 a 50 % Union-wide reduction of both the use and risk of chemical plant protection products (‘Union 2030 reduction target 1’) and the use of more hazardous plant protection products (‘Union 2030 reduction target 2’). This Regulation also regulates the contribution of each Member State to these Union targets. Each Member State contribution, set in the form of a national target, to Union 2030 reduction target 1 is referred to as a ‘national 2030 reduction target 1’, while a Member State contribution to Union 2030 reduction target 2 is referred to as a ‘national 2030 reduction target 2’. The methodology for calculating progress towards achieving these targets is set out below:
Amendment 171 #
2021/2186(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Condemns attempts by governments and the European Union to silence media outlets that criticise them and to eliminate media freedom and pluralism; also condemns social media platforms that censor, deplatform or intimidate independent journalists and free citizens who express a narrative differing from that of mainstream media;
Amendment 201 #
2021/2186(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Condemns governmental politicisation of the media, whereby governments and the European Union use it as a tool for their own propaganda; urges the Member States and the European Commission to decouple broadcasting councils from political parties, ensuring independence of financing, editorial freedom and journalistic integrity; notes that the German broadcasters ARD and ZDF are firmly in the hands of politicians, despite decades of appeals by the German Constitutional Court to try and change this;
Amendment 221 #
2021/2186(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Highlights the seeming impunity of some national governments and the European Union to rule of law scrutiny, especially Germany, where political parties continue to exert influence in the appointment of judges, and seek to eliminate political opposition parties by intimidation and spurious court cases;
Amendment 298 #
2021/2186(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Urges that the European Union, by article 10 of the European Convention on Human Rights, is not allowed to make any decisions to take away freedom of expression and the freedom to receive information. The European Union should therefore trust the judgement of their citizens.
Amendment 304 #
2021/2186(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
Amendment 337 #
2021/2186(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Strongly condemns NGOs masquerading as aid agencies while facilitating the smuggling of unqualified and illegal migrants into the EU, especially to Sweden; urges the Commission to cease to encourage and funding and such entities;
Amendment 372 #
2021/2186(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Urges the President of Parliament to rescind the obligation for Parliament staff to show their EU Digital COVID Certificate in order to access their workplace and leaving their child at the European Parliament's day-care centre, as this is in contravention of the GDPR, whereby personal data collected for one purpose (crossing borders) cannot be repurposed for another (entering Parliament’s premises), with the privacy contraventions this entails; further urges her to seek assurance that DNA data has not been collected, stored and transferred to third parties;
Amendment 12 #
2021/2075(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Notes the uneven distribution of grants to Member States and regions. Very few Member States are essentially financing large parts of other Member States regions.
Amendment 18 #
2021/2075(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Notes that Sweden have since it entered the European Union been a net contributor to the Union.
Amendment 35 #
2021/2075(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. StressNotes the need for local authorities to reengineer public transport in order to ensure safe, healthy and environmentally sustainable commuting options and to complement public transport with on- demand and shared transport services; notes however that this is often decided on the regional level in the Member States. This should therefore be seen as a recommendation.
Amendment 44 #
2021/2075(INI)
Draft opinion
Paragraph 3
Paragraph 3
Amendment 62 #
2021/2075(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Recognises that urban logistics are an essential public service; calls on local authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space;
Amendment 98 #
2021/2075(INI)
Draft opinion
Paragraph 6
Paragraph 6
Amendment 115 #
2021/2075(INI)
Draft opinion
Paragraph 7
Paragraph 7
Amendment 50 #
2021/2046(INI)
Motion for a resolution
Recital E
Recital E
E. whereas road transport is still dominant in freight transport and accounts for more than 73 % of all land transport while rail has only around a 17 % share and inland waterways a bit more than 5 %; whereas limitations continue to exist related to the type and amount of freight that can be shifted on to other transport modes, underlining the crucial need to improve the efficiency of the EU multimodal freight transport network
Amendment 184 #
2021/2046(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Welcomes the Commission’s efforts to accelerate the uptake of zero- emission vehicles and zero-emission fuels such as green hydrogen and synthetic fuels; calls on the Commission to aim for higher numbers of zero- emission light- and heavy-duty vehicles by 2030 and to proposeconsider more stringent CO2 standards, and air-pollutant emission standards; Calls on the Commission to gradually shift away from a tank-to-wheel to a well-to- wheel approach to measure CO2 emissions and propose solutions to further decarbonise.
Amendment 225 #
2021/2046(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Commission to propose binding targets for public charging points as well as for hydrogen refuelling stationnd refuelling infrastructure for a broad range of low carbon fuels such as CNG, LNG, green hydrogen and synthetic fuels; believes that Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure2 should be transformed into a regulation; _________________ 2 OJ L 307 28.10.2014, p. 1.
Amendment 251 #
2021/2046(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Underlines that zero-emission fuels, such as cleagreen hydrogen and, synthetic fuels, should be used in accordance with the ‘energy efficiency first’ principle, mainly for those transport modes such as long distance road freight and passenger transport, where direct electrification is not possible or not yet market-ready;
Amendment 357 #
2021/2046(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Welcomes the Commission’s idea to offer consumers carbon-neutral choices for scheduled collective travel by 2030, but underlines that these choices should be available for journeys up to 1 000 km;is objective should not be met when zero carbon fuels based on the well-to-wheel approach are taken into account and recognising that zero- emission at the tailpipe is not viable option for longer distance and travelling by coach.
Amendment 374 #
2021/2046(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Calls on the Commission to give a greater role and weight to other sustainable modes of passenger transport, such as buses and coaches, which will also play a key role in the transition towards sustainable, safe, and accessible mobility.
Amendment 416 #
2021/2046(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls on the Member States to significantly increase their efforts to increase the share of sustainable mobility solutions, such as collective passenger transport, walking and cycling in urban and rural areas;
Amendment 424 #
2021/2046(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Highlights the need to invest in infrastructure for the development of sustainable collective passenger transport, such as buses and coaches, to ensure connectivity, social and territorial cohesion, and especially in those regions where, due to the geography, this mode of transport is the only available option.
Amendment 436 #
2021/2046(INI)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
Amendment 473 #
2021/2046(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Welcomes the Commission’s continued support to shift freight transport towards rail and inland waterways; regrets the fact that, despite theAcknowledges that the share of road freight demand has increased in recent years and stresses the need to increase efforts, the share of road freight transport haso improve the complementarity, greening and efficiency of the multimodal freight transport and logistics chain in order to increased in recent yearsts contribution towards the decarbonisation the EU transport network;
Amendment 516 #
2021/2046(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses the need to complete the internalisation of external costs for all modes of transport; highlights that the promotion of modal shift from passenger cars, by far the largest contributor to external costs, towards collective transport means having the lowest externalities (e.g. sustainable collective passenger transport), and will accelerate the decarbonisation of road transport.
Amendment 549 #
2021/2046(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Rejects the direct inclusion of emissions from road transport in the EU ETS, including the setting up of any kind of parallel scheme; highlights that such an inclusion will be ineffective to cut transport emissions.
Amendment 565 #
2021/2046(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Insists onEncourages the phasing-out of direct and indirect fossil fuel subsidies by 2022 in the Union and in each Member State, providing that economically viable and sustainable alternatives are available and incentivised, and considers the revision of the Energy Taxation Directive as the best possibility to achieve a stable and predictable carbon price;, and to favour the use of the most energy efficient means of transport, such as the collective passenger transport.
Amendment 576 #
2021/2046(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. HighlighSupports that carbon pricing is not the sole wayan effective means forward to tackle CO2 emissions from road transport modes and stresses the importance of the Climate Action Regulation;, provided it does not lead to higher fuel prices overall, but helps to make low and zero carbon fuels competitive compared with their fossil counterparts.
Amendment 619 #
2021/2046(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Highlights that all means of digitalisation should be used to decrease greenhouse gas emissions and, increase transport safety and avoid new taxation schemes; believes that it is of vital importance to ensure that every step of digitalisation contributes to a lower overall transport volume;
Amendment 14 #
2021/2005(INI)
Motion for a resolution
Citation 33
Citation 33
Amendment 15 #
2021/2005(INI)
Motion for a resolution
Citation 34
Citation 34
Amendment 16 #
2021/2005(INI)
Motion for a resolution
Citation 35
Citation 35
Amendment 25 #
2021/0414(COD)
Proposal for a directive
Recital 4
Recital 4
(4) Digitalisation is changing the world of work, improving productivity and enhancing flexibility, while also carrying some risks for employment and working conditions. Algorithm-based technologies, including automated monitoring and decision-making systems, have enabled the emergence and growth of digital labour platforms and have created economic opportunity for hundreds of thousands of EU citizens and businesses while offering choice and value to consumers in the EU.
Amendment 29 #
2021/0414(COD)
Proposal for a directive
Recital 5
Recital 5
(5) Platform work is performed by individuals through the digital infrastructure of digital labour platforms that provide a service to their customers. By means of the algorithms and artificial intelligence, the digital labour platforms mayare creating efficiencies that benefit the individuals, businesses and consumers and they may exert control, to a lesser or greater extent – depending on their business model – the performance of the work, its remuneration and the relationship between their customers and the persons performing the work. Platform work can be performed exclusively online through electronic tools (‘online platform work’) or in a hybrid way combining an online communication process with a subsequent activity in the physical world (‘on-location platform work’). Many of the existing digital labour platforms are international business actors deploying their activities and business models in several Member States or across borders.
Amendment 43 #
2021/0414(COD)
Proposal for a directive
Recital 7
Recital 7
(7) Court cases in several Member States have shown the persistencecases of misclassification of the employment status in certain types of platform work, in particular in sectors where digital labour platforms exert a certain degree of control over the remuneration and performance of work. While digital labour platforms frequently classify persons working through them as self-employed or ‘independent contractors’, many courts have found that the platforms exercise de facto direction and control over those persons, often integrating them in their main business activities and unilaterally determining the level of remuneration. Those courts have therefore reclassified purportedly self-employed persons as workers employed by the platforms. However, with different national definitions of employee and employment relationship, national case law has resulted in diverse outcomes and digital labour platforms have adapted their business model in various ways, thus increasing the lack of legal certainty over the employment status.
Amendment 46 #
2021/0414(COD)
Proposal for a directive
Recital 8 a (new)
Recital 8 a (new)
(8a) The allocation of work through algorithms, an essential feature of the business model of many platforms, can have a very negative impact on working conditions. Often the allocation of work is not transparent and perceived as unfair by those working through the platform. In practice, these individuals are often on standby waiting for a job assignment and feel that competition is high, which can cause stress and worsen their work-life balance. In addition, this can lead to a reduction in autonomy and control of the work done through the platform. However, it should be noted that this does not apply to all platforms equally.
Amendment 47 #
2021/0414(COD)
Proposal for a directive
Recital 9 a (new)
Recital 9 a (new)
(9a) The popularity of some platforms, in particular transport and food delivery, increased significantly during the pandemic, mainly because they provided access to certain services during a period of isolation. According to research, more than 60% of EU residents say that, even after the COVID-19 crisis, they do not intend to stop using online services, including, for instance, the possibility of ordering meals online.
Amendment 49 #
2021/0414(COD)
Proposal for a directive
Recital 9 b (new)
Recital 9 b (new)
Amendment 50 #
2021/0414(COD)
Proposal for a directive
Recital 9 c (new)
Recital 9 c (new)
(9c) Platforms with their origin outside the EU play an important role in the EU. Platform economy (23% of active platforms and 49% in terms of earnings). Most of these platforms intermediating on-location services nevertheless have an office in the EU, whereas the platforms intermediating online services tend not to have an office in the EU. In total, less than a tenth of the work done through platforms is provided through platforms without an office in the EU1g. __________________ 1g Digital Labour Platforms in the EU. Mapping and Business Models, p.8
Amendment 51 #
2021/0414(COD)
Proposal for a directive
Recital 9 d (new)
Recital 9 d (new)
(9d) The large majority of people working through the selected platforms are, according to the information available, free to choose and change their working time, in that they themselves can log onto the platform when they like or can choose their hours of availability. Only an estimated 3% of earnings of people working through selected platforms are locked into an agreed working time. Moreover, none of the platforms surveyed included an ‘exclusivity of services’ provision in their T&Cs1h. __________________ 1h Digital Labour Platforms in the EU. Mapping and Business Models, p.11
Amendment 52 #
2021/0414(COD)
Proposal for a directive
Recital 11
Recital 11
(11) Council Recommendation 2019/C 387/0158 on access to social protection for workers and the self-employed recommends Member States to take measures ensuring formal and effective coverage, adequacy and transparency of social protection schemes for all workers and self-employed. Member States currently have varying degrees of providing social protection to the self- employed and the issue of social security remains an exclusive competence of the Member States. _________________ 58 Council Recommendation of 8 November 2019 on access to social protection for workers and the self- employed (2019/C 387/01) (OJ C 387, 15.11.2019, p. 1).
Amendment 211 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 5
Article 3 – paragraph 1 – indent 5
— ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, whichfuels which save at least 70 % of greenhouse gases as compared with fossil fuels, in line with Directive (EU) 2018/2001, complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;
Amendment 12 #
2021/0201(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement are at the core of the Communication on ’The European Green Deal’, adopted by the Commission on 11 December 201928 . The necessity and valueimpact of the European Green Deal have only grownis becoming even more negative in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizens. __________________ 28 COM(2019)640 final.
Amendment 26 #
2021/0201(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) In order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels, bindingcative annual targets for net greenhouse gas removals should be set out for each Member State in the land use, land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in Regulation (EU) 2018/842 of the European Parliament and of the Council32 ), resulting in a target of 31250 millions of tonnes CO2 equivalent of net removals for the Union as a whole in 2030. The methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 20168, 20179 and 201820, reported by each Member State, and reflect the current mitigation performance of the land use, land use change and forestry sector, and each Member State’s share of the managed land area in the Union, taking into account the capacity of that Member State to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity. __________________ 32Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 156, 19.6.2018, p. 26).
Amendment 29 #
2021/0201(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The bindingcative annual targets for net greenhouse gas removals should be determined for each Member State by a linear trajectory. The trajectory should start in 2022, on the average of greenhouse gas emissions reported by that Member State during 2021, 2022 and 2023 and end in 2030 on the target set out for that Member State. For Member States that improve their methodology of calculating the emissions and removals, a concept of technical correction should be introduced. A technical correction should be added to the target of that Member State corresponding to the effect of the change in methodology on the targets and the efforts of the Member State to achieve them, in order to respect environmental integrity.
Amendment 31 #
2021/0201(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The Communication of 17 September 2020 on Stepping up Europe’s 2030 climate ambition33 outlined an option to combine agriculture non-CO2 greenhouse gas emissions with land use, land use change and forestry net removals, thus creating a newly regulated land sector. Such combination can promote synergies between land-based mitigation actions and enable more integrated policymaking and policy implementation at national and Union level. To this end, the obligation for Member States to submit integrated mitigation plans for the land sector should be reinforcedremain. __________________ 33 COM(2020) 562 final.
Amendment 33 #
2021/0201(COD)
Proposal for a regulation
Recital 8
Recital 8
Amendment 37 #
2021/0201(COD)
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8a) Notes that both Union competences and Member State competences exist; recalls that Union competences are governed by the law of the Union; emphasises that Member State competences are governed by the laws of the respective Member States.
Amendment 47 #
2021/0201(COD)
Proposal for a regulation
Recital 13
Recital 13
Amendment 57 #
2021/0201(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EU) 2018/841
Article 1 – paragraph 1 – point e
Article 1 – paragraph 1 – point e
Amendment 62 #
2021/0201(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Regulation (EU) 2018/841
Article 2 – paragraph 3
Article 2 – paragraph 3
Amendment 70 #
2021/0201(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EU) 2018/841
Article 4 – paragraph 4
Article 4 – paragraph 4
Amendment 85 #
2021/0201(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Regulation (EU) 2018/841
Article 13c
Article 13c
Amendment 88 #
2021/0201(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 16
Article 1 – paragraph 1 – point 16
Regulation (EU) 2018/841
Article 15 – paragraph 1 – point d
Article 15 – paragraph 1 – point d
Amendment 89 #
2021/0201(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Following the report, the Commission shall make legislative proposals where it deems it appropriate. In particular, the proposals shall set out annual targets and governance aiming towards the 2035 climate-neutrality target as laid down in Article 4(4), additional Union policies and measures, and a post-2035 framework, including in the scope of the Regulation greenhouse gas emissions and removals from additional sectors, such as the marine and freshwater environment.;
Amendment 92 #
2021/0201(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
Regulation (EU) 2018/841
Article 4 – paragraph 1 – point a – point 1 – point ii
Article 4 – paragraph 1 – point a – point 1 – point ii
(ii) the Member State’s commitments and national targets for net greenhouse gas removals pursuant to Article 4(1) and (2) of Regulation (EU) 2018/841 and its contributions aim towards reaching the Union objective of reducing greenhouse gas emissions to net zero by 2035 and achieving negative emissions thereafter pursuant to Article 4(4) of that Regulation;;
Amendment 94 #
2021/0201(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a
Article 2 – paragraph 1 – point 3 – point a
Regulation (EU) 2018/841
Article 38 – paragraph 1 a – point a
Article 38 – paragraph 1 a – point a
In 2025, the Commission shall carry out a comprehensive review of the national inventory data submitted by Member States pursuant to Article 26(4) of this Regulation, in order to determine the indicative annual targets of net greenhouse gas emissions reduction of the Member States pursuant to Article 4(3) of Regulation (EU) 2018/841 and in order to determine the annual emission allocations of the Member States pursuant to Article 4(3) of Regulation (EU) 2018/842;
Amendment 92 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EU) 2018/842
Article 4 – paragraph 2 – point b
Article 4 – paragraph 2 – point b
(b) do not exceed, in the years 2023, 2024 and 2025 to 2030, the limit defined by a linear trajectory starting in 2022 at the annual emission allocation for that Member State, as set out pursuant to paragraph 3 of this Article for that year, and ending in 2030 at the limit set for that Member State in column 2 of Annex I to this Regulation;
Amendment 94 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EU) 2018/842
Article 4 – paragraph 2 – point c
Article 4 – paragraph 2 – point c
Amendment 99 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EU) 2018/842
Article 4 – paragraph 3 – subparagraph 3
Article 4 – paragraph 3 – subparagraph 3
For the years 2023, 2024 and 2025 to 2030, it shall determine the annual emission allocations based on the value for the 2005 greenhouse gas emissions of each Member State indicated pursuant to the second subparagraph and the reviewed values of the national inventory data for the years 2016, 2017 and 2018 referred to in the second subparagraph.
Amendment 101 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EU) 2018/842
Article 4 – paragraph 3 – subparagraph 4
Article 4 – paragraph 3 – subparagraph 4
Amendment 1 #
2020/2269(INI)
Motion for a resolution
Citation 3 a (new)
Citation 3 a (new)
— having regard to the judgment of the Court of Justice of the European Union of 17 December 2020 in Case C- 336/19,
Amendment 10 #
2020/2269(INI)
Motion for a resolution
Citation 20
Citation 20
Amendment 47 #
2020/2269(INI)
Motion for a resolution
Recital I
Recital I
I. whereas a number of reasons exist for the movement of live animals, including marketingcurrently live animals are transported for profit, fattening, slaughter, rearing and breeding;
Amendment 81 #
2020/2269(INI)
Motion for a resolution
Recital K
Recital K
K. whereas the value of the intra-EU trade in live animals was EUR 8.6 billion in 2018, with bovine animals, pigs and poultry having the highest values; whereas the export of live animals represents around EUR 1.6 billion and provides around 60 000 direct jobs and 300 000 indirect jobs, especially in rural areas14 ; _________________ 14 At a Glance – ‘EU trade and transport of live animals’, European Parliament, Directorate-General for Parliamentary Research, Members’ Research Service, 7 February 2020.
Amendment 91 #
2020/2269(INI)
Motion for a resolution
Recital K a (new)
Recital K a (new)
Ka. NEW L whereas the judgement of the Court of Justice of the European Union of 17 December 2020 in Case C- 336/19 clearly ruled that regulations regarding ritual slaughter can be imposed;
Amendment 99 #
2020/2269(INI)
Motion for a resolution
Recital K b (new)
Recital K b (new)
Kb. whereas live animal transport within the EU and from the EU to third countries causes great animal suffering and the live export trade is known to involve risks of exceedingly rough handling and extremely cruel methods of slaughter;
Amendment 104 #
2020/2269(INI)
Motion for a resolution
Recital K c (new)
Recital K c (new)
Kc. whereas it is possible to transport meat and genetic material instead of live animals as countries are already trading meat/carcasses and embryos;
Amendment 113 #
2020/2269(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Emphasises that transport is stressful for animals and can have a poimpacts their health and welfare, and insists that the solution is to move within an appropriaten tial impact on their health and welfareme frame, and no later than 2028, to a trade solely in carcasses, meat and genetic material, instead of live animals;
Amendment 137 #
2020/2269(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Recalls that the Commission, in its 2011 report on the impact of Regulation (EC) No 1/2005, reported about a gap between the requirements of the legislation and available scientific evidence; additionally, the Commission identified the enforcement of the regulation as a major challenge, partly because of differences in the interpretation of the requirements and partly because of the lack of controls by the Member States; recalls that the report underlines the fact that implausible transport plans are approved;
Amendment 146 #
2020/2269(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. ConsidersTakes note that Regulation (EC) No 1/2005 does not fully take into account the different transport needs of animalsll the animals transported, according to their species, age, size and physical condition, orincluding specific feeding and watering requirements, temperatures and handling requirements, and the pre- and post-loading requirements of fish;
Amendment 152 #
2020/2269(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Recalls the need to revise the transport regulation to ensure that the drivers do not need to choose between following the rules and the welfare of the animals;
Amendment 155 #
2020/2269(INI)
Motion for a resolution
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Recalls the need to revise the transport regulation, setting out a means of reducing transport times of livestock, and encouraging a greater emphasis towards a more local approach to slaughterhouses;
Amendment 157 #
2020/2269(INI)
Motion for a resolution
Paragraph 4 c (new)
Paragraph 4 c (new)
4c. Stresses that provisions for transport of Equidae and companion animals are vague and severely lacking, which leads to frequent breaches of the regulation and serious animal welfare problems; underlines that registered horses are exempt from a variety of provisions, further hindering their welfare, moreover, many technical requirements set out in the regulation are incompatible with the needs of Equidae;
Amendment 158 #
2020/2269(INI)
Motion for a resolution
Paragraph 4 d (new)
Paragraph 4 d (new)
4d. Recalls that despite the Commission’s commitment referenced in the Transport Regulation, there have been no relevant EFSA opinions published nor specific provisions for cats and dogs introduced since the regulation entered into force;
Amendment 161 #
2020/2269(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Concludes that many of the problems in animal transport originate from unclearlegislative provisions unfit to ensure the welfare of the animals transported, lack of political will by Member States to address breaches of the law, misleading requirements and the lack of clear definitions in the current regulation, leaving room forwhich leave room for interpretation. All of this, often is at the source of systematic violations, uneven application of the rules and for, increased risks for animals, and for unfair competition among operators in the sector, leaving companies and Member States which abide by the rules facing unfair competition from those which do not;
Amendment 177 #
2020/2269(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Welcomes the fact that the Commission has mandated EFSA to assess the most recent scientific information available on the welfare of the main terrestrial farm species during transport and on risks to their well-being, and highlights the urgent need to assess the most recent scientific information on the welfare of fish during transport;
Amendment 193 #
2020/2269(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Calls attention to the numerous reports and information from citizens, NGOs and audit reports on animal welfare problems during transport and non- compliance with the regulation, in particular concerning long journeys and transport to third countries, compromising the European Union’s obligation to ensure the protection of animal welfare during transport from loading until final destination;
Amendment 195 #
2020/2269(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Calls attention to the numerous reports and information from citizens, NGOs and audit reports on animal welfare problems during transport and non- compliance with the regulation, in particular concerning long journeys and transport to third countries, compromising the European Union’s obligation to ensure the protection of animal welfare during transport; both within EU and in third countries;
Amendment 204 #
2020/2269(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Takes note of the information provided by DG SANTE in its official Audit Report regarding the failure of the Member States audited in implementing Regulation (EC) No 1/2005 as well as the high risk of animal suffering during the transport of EU animals to third countries;
Amendment 209 #
2020/2269(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Acknowledges the letters sent by the Commission, in the framework of the Farm to Fork strategy, askingCalls on Member States to ensure immediate and full compliance with EU requirements, including on animal welfare during transport, and expressing its determination to take legal action in the event of systematic non-compliance; notes that no infringements proceedings have been opened by the Commission against any Member State;
Amendment 211 #
2020/2269(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Acknowledges the letters sent by the Commission, in the framework of the Farm to Fork strategy, asking Member States to ensure immediate and full compliance with EU requirements, including on animal welfare during transport, and expressing its determination to take legal action in the event of systematic non-compliance; notes that unfortunately no infringements proceedings have been opened by the Commission against any Member State;
Amendment 220 #
2020/2269(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Notes that the most frequently documented violations during road transports are linked to the lack of headroom and space, animals being unfit for transport, overcrowding, transport during extreme temperatures and journey durationanimals’ dehydration due to inappropriate watering devices or lack or water supply, transport during extreme temperatures, journey duration, disregard for the CJEU ruling C-424/13, non-realistic journey logs and non-feasible contingency plan; additionally notes that the communication on findings from official controls between competent authorities from different Member States remains poor; stresses that these violations are greatly facilitated by weak enforcement measures by authorities and by too little controls (quantitative and qualitative); stresses that sanctions are too weak and not dissuasive;
Amendment 227 #
2020/2269(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Notes that the most frequently documented violations on transport by sea are lack of knowledge by the competent authorities when inspecting livestock, lack of trained personnel handling the animals on the vessel, lack of legislated temperature and humidity requirements during the sea transport and lack of contingency plans for transporters as well as for competent authorities;
Amendment 233 #
2020/2269(INI)
Motion for a resolution
Paragraph 10 b (new)
Paragraph 10 b (new)
10b. Notes that there is no systematic and evidenced-based communication system between competent authorities from third countries and member states on fulfilment of legislated animal welfare requirements would have been needed;
Amendment 244 #
2020/2269(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Recognises that faultnegligent practices have been reported in the loading of animals without observing the requirements for their separation in accordance with age, size and whether they have horns and whether they are pregnant (heifers); recognises that unsuitable loading facilities and improper handling of animals during loading on vessels, leading to animals falling into the water must be stopped immediately and controls as well as sanctions must be established in case of infringements;
Amendment 253 #
2020/2269(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Takes note of several reports of incorrect handling during animal loading and unloading, causing unnecessary stress and suffering; stresses that proper animal handling results in better welfare for the animals. shorter loading and unloading times, reduced weight loss, fewer injuries and wounds, reduced instances of disease, and, ultimately, better meat quality;
Amendment 255 #
2020/2269(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Finds that inadequate partitions in road vehicles constitute a common violation of the Animal Transport Regulation and have the potential to cause injuries to animals emphasises that equidae are particularly impacted as the regulation requirements for partitions are not adapted to their needs in terms of design, size and materials used;
Amendment 259 #
2020/2269(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Stresses that according to Regulation (EC) No 1/2005, the farmer, the driver and transport companies share equal responsibility for assessing whether animals are fit for transport; notes that the most common breaches in this respect concern the transport of pregnant animals, animals more than 90 % of the way through gestation, which sometimes give birth on board, downers (with physiological weakness and/or wounds or a pathological condition), and animals with wounds or prolapsmixing of weaned and unweaned animals in the same consignment, not respecting the specific needs of unweaned animals, and animals with wounds or prolapses; insists that revision of the Regulation includes provision that those responsible for assessing whether animals are fit for transport are liable, should those animals proved to be unfit for transport; stresses that unweaned, pregnant as well as end of career animals are particularly vulnerable animal categories;
Amendment 273 #
2020/2269(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Recognises the inhomogeneous and improper training of police to ensure proper controls at any stage of the journey; takes note that proper control is often subject to individual efforts and interest, while systemic controls are lacking;
Amendment 289 #
2020/2269(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Is very concerned about the number of reports of inappropriate vehicles being used to transport live animals, whether by land or by sea, and recognises the major differences between the Member States in interpreting and enforcing the regulation, as far as the approval of the means of transport is concerned; with emphasis on road vehicles being routinely authorised to transport unweaned animals even though they are not fulfilling the legislative requirements of the watering system (open water source drinkers), and on the authorisation of unsuitable vessels;
Amendment 300 #
2020/2269(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Takes note of the Commission’s findings that, with some exceptions, the systems in place for livestock vessel approval are insufficient to minimise the risks, mainly because the majority of the competent authorities inspecting livestock vessels do not have adequate procedures, or access to specific technical expertise, (e.g. a veterinarian, a marine surveyor), to verify vessels’ systems for water pumps, ventilation and drainage, all of which are critical for animal welfare during a journey on a livestock vessel;
Amendment 306 #
2020/2269(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. WelcomAcknowledges the Commission’s intention to develop, together with the European Maritime Safety Agency, a European Union database of inspections of sea vessels, aimed at establishing a common register of checks to allow all Member States to see all the previous checks performed on a vessel and their results;
Amendment 318 #
2020/2269(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Acknowledges that some road transport vehicles are not structurally appropriate and do not guarantee possibility to drink, safety and comfort to the transported animals; notes that appropriate new and innovative solutions for watering and feeding systems, as well as solutions to better accommodate live animals during long journeys, are still lackingdo not exist; insists that inappropriate means of transport should never be used;
Amendment 326 #
2020/2269(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Notes that in a high number of vehicles, drinking facilities are not adapted to the specific drinking behaviour or size of the transported animals: are out of reach for the animals or are not available in sufficient number or with adequate distribution; regrets the fact that the current Regulation (EC) No 1/2005 does not give preciseprovide species- and category-specific indications about the type or required number of watering devices inside the transport vehicle; regrets that those involved in the live transport trade have apparently paid no heed to repeated incidents of animal suffering and even mortality due to lack of the basic necessity of water;
Amendment 329 #
2020/2269(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Notes that the vehicles used for transporting animals inside and outside the Union are often not equipped with air cooling systems; highlights that though air ventilation systems move the air through the animal compartment, the temperature inside the vehicle will nevertheless mainly reflect the external temperature, in particular when the vehicle is stationarysult in a higher temperature than the external temperature, due to additional up- heating of the vehicle by the animals body heat, in particular when the vehicle is stationary; notes that these vehicles are therefore inadequate and should not be used;
Amendment 347 #
2020/2269(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Recalls that the Official Controls Regulation (EU) No 2017/625 will replace, as of 15 December 2022, several provisions of Regulation (EC) No 1/2005, namely on checks on long journeys, training of the competent authorities’ staff, checks at exit points, emergency measures in the case of non-compliance, mutual assistance and exchange of information, infringements and on-the-spot checks by the Commission; emphasises the need for frequent and thorough inspections;
Amendment 347 #
2020/2269(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Recalls that the Official Controls Regulation (EU) No 2017/625 will replace, as of 15 December 2022, several provisions of Regulation (EC) No 1/2005, namely on checks on long journeys, training of the competent authorities’ staff, checks at exit points, emergency measures in the case of non-compliance, mutual assistance and exchange of information, infringements and on-the-spot checks by the Commission; emphasises the need for frequent and thorough inspections;
Amendment 352 #
2020/2269(INI)
Motion for a resolution
Paragraph 29 a (new)
Paragraph 29 a (new)
29a. Calls on the Commission to make sure that the content of Art. 14 of the current legislation 1/2005 remains compulsory also after 15th of December 2022 as these are crucial tools for enforcement of legislation;
Amendment 352 #
2020/2269(INI)
Motion for a resolution
Paragraph 29 a (new)
Paragraph 29 a (new)
29a. Calls on the Commission to make sure that the content of Art. 14 of the current legislation 1/2005 remains compulsory also after 15th of December 2022 as these are crucial tools for enforcement of legislation;
Amendment 360 #
2020/2269(INI)
Motion for a resolution
Paragraph 32
Paragraph 32
32. Notes that further improvements to data collection systems and to TRACES can and should be made in the current legislative framework, to help harmonise procedures between Member States’ competent authorities;
Amendment 360 #
2020/2269(INI)
Motion for a resolution
Paragraph 32
Paragraph 32
32. Notes that further improvements to data collection systems and to TRACES can and should be made in the current legislative framework, to help harmonise procedures between Member States’ competent authorities;
Amendment 380 #
2020/2269(INI)
Motion for a resolution
Paragraph 37
Paragraph 37
37. Is aware that there are insufficient checks in somthe majority of the Member States, in particular road checks and retrospective checks;
Amendment 380 #
2020/2269(INI)
Motion for a resolution
Paragraph 37
Paragraph 37
37. Is aware that there are insufficient checks in somthe majority of the Member States, in particular road checks and retrospective checks;
Amendment 381 #
2020/2269(INI)
Motion for a resolution
Paragraph 37
Paragraph 37
37. Is awareCondemns that there are insufficient checks in some Member States, in particular road checks and retrospective checks;
Amendment 381 #
2020/2269(INI)
Motion for a resolution
Paragraph 37
Paragraph 37
37. Is awareCondemns that there are insufficient checks in some Member States, in particular road checks and retrospective checks;
Amendment 391 #
2020/2269(INI)
Motion for a resolution
Paragraph 39
Paragraph 39
39. NotWelcomes the Commission’s view that new technological advances in geolocation, electronic journey logs and tracing can allow for more data collection and analysis, thereby helping to improve risk analysis, targeted controls and inspections;
Amendment 391 #
2020/2269(INI)
Motion for a resolution
Paragraph 39
Paragraph 39
39. NotWelcomes the Commission’s view that new technological advances in geolocation, electronic journey logs and tracing can allow for more data collection and analysis, thereby helping to improve risk analysis, targeted controls and inspections;
Amendment 396 #
2020/2269(INI)
Motion for a resolution
Paragraph 39 a (new)
Paragraph 39 a (new)
39a. Highlights the need for increased efforts of surveillance and data collection on companion animal transport, considering the growing number of cats and dogs transported across the EU and from third countries;
Amendment 396 #
2020/2269(INI)
Motion for a resolution
Paragraph 39 a (new)
Paragraph 39 a (new)
39a. Highlights the need for increased efforts of surveillance and data collection on companion animal transport, considering the growing number of cats and dogs transported across the EU and from third countries;
Amendment 412 #
2020/2269(INI)
Motion for a resolution
Paragraph 40 a (new)
Paragraph 40 a (new)
40a. Regrets that, against the experts’ opinions (i.e., OIE, EFSA, and FVE) stating that animals should be transported as short as possible and, when feasible, their transport avoided, Regulation(EC) No. 1/2005 allows for long- and very-long journeys;
Amendment 412 #
2020/2269(INI)
Motion for a resolution
Paragraph 40 a (new)
Paragraph 40 a (new)
40a. Regrets that, against the experts’ opinions (i.e., OIE, EFSA, and FVE) stating that animals should be transported as short as possible and, when feasible, their transport avoided, Regulation(EC) No. 1/2005 allows for long- and very-long journeys;
Amendment 421 #
2020/2269(INI)
Motion for a resolution
Paragraph 41
Paragraph 41
41. Regrets the fact that, in spite of the mandatory use of control post facilities for unloading, watering, feeding and resting of animals during long journeys, the drivers of the vehicles do not always stop in keeping with the requirements ofas required by the regulation, as has been reported on various occasions;
Amendment 421 #
2020/2269(INI)
Motion for a resolution
Paragraph 41
Paragraph 41
41. Regrets the fact that, in spite of the mandatory use of control post facilities for unloading, watering, feeding and resting of animals during long journeys, the drivers of the vehicles do not always stop in keeping with the requirements ofas required by the regulation, as has been reported on various occasions;
Amendment 428 #
2020/2269(INI)
Motion for a resolution
Paragraph 42 a (new)
Paragraph 42 a (new)
42a. Stresses that vast scientific evidence points to the incompatibility of the derogation for long and very long journeys with the needs of Equidae;
Amendment 428 #
2020/2269(INI)
Motion for a resolution
Paragraph 42 a (new)
Paragraph 42 a (new)
42a. Stresses that vast scientific evidence points to the incompatibility of the derogation for long and very long journeys with the needs of Equidae;
Amendment 431 #
2020/2269(INI)
Motion for a resolution
Paragraph 43
Paragraph 43
43. Takes note of the indications that many competent authorities often approve and stamp journey logs with unrealistically short estimated journey times; in clear contravention of the provisions of Regulation 1/2005;
Amendment 431 #
2020/2269(INI)
Motion for a resolution
Paragraph 43
Paragraph 43
43. Takes note of the indications that many competent authorities often approve and stamp journey logs with unrealistically short estimated journey times; in clear contravention of the provisions of Regulation 1/2005;
Amendment 449 #
2020/2269(INI)
Motion for a resolution
Paragraph 45
Paragraph 45
45. NoteRegrets that Regulation (EC) No 1/2005 only contains a general provision on temperature, lacking indications about the temperature-humidity index and about species- and category- as well as age- specific optimal temperature ranges, that take into account factors such as shearing, body condition, etc.;
Amendment 449 #
2020/2269(INI)
Motion for a resolution
Paragraph 45
Paragraph 45
45. NoteRegrets that Regulation (EC) No 1/2005 only contains a general provision on temperature, lacking indications about the temperature-humidity index and about species- and category- as well as age- specific optimal temperature ranges, that take into account factors such as shearing, body condition, etc.;
Amendment 458 #
2020/2269(INI)
Motion for a resolution
Paragraph 46
Paragraph 46
46. Recalls that the means of transport by road for long journeys must be fitted with a temperature monitoring and recording system, as well as with a means of recording such data; regrets the lack of mandatory requirements for such systems in livestock vessels; regrets the lack of mandatory requirements for such systems for short distance journeys;
Amendment 458 #
2020/2269(INI)
Motion for a resolution
Paragraph 46
Paragraph 46
46. Recalls that the means of transport by road for long journeys must be fitted with a temperature monitoring and recording system, as well as with a means of recording such data; regrets the lack of mandatory requirements for such systems in livestock vessels; regrets the lack of mandatory requirements for such systems for short distance journeys;
Amendment 465 #
2020/2269(INI)
Motion for a resolution
Paragraph 47
Paragraph 47
47. Regrets the fact that in spite of provisions in the current regulation prohibiting the transport of animals considered not fit for transport, and despite the fact the Commission itself has stated that this is still a common occurrence in the EU15 ; _________________ 15 [1], infringement action against the Member States concerned have not been initiated;[1]Commission overview report on systems to prevent the transport of unfit animals in the EU.;
Amendment 465 #
2020/2269(INI)
Motion for a resolution
Paragraph 47
Paragraph 47
47. Regrets the fact that in spite of provisions in the current regulation prohibiting the transport of animals considered not fit for transport, and despite the fact the Commission itself has stated that this is still a common occurrence in the EU15 ; _________________ 15 [1], infringement action against the Member States concerned have not been initiated;[1]Commission overview report on systems to prevent the transport of unfit animals in the EU.;
Amendment 468 #
2020/2269(INI)
Motion for a resolution
Paragraph 47 a (new)
Paragraph 47 a (new)
47a. Regrets the fact that provisions are not made for the welfare of fish in spite of them being in the scope of the regulation, being transported in large numbers, having immune systems especially vulnerable to stress, in spite of the Commission repeatedly identifying the shortfalls of the regulation with regards to fish, and as divergent and non- comprehensive guidelines are increasingly developed across Europe;
Amendment 468 #
2020/2269(INI)
Motion for a resolution
Paragraph 47 a (new)
Paragraph 47 a (new)
47a. Regrets the fact that provisions are not made for the welfare of fish in spite of them being in the scope of the regulation, being transported in large numbers, having immune systems especially vulnerable to stress, in spite of the Commission repeatedly identifying the shortfalls of the regulation with regards to fish, and as divergent and non- comprehensive guidelines are increasingly developed across Europe;
Amendment 475 #
2020/2269(INI)
Motion for a resolution
Paragraph 47 b (new)
Paragraph 47 b (new)
47b. Recalls that EFSA in 2004concluded that the transport of very young terrestrial farmed animals should be avoided;
Amendment 475 #
2020/2269(INI)
Motion for a resolution
Paragraph 47 b (new)
Paragraph 47 b (new)
47b. Recalls that EFSA in 2004concluded that the transport of very young terrestrial farmed animals should be avoided;
Amendment 476 #
2020/2269(INI)
Motion for a resolution
Paragraph 47 c (new)
Paragraph 47 c (new)
47c. Regrets the fact that provisions for Equidae, as well as cats and dogs, are insufficient to ensure the fitness of these animals for transport;
Amendment 476 #
2020/2269(INI)
Motion for a resolution
Paragraph 47 c (new)
Paragraph 47 c (new)
47c. Regrets the fact that provisions for Equidae, as well as cats and dogs, are insufficient to ensure the fitness of these animals for transport;
Amendment 480 #
2020/2269(INI)
Motion for a resolution
Paragraph 48
Paragraph 48
48. Stresses the vulnerability of unweaned animals and that the current minimum age for the transport of calves is too low; highlights that, according to various experts and the former sub-group of the EU Animal Platform on Animal Welfare, more scientific evidence is needed to support good practices in the long-distance transport of unweaned animals and that the current provisions of Regulation (EC) No 1/2005 are not adapted to the needs of these animals; insist that unweaned animals should not be transported because it is not possible to give them there required care and feeding during transport, and because of the risk of exposure to infectious disease while their immune systems are immature;
Amendment 480 #
2020/2269(INI)
Motion for a resolution
Paragraph 48
Paragraph 48
48. Stresses the vulnerability of unweaned animals and that the current minimum age for the transport of calves is too low; highlights that, according to various experts and the former sub-group of the EU Animal Platform on Animal Welfare, more scientific evidence is needed to support good practices in the long-distance transport of unweaned animals and that the current provisions of Regulation (EC) No 1/2005 are not adapted to the needs of these animals; insist that unweaned animals should not be transported because it is not possible to give them there required care and feeding during transport, and because of the risk of exposure to infectious disease while their immune systems are immature;
Amendment 492 #
2020/2269(INI)
Motion for a resolution
Paragraph 48 a (new)
Paragraph 48 a (new)
48a. Condemns the practice of transporting animals over both internal and external borders with the intent of ritual slaughter;
Amendment 492 #
2020/2269(INI)
Motion for a resolution
Paragraph 48 a (new)
Paragraph 48 a (new)
48a. Condemns the practice of transporting animals over both internal and external borders with the intent of ritual slaughter;
Amendment 495 #
2020/2269(INI)
Motion for a resolution
Paragraph 48 b (new)
Paragraph 48 b (new)
48b. Calls on the commission to propose a regulation which prohibits animal transports over borders both internal and external with the intent of ritual slaughter;
Amendment 495 #
2020/2269(INI)
Motion for a resolution
Paragraph 48 b (new)
Paragraph 48 b (new)
48b. Calls on the commission to propose a regulation which prohibits animal transports over borders both internal and external with the intent of ritual slaughter;
Amendment 498 #
2020/2269(INI)
Motion for a resolution
Paragraph 49
Paragraph 49
49. Recallgrets that, although according to the regulation, watering devices shall function properly and be appropriately designed and positioned for the different categories of animals (size and species) to be watered on board the vehicle, water is often reported as not available to animals because the devices are inappropriate for the species transported, the devices are filthy and covered in manure, or the water supply is not switched on;
Amendment 498 #
2020/2269(INI)
Motion for a resolution
Paragraph 49
Paragraph 49
49. Recallgrets that, although according to the regulation, watering devices shall function properly and be appropriately designed and positioned for the different categories of animals (size and species) to be watered on board the vehicle, water is often reported as not available to animals because the devices are inappropriate for the species transported, the devices are filthy and covered in manure, or the water supply is not switched on;
Amendment 504 #
2020/2269(INI)
Motion for a resolution
Paragraph 50
Paragraph 50
50. Recalls the Commission’s recommendations from 2009 to the competent authorities to ensure that unweaned animals are offered electrolytes or milk substitutes during the resting period and pointing out that metal nipples should not be considered suitable for unweaned calves; notes that feeding unweaned animals during their journey in lorries is technically impracticanot currently possible, and that other innovative solutions are neededthe rubber teats system do not meet these animals’ needs; Notes that for this reason, one EU animal haulier has announced it will no longer carry unweaned calves and the Scottish Government has ended the long-distance transport of unweaned calves;
Amendment 504 #
2020/2269(INI)
Motion for a resolution
Paragraph 50
Paragraph 50
50. Recalls the Commission’s recommendations from 2009 to the competent authorities to ensure that unweaned animals are offered electrolytes or milk substitutes during the resting period and pointing out that metal nipples should not be considered suitable for unweaned calves; notes that feeding unweaned animals during their journey in lorries is technically impracticanot currently possible, and that other innovative solutions are neededthe rubber teats system do not meet these animals’ needs; Notes that for this reason, one EU animal haulier has announced it will no longer carry unweaned calves and the Scottish Government has ended the long-distance transport of unweaned calves;
Amendment 539 #
2020/2269(INI)
Motion for a resolution
Paragraph 53
Paragraph 53
53. Considers that the mandatory presence of a veterinarian for the legentire duration of the journey at sea to provide support for sick or injured animals on vessels, constitutes good practice;
Amendment 539 #
2020/2269(INI)
Motion for a resolution
Paragraph 53
Paragraph 53
53. Considers that the mandatory presence of a veterinarian for the legentire duration of the journey at sea to provide support for sick or injured animals on vessels, constitutes good practice;
Amendment 544 #
2020/2269(INI)
Motion for a resolution
Paragraph 53 a (new)
Paragraph 53 a (new)
53a. Stresses that overloading may lead to suffering of animals and can be one of the causes also leading to accidents, such as capsizing during transports by sea as was the case at Queen Hind; stresses the lack of possibilities to unload, shade, feed and water animals at ports (within and outside the EU) and border crossings;
Amendment 544 #
2020/2269(INI)
Motion for a resolution
Paragraph 53 a (new)
Paragraph 53 a (new)
53a. Stresses that overloading may lead to suffering of animals and can be one of the causes also leading to accidents, such as capsizing during transports by sea as was the case at Queen Hind; stresses the lack of possibilities to unload, shade, feed and water animals at ports (within and outside the EU) and border crossings;
Amendment 561 #
2020/2269(INI)
Motion for a resolution
Paragraph 54
Paragraph 54
54. Welcomes the Commission’s efforts to promote EU standards internationally, in the framework of the World Organisation for Animal Health (OIE); considers that the rules on the well-being of animals in third countries provide a lower level of protection than the EU standards and regrets the fact that OIE standards are not sufficiently applied in third countriesRegrets that since the entry into force of Council Regulation 1/2005, the EU competent authorities routinely approved journeys to third countries without the assurance that the Transport Regulation will be applied until final destination, thus in violation of the CJEU ruling e C-424/13;
Amendment 561 #
2020/2269(INI)
Motion for a resolution
Paragraph 54
Paragraph 54
54. Welcomes the Commission’s efforts to promote EU standards internationally, in the framework of the World Organisation for Animal Health (OIE); considers that the rules on the well-being of animals in third countries provide a lower level of protection than the EU standards and regrets the fact that OIE standards are not sufficiently applied in third countriesRegrets that since the entry into force of Council Regulation 1/2005, the EU competent authorities routinely approved journeys to third countries without the assurance that the Transport Regulation will be applied until final destination, thus in violation of the CJEU ruling e C-424/13;
Amendment 569 #
2020/2269(INI)
Motion for a resolution
Paragraph 55
Paragraph 55
55. Notes that once livestock crosses the EU border, respect for animal welfare standards may be difficult to guarantee, both en route and on arrival, as third countries are not bound by EU legislation; recalls the judgement of the Court of Justice of the European Union, which states that EU welfare rules are binding until the final place of destination in third countries; and prohibit exports of live animals outside EU with the exception of countries within the EEA, EFTA and the United Kingdom;
Amendment 569 #
2020/2269(INI)
Motion for a resolution
Paragraph 55
Paragraph 55
55. Notes that once livestock crosses the EU border, respect for animal welfare standards may be difficult to guarantee, both en route and on arrival, as third countries are not bound by EU legislation; recalls the judgement of the Court of Justice of the European Union, which states that EU welfare rules are binding until the final place of destination in third countries; and prohibit exports of live animals outside EU with the exception of countries within the EEA, EFTA and the United Kingdom;
Amendment 571 #
2020/2269(INI)
Motion for a resolution
Paragraph 55
Paragraph 55
55. NotStresses that once livestock consignments crosses the EU border, respect for animal welfare standards may be difficult tocannot be guaranteed, both en route and on arrival, as third countries are not bound by EU legislatione lack of control by the EU authority in third countries; recalls the judgement of the Court of Justice of the European Union, which states that EU welfare rules are binding until the final place of destination in third countries, and that EU authorities must approve animal transports only when compliance with the EU rules can be guaranteed until final destination;
Amendment 571 #
2020/2269(INI)
Motion for a resolution
Paragraph 55
Paragraph 55
55. NotStresses that once livestock consignments crosses the EU border, respect for animal welfare standards may be difficult tocannot be guaranteed, both en route and on arrival, as third countries are not bound by EU legislatione lack of control by the EU authority in third countries; recalls the judgement of the Court of Justice of the European Union, which states that EU welfare rules are binding until the final place of destination in third countries, and that EU authorities must approve animal transports only when compliance with the EU rules can be guaranteed until final destination;
Amendment 590 #
2020/2269(INI)
Motion for a resolution
Paragraph 57
Paragraph 57
57. Stresses that inadequate journey planning in terms of administrative procedures, and lack of coordination with border posts, as well as an excessive bureaucratic burden, can create a cascade of delays at borders and ports, when a large number of trucks arrive at the port and all lianimals haves tock needs wait to be loaded on board a single vessel;
Amendment 590 #
2020/2269(INI)
Motion for a resolution
Paragraph 57
Paragraph 57
57. Stresses that inadequate journey planning in terms of administrative procedures, and lack of coordination with border posts, as well as an excessive bureaucratic burden, can create a cascade of delays at borders and ports, when a large number of trucks arrive at the port and all lianimals haves tock needs wait to be loaded on board a single vessel;
Amendment 592 #
2020/2269(INI)
Motion for a resolution
Paragraph 58
Paragraph 58
58. Takes note ofCondemns the lack of communication and cooperation between Member States’ competent authorities and those of third countries, in particular on mutual assistance and information sharing, often resulting in increased waiting times and cases of non-compliance;
Amendment 592 #
2020/2269(INI)
Motion for a resolution
Paragraph 58
Paragraph 58
58. Takes note ofCondemns the lack of communication and cooperation between Member States’ competent authorities and those of third countries, in particular on mutual assistance and information sharing, often resulting in increased waiting times and cases of non-compliance;
Amendment 595 #
2020/2269(INI)
Motion for a resolution
Paragraph 58
Paragraph 58
58. Takes note of the lack of communication and cooperation between Member States’ competent authorities and those of third countries, in particular on mutual assistance and information sharing, often resultinged in increased waiting times and cases of non-compliance;
Amendment 595 #
2020/2269(INI)
Motion for a resolution
Paragraph 58
Paragraph 58
58. Takes note of the lack of communication and cooperation between Member States’ competent authorities and those of third countries, in particular on mutual assistance and information sharing, often resultinged in increased waiting times and cases of non-compliance;
Amendment 598 #
2020/2269(INI)
Motion for a resolution
Paragraph 59
Paragraph 59
59. Agrees with the Commission that the presence of a qualified veterinarian during loading for long journeys to non-EU countries constitutes good practice16 ; stresses that a veterinarian at border crossings and an independent EU control body at the final destinations to check the status of the animals when arriving at the final destination would be necessary to ensure compliance to EU legislation and enforcement of the relevant CJEU; _________________ 16 Final report of an audit carried out in the Netherlands from 20 February 2017 to 24 February 2017 in order to evaluate animal welfare during transport to non-EU countries, European Commission, Directorate-General for Health and Food Safety, 2017.
Amendment 598 #
2020/2269(INI)
Motion for a resolution
Paragraph 59
Paragraph 59
59. Agrees with the Commission that the presence of a qualified veterinarian during loading for long journeys to non-EU countries constitutes good practice16 ; stresses that a veterinarian at border crossings and an independent EU control body at the final destinations to check the status of the animals when arriving at the final destination would be necessary to ensure compliance to EU legislation and enforcement of the relevant CJEU; _________________ 16 Final report of an audit carried out in the Netherlands from 20 February 2017 to 24 February 2017 in order to evaluate animal welfare during transport to non-EU countries, European Commission, Directorate-General for Health and Food Safety, 2017.
Amendment 616 #
2020/2269(INI)
Motion for a resolution
Paragraph 63
Paragraph 63
63. Recognises that currently third countries’ authorities, transporters or ships’ masters do not provide routine feedback on the condition of animals during the sea - and road-leg of their journey, or on the condition in which they arrive at destination.; recognizes that there are no official statistics about the number of animals arriving dead in third countries;
Amendment 616 #
2020/2269(INI)
Motion for a resolution
Paragraph 63
Paragraph 63
63. Recognises that currently third countries’ authorities, transporters or ships’ masters do not provide routine feedback on the condition of animals during the sea - and road-leg of their journey, or on the condition in which they arrive at destination.; recognizes that there are no official statistics about the number of animals arriving dead in third countries;
Amendment 621 #
2020/2269(INI)
Motion for a resolution
Paragraph 63 a (new)
Paragraph 63 a (new)
63a. Calls on the Commission to gently propose a regulation which prohibits the export of live animals to third countries with the exception of countries in the EEA, EFTA and the United Kingdom;
Amendment 621 #
2020/2269(INI)
Motion for a resolution
Paragraph 63 a (new)
Paragraph 63 a (new)
63a. Calls on the Commission to gently propose a regulation which prohibits the export of live animals to third countries with the exception of countries in the EEA, EFTA and the United Kingdom;
Amendment 625 #
2020/2269(INI)
Motion for a resolution
Paragraph 63 b (new)
Paragraph 63 b (new)
63b. Stresses that the revised Transport Regulation must be aligned with the Farm to Fork and thus promote a local and short food chain where animals are not transported outside the EU; invites the Commission to put forward a strategy to shift from live transport to a meat, carcasses, genetic material only trade;
Amendment 625 #
2020/2269(INI)
Motion for a resolution
Paragraph 63 b (new)
Paragraph 63 b (new)
63b. Stresses that the revised Transport Regulation must be aligned with the Farm to Fork and thus promote a local and short food chain where animals are not transported outside the EU; invites the Commission to put forward a strategy to shift from live transport to a meat, carcasses, genetic material only trade;
Amendment 631 #
2020/2269(INI)
Motion for a resolution
Paragraph 63 c (new)
Paragraph 63 c (new)
63c. Stresses the fact that until the already existing legislative requirements are put in place, the transport of animals should be limited as much as possible;
Amendment 631 #
2020/2269(INI)
Motion for a resolution
Paragraph 63 c (new)
Paragraph 63 c (new)
63c. Stresses the fact that until the already existing legislative requirements are put in place, the transport of animals should be limited as much as possible;
Amendment 68 #
2020/2216(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Recalls that many workers and SMEs need to have access to social media and internet platforms. The right to access an account of an online platform must be a legal right, unless the user is in breach by law;
Amendment 73 #
2020/2216(INI)
Draft opinion
Paragraph 3
Paragraph 3
Amendment 106 #
2020/2216(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Calls on the Commission to regulate algorithms, to avoid too much power on internet platforms to judge (il) legality and to protect the European fundamental right of freedom of expression;
Amendment 151 #
2020/2216(INI)
Draft opinion
Paragraph 9
Paragraph 9
9. Calls on the Commission and the Member States to improve occupational health and safety regulations in the context of human- machine synergies and to safeguard workers’ psychological and mental balance through expert support and an EU directive on work-related stress.
Amendment 115 #
2020/0374(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point g a (new)
Article 5 – paragraph 1 – point g a (new)
Amendment 121 #
Amendment 10 #
2020/0361(COD)
Proposal for a regulation
Recital 2
Recital 2
Amendment 26 #
2020/0361(COD)
Proposal for a regulation
Recital 36
Recital 36
(36) In order to facilitate smooth and efficient communications relating to matters covered by this Regulation, providers of intermediary services should be required to establish a single point of contact and to publish relevant information relating to their point of contact, including the languages to be used in such communications. The point of contact can also be used by trusted flaggers and by professional entities which are under a specific relationship with the provider of intermediary services. In contrast to the legal representative, the point of contact should serve operational purposes and should not necessarily have to have a physical location .
Amendment 31 #
2020/0361(COD)
Proposal for a regulation
Recital 44
Recital 44
(44) Recipients of the service should be able to easily and effectively contest certain decisions of online platforms that negatively affect them. Therefore, online platforms should be required to provide for internal complaint-handling systems, which meet certain conditions aimed at ensuring that the systems are easily accessible and lead to swift and fair outcomes. In addition, provision should be made for the possibility of out-of-court and in in-court dispute settlement of disputes, including those that could not be resolved in satisfactory manner through the internal complaint-handling systems, by certified bodies that have the requisite independence, means and expertise to carry out their activities in a fair, swift and cost- effective manner. The possibilities to contest decisions of online platforms thus created should complement, yet leave unaffected in all respects, the possibility to seek judicial redress in accordance with the laws of the Member State concerned.
Amendment 32 #
2020/0361(COD)
Proposal for a regulation
Recital 46
Recital 46
(46) Action against illegal content can be taken more quickly and reliably where online platforms take the necessary measures to ensure that notices submitted by trusted flaggers through the notice and action mechanisms required by this Regulation are treated with priority, without prejudice to the requirement to process and decide upon all notices submitted under those mechanisms in a timely, diligent and objective manner. Such trusted flagger status should only be awarded to entities, and not individuals, that have demonstrated, among other things, that they have particular expertise and competence in tackling illegal content, that they represent collective interests and that they work in a diligent and objective manner and have a long history of unpartisan behavior. Such entities can be public in nature, such as, for terrorist content, internet referral units of national law enforcement authorities or of the European Union Agency for Law Enforcement Cooperation (‘Europol’) or they can be non-governmental organisations and semi- public bodies, such as the organisations part of the INHOPE network of hotlines for reporting child sexual abuse material and organisations committed to notifying illegal racist and xenophobic expressions online. For intellectual property rights, organisations of industry and of right- holders could be awarded trusted flagger status, where they have demonstrated that they meet the applicable conditions. The rules of this Regulation on trusted flaggers should not be understood to prevent online platforms from giving similar treatment to notices submitted by entities or individuals that have not been awarded trusted flagger status under this Regulation, from otherwise cooperating with other entities, in accordance with the applicable law, including this Regulation and Regulation (EU) 2016/794 of the European Parliament and of the Council.43 _________________ 43Regulation (EU) 2016/794 of the European Parliament and of the Council of 11 May 2016 on the European Union Agency for Law Enforcement Cooperation (Europol) and replacing and repealing Council Decisions 2009/371/JHA, 2009/934/JHA, 2009/935/JHA, 2009/936/JHA and 2009/968/JHA, OJ L 135, 24.5.2016, p. 53
Amendment 34 #
2020/0361(COD)
Proposal for a regulation
Recital 47
Recital 47
(47) The misuse of services of online platforms by frequently providing manifestly illegal content or by frequently submitting manifestly unfounded notices or complaints under the mechanisms and systems, respectively, established under this Regulation undermines trust and harms the rights and legitimate interests of the parties concerned. Therefore, there is a need to put in place appropriate and proportionate safeguards against such misuse. Information should be considered to be manifestly illegal content and notices or complaints should be considered manifestly unfounded where it is evident to a layperson, without any substantive analysis, that the content is illegal respectively that the notices or complaints are unfounded. Users and material should never be deleted in an automatic way due to notices and complaints. Under certain conditions, online platforms should temporarily suspend their relevant activities in respect of the person engaged in abusive behaviour. This is without prejudice to the freedom by online platforms to determine their terms and conditions and establish stricter measures in the case of manifestly illegal content related to serious crimes. For reasons of transparency, this possibility should be set out, clearly and in sufficiently detail, in the terms and conditions of the online platforms. Redress should always be open to the decisions taken in this regard by online platforms and they should be subject to oversight by the competent Digital Services Coordinator. The rules of this Regulation on misuse should not prevent online platforms from taking other measures to address the provision of illegal content by recipients of their service or other misuse of their services, in accordance with the applicable Union and national law. Those rules are without prejudice to any possibility to hold the persons engaged in misuse liable, including for damages, provided for in Union or national law.
Amendment 41 #
2020/0361(COD)
Proposal for a regulation
Recital 53
Recital 53
(53) Given the importance of very large online platforms, due to their reach, in particular as expressed in number of recipients of the service, in facilitating public debate, economic transactions and the dissemination of information, opinions and ideas and in influencing how recipients obtain and communicate information online, it is necessary to impose specific obligations on those platforms, especially the basic right to an account for all legal users, in addition to the obligations applicable to all online platforms. Those additional obligations on very large online platforms are necessary to address those public policy concerns, there being no alternative and less restrictive measures that would effectively achieve the same result.
Amendment 54 #
2020/0361(COD)
Proposal for a regulation
Recital 68
Recital 68
Amendment 58 #
2020/0361(COD)
Proposal for a regulation
Recital 71
Recital 71
(71) In case of extraordinary circumstances affecting public security or public health, the Commissionservice providers may initiate the drawing up of crisis protocols to coordinate a rapid, collective and cross- border response in the online environment. Extraordinary circumstances may entail any unforeseeable event, such as earthquakes, hurricanes, pandemics and other serious cross-border threats to public health, war and acts of terrorism, where, for example, online platforms may be misused for the rapid spread of illegal content or disinformation or where the need arises for rapid dissemination of reliable information. In light of the important role of very large online platforms in disseminating information in our societies and across borders, such platforms should be encouraged in drawing up and applying specific crisis protocols. Such crisis protocols should be activated only for a limited period of time and the measures adopted should also be limited to what is strictly necessary to address the extraordinary circumstance. Those measures should be consistent with this Regulation, and should not amount to a general obligation for the participating very large online platforms to monitor the information which they transmit or store, nor actively to seek facts or circumstances indicating illegal content.
Amendment 61 #
2020/0361(COD)
Proposal for a regulation
Recital 88
Recital 88
Amendment 62 #
2020/0361(COD)
Proposal for a regulation
Recital 89
Recital 89
Amendment 63 #
2020/0361(COD)
Proposal for a regulation
Recital 90
Recital 90
Amendment 64 #
2020/0361(COD)
Proposal for a regulation
Recital 91
Recital 91
Amendment 65 #
2020/0361(COD)
Proposal for a regulation
Recital 92
Recital 92
Amendment 66 #
2020/0361(COD)
Proposal for a regulation
Recital 93
Recital 93
Amendment 67 #
2020/0361(COD)
Proposal for a regulation
Recital 95
Recital 95
Amendment 75 #
2020/0361(COD)
Proposal for a regulation
Article 1 – paragraph 5 – point e
Article 1 – paragraph 5 – point e
Amendment 203 #
2020/0361(COD)
Proposal for a regulation
Article 25 a (new)
Article 25 a (new)
Article 25 a The right to an account 1. Very large platforms shall have the obligation of providing the ability for every user with legal intentions to create an account. The user shall be able to verify its account. 2. Very large platforms shall only be able to delete an account if the user uses the account for illegal activities like abuse, fraud or terrorist propaganda.
Amendment 204 #
2020/0361(COD)
Proposal for a regulation
Article 25 b (new)
Article 25 b (new)
Article 25 b Content moderation 1. Only illegal content may be deleted on a very large platform by the provider. 2. Users may block and delete content on the section of platform of which it controls, for example comments on its posts.
Amendment 205 #
2020/0361(COD)
Proposal for a regulation
Article 25 c (new)
Article 25 c (new)
Article 25 c Shadow banning The practice of shadow banning which means that the user can still use and post on the very large platform but the spread is significantly reduced shall be prohibited.
Amendment 206 #
2020/0361(COD)
Proposal for a regulation
Article 25 d (new)
Article 25 d (new)
Article 25 d Algorithms and political views The very large platforms algorithm which selects content to be shown shall never disadvantage one side of the political debate.
Amendment 214 #
2020/0361(COD)
Proposal for a regulation
Article 35
Article 35
Amendment 222 #
Amendment 88 #
2020/0353(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Certain substances contained in batteries, such as cobalt, lead, lithium or nickel, are acquired from scarce resources which are not easily available in the Union, and some are considered critical raw materials by the Commission. This is an area where Europe needs to enhance its strategic autonomy and increase its resilience in preparation for potential disruptions in supply due to health or other crises. Enhancing circularity and resource efficiency with increased recycling and recovery of those raw materials, will contribute to reaching that goal. Europe should also be prepared to harness innovations that complement the recovery and recycling of traditional critical raw materials. In particular, novel applications using renewable raw materials should be promoted.
Amendment 152 #
2020/0353(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point d
Article 7 – paragraph 1 – point d
(d) the total carbon footprint of the battery, calculated as kg of carbon dioxide equivalinformation about the raw materials used, including share of renewable content;
Amendment 387 #
2020/0353(COD)
Proposal for a regulation
Annex II – point 4 – paragraph 1 – introductory part
Annex II – point 4 – paragraph 1 – introductory part
4.System boundary The following life cycle stages and processes shall be included in the system boundary: Draft Regulation Amendment Life Cycle Stage Raw material acquisition and pre- processing Short description of the processes included Includes mining and pre-processing, up to the manufacturing of battery cells and batteries components (active materials, separator, electrolyte, casings, active and passive battery components), and electric/electronics components. Life Cycle Stage Raw material acquisition and pre- processing Short description of the processes Includes mining or other relevant sourcing if from renewable materials and pre-processing, up to the manufacturing of battery cells and batteries components (active materials, separator, electrolyte, casings, active and passive battery components), and electric/electronics components.
Amendment 91 #
2020/0310(COD)
Proposal for a directive
Title 1
Title 1
Proposal for a DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on recommended adequate minimum wages in the European Union
Amendment 94 #
2020/0310(COD)
Proposal for a directive
Recital 1
Recital 1
Amendment 101 #
2020/0310(COD)
Proposal for a directive
Recital 1 a (new)
Recital 1 a (new)
(1 a) Nothing in this directive should be interpreted in any way to be an obligation for Member States like Sweden that has a labour market model based primarily on collective bargaining to impose minimum wages or be subject to any new provisions.
Amendment 117 #
2020/0310(COD)
Proposal for a directive
Recital 4
Recital 4
Amendment 123 #
2020/0310(COD)
Proposal for a directive
Recital 5
Recital 5
Amendment 129 #
2020/0310(COD)
Proposal for a directive
Recital 6
Recital 6
(6) Better working and living conditions, including through adequate minimum wages, benefit both workers and businesses in the Union and are a prerequisite for achieving inclusive and sustainable growth. Addressing large differences in the coverage and adequacy of minimum wage protection contribuare best achieved through every Member State’s to improving the fairness of the EU labour market and promote economic, social progress and upward convergence. Competition in the Single Market should be based on high social standards, innovation and productivity improvements ensuring a level playing fieldown labour market model and national competence.
Amendment 143 #
2020/0310(COD)
Proposal for a directive
Recital 7
Recital 7
(7) When set at adequate levels whether by statutory minimum wages or collective bargaining, minimum wages protect the income of disadvantaged workers, help ensure a decent living, and limit the fall in income during bad times, as recognised in Convention 131 of the International Labour Organisation on the establishment of a system of minimum wage fixing. Minimum wages contribute to sustaining domestic demand, strengthen incentives to work, reduce wage inequalities and in- work poverty.
Amendment 182 #
2020/0310(COD)
Proposal for a directive
Recital 11
Recital 11
(11) Minimum wage protection set out by collective agreements in low-paid occupations is adequate in most cases; statutory minimum wages are low compared to other wages in the economy in several Member States. In 2018, the statutory minimum wage did not provide sufficient income for a single minimum- wage earner to reach the at-risk-of-poverty threshold in nine Member States. In addition, the use of reduced minimum wage rates (variations) and deductions from statutory minimum wages negatively affect their adequacy. Legislation from the EU therefore risks lowering the wages in some occupations especially in those Member States with minimum wage protection set out by collective agreements.
Amendment 186 #
2020/0310(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Not all workers in the Union are protected by minimum wages. In some Member States some workers, even though they are covered, receive in practice a remuneration below the statutory minimum wage due to the non-respect of existing rules which drives down wages for all. In particular, such non-compliance has been found to affect notably women, young workers, people with disabilities and agricultural workers. In Member States where minimum wage protection is provided only through collective agreements, the share of workers not covered is estimated to vary from 2% to 55% of all workers.
Amendment 199 #
2020/0310(COD)
Proposal for a directive
Recital 13
Recital 13
(13) While sStrong collective bargaining at sector or cross-industry level contributes to ensuring adequate minimum wage protection, traditional collective bargaining structures have been eproding during the last decades, in part due to structural shifts in the economy towards less unionised sectors and to the decline in trade union membership related to the increase of atypical and new forms of workven to be successful in some Member States.
Amendment 229 #
2020/0310(COD)
Proposal for a directive
Recital 16
Recital 16
(16) In full respect of Article 153(5) of the Treaty on the Functioning of the European Union, this Directive neither aims to harmonise the level of minimum wages across the Union nor to establish an uniform mechanism for setting minimum wages. It does not interfere with the freedom of Member States to set statutory minimum wages or promote access to minimum wage protection provided by collective agreements, according to the traditions and specificities of each country and in full respect of national competences and social partners’ contractual freedom. This Directive does not impose an obligation on the Member States where minimum wage protection is ensured either exclusively or in any way via collective agreements to introduce a statutory minimum wage nor to make the collective agreements universally applicable. Also, this Directive does not establish the level of pay, which falls within the contractual freedom of the social partners at national level and within the relevant competence of Member States.
Amendment 233 #
2020/0310(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16 a) This Directive should not apply to the Kingdom of Sweden in any of its provisions.
Amendment 264 #
2020/0310(COD)
Proposal for a directive
Recital 19
Recital 19
(19) In a context of declining collective bargaining coverage, it is essential that the Member States promote collective bargaining to enhance workers’ access to minimum wage protection provided by collective agreements. Member States with a high collective bargaining coverage tend to have a low share of low-wage workers and high minimum wages. Member States with a small share of low wage earners have a collective bargaining coverage rate above 70%. Similarly, the majority of the Member States with high levels of minimum wages relative to the median wage have a collective bargaining coverage above 70%. While all Member States should be encouraged to promote collective bargaining, those who do not reach this level of coverage should, in consultation and/or agreement with the social partners, provide for or, where it already exists, strengthen a framework of facilitative procedures and institutional arrangements enabling the conditions for collective bargaining. Such framework should be established by law or by tripartite agreement..
Amendment 289 #
2020/0310(COD)
Proposal for a directive
Recital 21
Recital 21
Amendment 357 #
2020/0310(COD)
Proposal for a directive
Recital 28
Recital 28
Amendment 425 #
2020/0310(COD)
Proposal for a directive
Article 1 – paragraph 3
Article 1 – paragraph 3
3. Nothing in this Directive shall be construed as imposing an obligation on the Member States where wage setting is ensured either exclusively or in any way via collective agreements to introduce a statutory minimum wage nor to make the collective agreements universally applicable.
Amendment 495 #
2020/0310(COD)
Proposal for a directive
Article 4 – paragraph 1 – introductory part
Article 4 – paragraph 1 – introductory part
1. With the aim to increase the collective bargaining coverage Member States shallcan take, in consultation with the social partners, at least the following measures:
Amendment 519 #
2020/0310(COD)
Proposal for a directive
Article 4 – paragraph 2
Article 4 – paragraph 2
Amendment 548 #
2020/0310(COD)
Proposal for a directive
Article 5
Article 5
Amendment 566 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 2
Article 5 – paragraph 2
Amendment 577 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 2 – point a
Article 5 – paragraph 2 – point a
Amendment 585 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 2 – point b
Article 5 – paragraph 2 – point b
Amendment 591 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 2 – point c
Article 5 – paragraph 2 – point c
Amendment 597 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 2 – point d
Article 5 – paragraph 2 – point d
Amendment 615 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 3
Article 5 – paragraph 3
Amendment 632 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 4
Article 5 – paragraph 4
Amendment 652 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 5
Article 5 – paragraph 5
Amendment 696 #
2020/0310(COD)
Proposal for a directive
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
Member States shall take the necessary measures to ensure that the social partners are involved in a timely and effective manner in statutory minimum wage setting and updating, including through participation in consultative bodies referred to in Article 5(5) and notably as concerns:
Amendment 705 #
2020/0310(COD)
Proposal for a directive
Article 7 – paragraph 1 – point a
Article 7 – paragraph 1 – point a
Amendment 710 #
2020/0310(COD)
Proposal for a directive
Article 7 – paragraph 1 – point b
Article 7 – paragraph 1 – point b
Amendment 714 #
2020/0310(COD)
Proposal for a directive
Article 7 – paragraph 1 – point c
Article 7 – paragraph 1 – point c
Amendment 717 #
2020/0310(COD)
Proposal for a directive
Article 7 – paragraph 1 – point d
Article 7 – paragraph 1 – point d
Amendment 768 #
2020/0310(COD)
Proposal for a directive
Article 10
Article 10
Amendment 782 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point a
Article 10 – paragraph 2 – point a
Amendment 783 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point a – point i
Article 10 – paragraph 2 – point a – point i
Amendment 785 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point a – point ii
Article 10 – paragraph 2 – point a – point ii
Amendment 791 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point a – point iii
Article 10 – paragraph 2 – point a – point iii
Amendment 797 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point a – point iv
Article 10 – paragraph 2 – point a – point iv
Amendment 800 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point b
Article 10 – paragraph 2 – point b
Amendment 803 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point b – point i
Article 10 – paragraph 2 – point b – point i
Amendment 805 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point b – point ii
Article 10 – paragraph 2 – point b – point ii
Amendment 810 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point b – point iii
Article 10 – paragraph 2 – point b – point iii
Amendment 815 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 1
Article 10 – paragraph 2 – subparagraph 1
Amendment 819 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 2
Article 10 – paragraph 2 – subparagraph 2
Amendment 822 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 3
Article 10 – paragraph 2 – subparagraph 3
Amendment 829 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 3
Article 10 – paragraph 3
Amendment 836 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 4
Article 10 – paragraph 4
Amendment 842 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 5
Article 10 – paragraph 5
Amendment 859 #
2020/0310(COD)
Proposal for a directive
Article 11 – paragraph 1
Article 11 – paragraph 1
Amendment 873 #
2020/0310(COD)
Proposal for a directive
Article 11 – paragraph 2
Article 11 – paragraph 2
Amendment 913 #
2020/0310(COD)
Proposal for a directive
Article 16 a (new)
Article 16 a (new)
Article 16 a This Directive shall not apply to the Kingdom of Sweden in any of its provisions.
Amendment 914 #
2020/0310(COD)
Proposal for a directive
Article 17 – paragraph 1 – introductory part
Article 17 – paragraph 1 – introductory part
1. Member States shall adopt the measures necessary to comply with this Directive by [twofour years from the date of entry into force]. They shall immediately inform the Commission thereof.
Amendment 40 #
2020/0030(NLE)
Proposal for a decision
Recital 1
Recital 1
(1) Member States and the Union are to work towards developing a coordinated strategy, in accordance with the distribution of powers between the EU and the Member States and the principles of subsidiarity and proportionality, for employment and particularly for promoting a skilled, trained and adaptable workforce, as well as labour markets that are responsive to economic change, with a view to achieving the objectives of full employment and social progress, balanced growth and a high level of protection and improvement of the quality of the environment set out in Article 3 of the Treaty on European Union. Member States shall regard promoting employment as a matter of common concern and shall coordinate their action in this respect within the Council, taking into account national practices related to the responsibilities of management and labour.
Amendment 47 #
2020/0030(NLE)
Proposal for a decision
Recital 1 a (new)
Recital 1 a (new)
(1a) The Union should respect each Member State’s unique model of regulating the labour market The limits of Union competences and the principles of subsidiarity and proportionality must be respected. Member States should decide on their own goals and pace of development and ensure that this is aligned with their economic conditions. Sweden should have a permanent opt out from all labour market regulation that could interfere with the Swedish model of regulating the same.
Amendment 49 #
2020/0030(NLE)
Proposal for a decision
Recital 2
Recital 2
Amendment 69 #
2020/0030(NLE)
Proposal for a decision
Recital 5
Recital 5
Amendment 89 #
2020/0030(NLE)
Proposal for a decision
Recital 7
Recital 7
Amendment 113 #
2020/0030(NLE)
Proposal for a decision
Recital 10
Recital 10
Amendment 121 #
2020/0030(NLE)
Proposal for a decision
Article 2 – paragraph 1
Article 2 – paragraph 1
The Member States shallcan take the guidelines set out in the Annex into account in their employment policies and reform programmes, which shall be reported in line with Article 148(3) TFEU.
Amendment 61 #
2019/2186(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Stresses that the unfair competitive advantages ofthat some operators within the platform economy have received over the traditional economy, basedy means onf social dumping and tax avoidance and evasion and so on, are unacceptable;
Amendment 63 #
2019/2186(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Points out that labour relations do not fall within the EU’s remit and are a matter for the Member States and the social partners;
Amendment 72 #
2019/2186(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls on the Commission to come up with a strategy to align thefoster dialogue between the social partners to ensure good working conditions ofor platform workers with those of regular employees, with full respect for the diversity of national labour market models and the autonomy of social partners;
Amendment 3 #
2019/2182(INL)
Motion for a resolution
Citation 12
Citation 12
Amendment 4 #
2019/2182(INL)
Motion for a resolution
Citation 13
Citation 13
Amendment 26 #
2019/2182(INL)
Motion for a resolution
Recital H a (new)
Recital H a (new)
Ha. whereas according to ECHA, asbestos is a non-threshold carcinogen;
Amendment 39 #
2019/2182(INL)
Motion for a resolution
Recital L
Recital L
Amendment 58 #
2019/2182(INL)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Points out that the safe removal of asbestos is directly connected to the following recent and upcoming Union policy initiatives: the new Union framework for health and safety, the Green Deal with the Renovation Wave, Next Generation EU and the Multiannual Financial Framework, Europe’s Beating Cancer Plan, the EU waste strategy and the circular economy package;
Amendment 60 #
2019/2182(INL)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Notes that asbestos is very dangerous to remove and there are cases where it is better not to remove asbestos, since undamaged asbestos is virtually safe;
Amendment 61 #
2019/2182(INL)
Motion for a resolution
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Points out that the Green Deal with the Renovation Wave should not be rushed and not lead to the unsafe removal of asbestos;
Amendment 62 #
2019/2182(INL)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Underlines that the safe removal of asbestos is an urgen difficult task and reiterates its call for a comprehensive and integrated approach connecting several policy areaspoints out that safe working conditions are the main priority;
Amendment 64 #
2019/2182(INL)
Motion for a resolution
Paragraph 3 – point e a (new)
Paragraph 3 – point e a (new)
(ea) a risk assessment that considers the risks involved for the worker regarding the removal of asbestos versus the risk of keeping it intact;
Amendment 72 #
2019/2182(INL)
Motion for a resolution
Paragraph 4
Paragraph 4
4. WelcomesTakes note of the Commission communication of 14 October 2020 entitled ‘A Renovation Wave for Europe’- greening our buildings, creating jobs, improving lives’, which seeks to renovate 35 million buildings by 2030; shares the view expressed in the communication that particular attention should be paid to protecting workers renovating old buildings from exposure to asbestos;
Amendment 102 #
2019/2182(INL)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Notes that the current Union minimum standard for the asbestos OELV is 100 000 fibres per m3 (0,1 fibres/cm3); highlights that some Member States apply much lower OELVs to protect the health of workers, for example an OELV of 2 000 fibres/m3 (0,002) in the Netherlands; highlights that other Member States, like Sweden, apply the current minimum standard;
Amendment 164 #
2019/2182(INL)
Motion for a resolution
Annex II – paragraph 1 – point 3 – paragraph 2
Annex II – paragraph 1 – point 3 – paragraph 2
Asbestos containing parts and materials already in use shall be removed and disposed of safely and not be repaired, or maintained, sealed, or covered.”;
Amendment 16 #
2019/0101(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) Regulation (EU) 2016/646219 introduced the dates of application of the RDE test procedure, as well as the compliance criteria for RDE. For that purpose, pollutant-specific conformity factors were introduced, and separate error margins were used to take account of statistical and technical uncertainties of the measurements conducted by means of Portable Emission Measurement Systems (PEMS). _________________ 21 Commission Regulation (EU) 2016/646 of 20 April 2016 amending Regulation (EC) No 692/2008 as regards emissions from light passenger and commercial vehicles (Euro 6) (OJ L 109, 26.04.2016, p.1).
Amendment 19 #
2019/0101(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) On 13 December 2018, the General Court delivered judgment in Joined Cases T-339/16, T-352/16 and T-391/162210 concerning an action for annulment of Regulation (EU) 2016/646. The General Court annulled the part of Regulation (EU) 2016/646 which established the conformity factors and error margins used to assess compliance of RDE test results with the emission limits laid down in Regulation (EC) No 715/2007. The Court found that only the legislator could introduce those conformity factors and error margins as they touched upon an essential element of Regulation (EC) No 715/2007. _________________ 22Judgment of 13 December 2018, Ville de Paris, Ville de Bruxelles and Ayuntamiento de Madrid v Commission, T-339/16, T- 352/16 and T-391/16, EU:T:2018:927.
Amendment 23 #
2019/0101(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) The General Court did not question the technical justification of the conformity factors and error margins. Therefore, and given that at the current stage of technological development there is still a discrepancy between emissions measured in real driving and those measured in a laboratory, it is appropriate to introduce the same conformity factors and error margins into Regulation (EC) No 715/2007.
Amendment 31 #
2019/0101(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) In order to allow manufacturers to comply with the Euro 6 emission limits in the context of RDE test procedure, the compliance criteria for RDE should be introduced in two steps. During the first step, upon the request of the manufacturer, a temporary conformity factor should apply, while as a second step only the final conformity factor should be used. The Commission should keep under review the final conformity factorserror margin in light of technical progress.
Amendment 35 #
2019/0101(COD)
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) It is necessary that the Commission take into account any standards adopted by the European Committee for Standardization (CEN) for a standard procedure to assess RDE measurement uncertainty with regard to gaseous and particle emissions.
Amendment 39 #
2019/0101(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) In order to contribute to the achievement of the Union’s air quality objectives and to reduce vehicle emissions, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union (TFUE) should be delegated to the Commission in respect of the detailed rules on the specific procedures, tests and requirements for type approval. That delegation should include supplementing Regulation (EC) No 715/2007 by such revised rules as well as the test cycles used to measure emissions; the requirements for the implementation of the prohibition on the use of defeat devices that reduce the effectiveness of emission control systems; the measures necessary for the implementation of the obligation of a manufacturer to provide unrestricted and standardised access to vehicle repair and maintenance information; the adoption of a revised measurement procedure for particulates. The delegation should further include amending Regulation (EC) No 715/2007 for the purposes of revising the final conformity factors downwarderror margins to reflect technical progress in PEMS and recalibrating the particulate mass based limit values and introducing particle number based limit values. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations are conducted in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2016. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council should receive all documents at the same time as Member States’ experts, and their experts systematically should have access to meetings of Commission expert groups dealing with the preparation of delegated acts.
Amendment 48 #
2019/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a
Article 1 – paragraph 1 – point 3 – point a
Regulation (EC) No 715/2007
Article 4 – paragraph 1 – subparagraph 2
Article 4 – paragraph 1 – subparagraph 2
Those obligations include meetingcomplying with the emission limits set out in Annex I. For the purposes of determining compliance with the Euro 6 emission limits set out in Table 2 of Annex I, the emission values determined during any valid Real Driving Emissions (RDE) test shall be divided by the applicable conformity factor or, where specified, by the sum of the applicable conformity factor and error margin set out in Table 2a of Annex I. The result shall remain belowcomply with the Euro 6 emission limits set out in Table 2 of that Annex.;
Amendment 56 #
2019/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Regulation (EC) No 715/2007
Article 14 – paragraph 2 – introductory part
Article 14 – paragraph 2 – introductory part
2. The Commission is empowered to adopt delegated acts in accordance with Article 14a in order to adopt the following measures based on the results of the UNECE Particulate Measurement Programme, conducted under the auspices of the World Forum for Harmonisation of Vehicle Regulations, without lowering the level of environmental protection within the Union:
Amendment 57 #
2019/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Regulation (EC) No 715/2007
Article 14 – paragraph 2 – point a
Article 14 – paragraph 2 – point a
Amendment 59 #
2019/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Regulation (EC) No 715/2007
Article 14 – paragraph 2 – point b
Article 14 – paragraph 2 – point b
Amendment 67 #
2019/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Regulation (EC) No 715/2007
Article 14 – paragraph 3 – point b
Article 14 – paragraph 3 – point b
(b) amending this Regulation in order to adapt to technical progress the pollutant- specific final conformity factmargin of errors set out in Table 2a to Annex I.;
Amendment 69 #
2019/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 a (new)
Article 1 – paragraph 1 – point 10 a (new)
Regulation (EC) No 715/2007
Article 14 – paragraph 5 a (new)
Article 14 – paragraph 5 a (new)
(10a) In Article 14, the following paragraph is added: 5a. The Commission shall take into account any standards adopted by the European Committee for Standardization (CEN) which provide a technically sound approach to assess RDE measurement uncertainty with regard to gaseous and particle emissions, with the aim of requiring the use of such a standard under this Regulation in order for an appropriate authority to verify a specific margin of uncertainty for PEMS applications and to consider if that is sufficient to replace the specific margins of error indicated in Table 2a in Annex I to this Regulation or to complement it.
Amendment 75 #
2019/0101(COD)
Proposal for a regulation
Annex – paragraph 1
Annex – paragraph 1
Regulation (EC) No 715/2007
Annex I – table 2a
Annex I – table 2a
Table 2a: Real Driving Emissions Conformity Factors Oxides of Number of Carbon Total Combined nitrogen (NOx) particles (PN) monoxide hydrocarbons hydrocarbons (CO)(1) (THC) and oxides of nitrogen (THC + NOx) CFpollutant-final (2) 1.43 1.5 CF pollutant-temp 2.1 1.5 (3)1 + margin, wit 1 + margin, wit h margin = h margin = 0,43 (3a) 0,5 (3a) CF pollutant-temp 2,1 1 + margin, wit (3) h margin = 0,5 (1) CO emissions shall be measured and recorded for all RDE tests. (2) CF pollutant-final is the conformity is the conformity factor used to determine compliance with the Euro 6 emission limits by taking into accountexpressed as the sum of the target for vehicle emissions performance and the technical uncertainties linked with the use of the Portable Emission Measurement Systems (PEMS)., i.e. margin (of error). (3)CF pollutant-temp is the temporary conformity factor that may be used upon request of the manufacturer as an alternative to CFpollutant-final during a period of 5 years and 4 months following the dates specified in Article 10(4) and (5) (3a)The Commission shall take into account any standards adopted by the European Committee for Standardization (CEN) which provide a technically sound approach to assess RDE measurement uncertainty with regard to gaseous and particle emissions, with the aim of requiring the use of such as standard within this Regulation in order for an appropriate authority to verify a specific margin of uncertainty for PEMS applications and to consider if that is sufficient to replace the specific margins of error indicated in Table 2a in Annex I to this Regulation or to complement it.” .
Amendment 39 #
2019/0017(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) The objective of Regulation (EU) 2015/757 is to monitor, report and verify CO2 emissions from ships calling at EEA ports as the first step of a staged approach to reduce greenhouse gas emissions. Thisnd it should not be seen as an opportunity to introduce new obligations and commitments that move beyond the collection of data. The monitoring, reporting and verifying 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 global IMO DCS should be taken into account and this Regulation ensures the continued comparability and reliability of collected data based on a single set of requirements. 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 62 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 3 a (new)
Article 1 – paragraph 3 a (new)
Regulation (EU) 2015/757
Article 9 – paragraph 2 – point b
Article 9 – paragraph 2 – point b
(3a) in Article 9, paragraph 2, point b is replaced by the following: "(b) the ship, according to its schedule, performs more than 300 voyages during the reporting period. " Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32015R0757)
Amendment 83 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 6 a (new)
Article 1 – paragraph 6 a (new)
Regulation (EU) 2015/757
Article 22 a (new)
Article 22 a (new)
(6a) A new Article 22a is inserted: ‘Article 22a Review The Commission shall review the functioning of Regulation (EU) 2015/757, taking into account the additional experience gained during the implementation of that Regulation and of the global data collection system for ship fuel oil consumption data established by the International Maritime Organisation (IMO), in order to ensure maximum compatibility between the two systems and eliminate reporting requirements.’
Amendment 108 #
2017/0123(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) The rules on national transport performed on a temporary basis by non- resident hauliers in a host Member State ('cabotage') should be clear, simple and easy to enforce, while broadly maintaining the level of liberalisation achieved so far.
Amendment 116 #
2017/0123(COD)
Proposal for a regulation
Recital 14
Recital 14
Amendment 158 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Förordning (EG) nr 1071/2009
Artikel 1 – point 6
Artikel 1 – point 6
Amendment 367 #
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 – point 2
Article 8 – point 2
Amendment 404 #
2017/0123(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 5 a (new)
Article 2 – paragraph 1 – point 5 a (new)
Regulation (EC) No 1072/2009
Article 8 – paragraph 2 b (new)
Article 8 – paragraph 2 b (new)
(5a) Article 8 The following paragraph 2b is inserted: After a transport operation in the host country has been completed, the vehicle or, in the case of a coupled combination, the motor vehicle of that same vehicle, shall return to the Member State where the transport undertaking is established.
Amendment 40 #
2016/0170(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point j
Article 1 – paragraph 1 – point 1 – point j
Directive 2009/45/EC
Article 2 – point z c
Article 2 – point z c
(zc) ‘traditional ship’ means anyll kinds of historical passenger ship designed before 1965 and their replicas built predominantly with the original materials,ships and their replicas including those designed to encourage and promote traditional skills and seamanship, that together serve as living cultural monuments, operated according to traditional principles of seamanship and technique;
Amendment 53 #
2015/2349(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
Amendment 67 #
2015/2349(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Takes the view that the exemptions granted for light commercial vehicles are no longer justified; points out that the same rules ought to apply to all commercial vehicles;
Amendment 128 #
2015/2255(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Notes that European Parliament and Council Regulation (EC) No 1072/2009 has led to serious disruption on national transport markets in several Member States;
Amendment 196 #
2015/2255(INI)
Draft opinion
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Takes the view that European Parliament and Council Regulation (EC) No 1072/2009 needs to be improved in order to overcome the serious disruption that occurred on national transport markets in several Member States after the regulation was introduced;
Amendment 105 #
2015/2005(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Stresses that a European sustainable mobility policy must look at synergies between all corridors, all modes of transport and also take transhipment platforms into account; mobility should be envisaged as a system rather than a collection of individual modes;
Amendment 127 #
2015/2005(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Calls on the Commission to submit a proposal to provide for the internalisation of the external costs of all modes of freight and passenger transport, applying common principles and taking into account the specificity of each mode; calls for concrete measures to ensure a wider application of the ‘user pays’ and ‘polluter pays’ principles, and a level playing field between transport modes;
Amendment 330 #
2015/2005(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Urges the Commission to especially look into the increasing problems the liberalisation of the road haulage market has led to as regards safety, environmental and social aspects;
Amendment 363 #
2015/2005(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
Amendment 487 #
2015/2005(INI)
Motion for a resolution
Paragraph 26 – indent 5
Paragraph 26 – indent 5
– a legislative proposal setting mandatory limits on average CO2 emissions from newly registered heavy- duty vehicles (trucks, buses and coaches), as is already the case for cars and vans; a revised test cycle to ensure that CO2 and pollutant emissions from vehicles are reduced under real-world driving conditions,
Amendment 508 #
2015/2005(INI)
Motion for a resolution
Paragraph 26 – indent 6 a (new)
Paragraph 26 – indent 6 a (new)
- an evaluation by the Commission of the impact of Regulation 1072/2009 on common rules for access to the international road haulage market;
Amendment 580 #
2015/2005(INI)
Motion for a resolution
Paragraph 28 – indent 1 a (new)
Paragraph 28 – indent 1 a (new)
- additional measures to maintain and further develop attractive, safe and sustainable quality shipping and to ensure open maritime markets and access to cargoes without restraints, underlining in particular that European shipping faces significant challenges in relation to strengthened environmental requirements,
Amendment 605 #
2015/2005(INI)
Motion for a resolution
Paragraph 28 – indent 6
Paragraph 28 – indent 6
Amendment 83 #
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 to 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, therefore, appropriate to redirect part of the funding presently envisaged for those programmes to the benefit of EFSI. __________________ 3Regulation (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).unallocated resources should be used, avoiding to affect programmes already planned with the purpose of investment; considering the current crisis, in any case programmes aiming at competitiveness for growth and employment should not be affected;
Amendment 85 #
2015/0009(COD)
Proposal for a regulation
Recital 29 a (new)
Recital 29 a (new)
(29 a) Many existing programmes already provide the possibility to use innovative financial instruments and should therefore be maintained and not replaced by new instruments with a higher risk for the investment.
Amendment 90 #
2015/0009(COD)
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
(32 a) Member States and the European Parliament, as Commission and EIB, should be active part of the strategic, political and operative body to manage and control EFSI;
Amendment 92 #
2015/0009(COD)
Proposal for a regulation
Recital 33
Recital 33
(33) Although the projects identified under the project pipeline may be used by the EIB in the identification and selection of EFSI supported projects, the project pipeline should have a broader scope of identifying projects across the Union. This scope may include projects that are capable of being fully financed by the private sector or with the assistance of other instruments provided at European or national level. The EFSI should be able to support financing and investment to projects identified by the project pipeline, but there should be no automaticity between inclusion on the list and access to EFSI support and the EFSI be conferred with discretion to select and support projects that are not included on the list. Priority should be given to high quality projects using innovative technologies, promoting sustainability particularly in transport, telecommunication and energy sectors, strengthening the connections between these sectors, with higher efficiency and lower impact on environment and on the health of the people. Social aspects should be taken into account as well.
Amendment 109 #
2015/0009(COD)
Proposal for a regulation
Article 3 – paragraph 2 – subparagraph 1
Article 3 – paragraph 2 – subparagraph 1
For as long as the only contributors to the EFSI are the Union and the EIB, the number of members and votes within the Steering Board shall be allocated based on the respective size of contributions in the form of cash or guarantees. The number of members shall reflect the different sectors and each Member State should be represented by a member in the Steering Board, in order to guarantee both a geographical and sectoral repartition. The European Parliament should be represented as well.
Amendment 129 #
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 transport infrastructure, including in the areas of transport, particular for the priorities as defined in Regulation (EU) 1316/2013 (CEF), and in particularly in industrial centres; energy, in particular energy interconnections; and digital infrastructurefrastructure with higher energy efficiency and environmental sustainable; transport investments should represent at least 33% of the total investments under EFSI;
Amendment 138 #
2015/0009(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1 – point a a (new)
Article 5 – paragraph 2 – subparagraph 1 – point a a (new)
(a a) energy, in particular energy interconnections;
Amendment 143 #
2015/0009(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1 – point b
Article 5 – paragraph 2 – subparagraph 1 – point b
(b) investment in education and training, health, research and development, information and communications technology and innovation, in particular to strengthen the connections between sustainable transport, telecommunication and energy;
Amendment 189 #
2015/0009(COD)
Proposal for a regulation
Article 13 – paragraph 1 a (new)
Article 13 – paragraph 1 a (new)
EIB shall publish also all the relevant information about the impact of the projects financed under EFSI, with particular regards to environment, health and social issues.
Amendment 195 #
2015/0009(COD)
Proposal for a regulation
Article 19
Article 19
Amendment 15 #
2014/2817(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the EaP has created a meaningful political framework for deepening relations, accelerating political association and furthering economic integration between the EU and Moldova - two entities linked by strong geographical, historical and cultural ties - by supporting political and socio-economic reforms and facilitating approximation;
Amendment 18 #
2014/2817(INI)
Motion for a resolution
Recital D
Recital D
Amendment 22 #
2014/2817(INI)
Motion for a resolution
Recital E
Recital E
E. whereas stronger political and economic ties will bring greater stability and prosperity to the whole European continent; whereas cooperation of this kind is based on common values in terms of human rights, fundamental freedoms and the rule of law, and is inspired by our vision of the unique value of each person; and that is why each member state has to ensure their sovereignty;
Amendment 26 #
2014/2817(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. WDoes not warmly welcomes the signature of the Association Agreement, as constituting a significant step forbackward in EU-Moldova relations and embodying a commitment to the path of political association and economic integration; stresses that full implementation thereof is key and more expenses;
Amendment 36 #
2014/2817(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Emphasises that the Agreement is for the benefit of the whole population; calls on MoldovaMoldova; calls on Moldova and not the member-states to ensure that the reforms are anchored and deeply rooted in the institutional framework;
Amendment 41 #
2014/2817(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Welcomes the Association Agenda, which creates a practical framework to achieve the overriding objectives of the Association Agreement and should be the guiding framework for EU-Moldova relations, without any expenses for the current member states in this time of crisis;
Amendment 42 #
2014/2817(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Stresses that both Moldova and the EU should be involved in the implementation of the Agenda, and that the priorities set out therein should receive appropriate technical and financial support; calls on the Commission to be guided by these priorities when programming financing for Moldova; emphasises the need to improve absorption capacity in Moldova in order to ensure the efficient implementation of projects and use of financing; calls on the parties to identify the training needs required to ensure that Moldova is able to carry out its obligations under the Agreement and Agenda;
Amendment 57 #
2014/2817(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Calls on Moldova to tackle with renewed strength the reform of the judiciary and the law enforcement systems; stresses the need to intensify the fight against corruption at all levels, inter alia by fully implementing the legislative package adopted in 2013; calls on the Moldovan authorities to ensure that the mechanisms belonging to the anti-corruption system, particularly the National Anti-Corruption Centre and the National Integrity Centre, are properly financed and staffed and free from undue influence, without any expenses for the current member states in this time of crises;
Amendment 72 #
2014/2817(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Continues to emphasise the need for a transparent business and investment environment and appropriate regulatory reform, in order to boost the competitiveness of the Moldovan economy, encourage foreign direct investment and secure the sustainability of the measures taken to address the structural economic problems, without any expenses for the current member states in this time of crises;
Amendment 77 #
2014/2817(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Supports fully the Commission’s initiatives aimed at countering the effects of the Russian embargo on Moldovan products, including by providing financial support and extending and deepening the Autonomous Trade Preferencesno financial support;
Amendment 86 #
2014/2817(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Calls on Chisinau and Tiraspol to continue to engage constructively in order to find an effective solution to the Transnistria conflict and to take concrete steps to improve the lives of the region’s population; stresses that the so-called ‘5+2’ framework for negotiations has so far failed to ensure a solution, and calls on the HR/VP and the EEAS to proactively seek an improved process for solving this conflict without a greater role for the EU, because that means more expenses for the member states; notes the need to ensure that the Transnistrian region, as an integral part of Moldova, is covered by the reach and effects of the Agreement;
Amendment 94 #
2014/2817(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Stresses that Russia’s concerns regarding the association process of the EU’s Eastern neighbours must be adequately addressed and understood, so as to ease fears of new geopolitical dividing lines on the European continent; notes that each country has every right to make its own political choices, but that the EU’s engagement with the Eastern partners aims to spread prosperity and increase political stability, from which the whole region will ultimately gain;
Amendment 99 #
2014/2817(INI)
Motion for a resolution
Paragraph 23 a (new)
Paragraph 23 a (new)
23a. Calls on every member state to hold a referendum on the decision to conclude the Agreement;
Amendment 17 #
2014/2242(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas some 73% of Europe's population live in towns and cities, and whereas this figure is expected to reach 82% by 2050;
Amendment 33 #
2014/2242(INI)
Motion for a resolution
Recital B b (new)
Recital B b (new)
Bb. whereas improved sustainable mobility that is easily accessible and usable by all can be an important driving force for the promotion of tourism and the economic recovery of many places that are currently going through a crisis;
Amendment 41 #
2014/2242(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas, according to the European Platform on Mobility Management (EPOMM), at least 25 % of journeys in metropolitan areas are work- or study- related, and whereas the average distance travelled by motorised means of transport is between 9 and 22 km;
Amendment 59 #
2014/2242(INI)
Motion for a resolution
Recital E b (new)
Recital E b (new)
Eb. whereas proceeds from the sale of transport tickets cover only minimally the overall cost of transport systems and whereas the revenue is reinvested in sectors other than mobility;
Amendment 60 #
2014/2242(INI)
Motion for a resolution
Recital E c (new)
Recital E c (new)
Ec. whereas free transport for residents in urban areas would have a countless number of other advantages in terms of incentivising sustainable urban mobility, in addition to indirect economic benefits and direct environmental and health benefits;
Amendment 111 #
2014/2242(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Considers it necessary to promote policies to reduce travel to and from the workplace by encouraging, inter alia, teleworking, ICT technologies and teleconferencing;
Amendment 390 #
2014/2242(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Points out that the safety of pedestrians and drivers must always be viewed as a key element of all urban sustainable transport planning;
Amendment 429 #
2014/2242(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
25a. Calls on Member States to introduce tax incentives for electric vehicles, such as reduced rates of VAT or exemption from road tax;
Amendment 432 #
2014/2242(INI)
Motion for a resolution
Paragraph 25 d (new)
Paragraph 25 d (new)
25d. Calls on Member States to introduce tax incentives or other economic incentives for businesses which grant fringe benefits in support of sustainable mobility, such as travel by foot, cycling, use of public and private collective transport and use of electric vehicles;
Amendment 2 #
2014/2130(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Proposes that Parliament should not grant the Executive Director of the SESAR Joint Undertaking discharge in respect of the implementation of its budget for the financial year 2013.
Amendment 2 #
2014/2111(DEC)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Highlights the constant problems in the monitoring of calls for tender and operating activities; stresses that ex-ante checks should be tightened up and ex-post checks introduced, as a means of verifying performances;
Amendment 7 #
2014/2111(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Laments the fact there are still two separate seats of the ERA (in Lille and Valenciennes) and the unnecessary additional budgetary costs this creates;
Amendment 9 #
2014/2111(DEC)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Calls for a single seat for the ERA to be established in a location easily accessible using public transport, as already requested by the European Parliament in its Decision 2013/2228(DEC);
Amendment 10 #
2014/2111(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Laments the lack of transparency in the recruitment procedure; stresses that a transparent public selection procedure should be adopted for recruiting external experts;
Amendment 17 #
2014/2111(DEC)
Draft opinion
Paragraph 7
Paragraph 7
7. Proposes that Parliament should not grant the Executive Director of the European Railway Agency discharge in respect of the implementation of the Agency's budget for the financial year 2013.
Amendment 1 #
2014/2106(DEC)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Draws attention to the constant problems in monitoring calls for tender and operating activities; calls for ex ante controls to be improved and ex post controls introduced for the purpose of verifying performance;
Amendment 6 #
2014/2106(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Deplores the fact that there is no transparency in recruitment procedures; calls for the adoption of a transparency protocol setting out a public procedure for the selection of external experts;
Amendment 7 #
2014/2106(DEC)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Notes that the EASA too will have to cut its staff by 2018;
Amendment 12 #
2014/2106(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Proposes that Parliament should not grant the Executive Director of the European Aviation Safety Agency discharge in respect of the implementation of the Agency’s budget for the financial year 2013.
Amendment 3 #
2014/2105(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Draws attention to the constant problems in monitoring calls for tender and operating activities; calls for ex ante controls to be improved and ex post controls introduced for the purpose of verifying performance;
Amendment 4 #
2014/2105(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Deplores the fact that there is no transparency in recruitment procedures; calls for the adoption of a transparency protocol setting out a public procedure for the selection of external experts;
Amendment 5 #
2014/2105(DEC)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Notes that the EMSA too will have to cut its staff by 2018;
Amendment 7 #
2014/2105(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Proposes that Parliament should not grant the Executive Director of the European Maritime Safety Agency discharge in respect of the implementation of the Agency’s budget for the financial year 2013.
Amendment 1 #
2014/2075(DEC)
Draft opinion
Paragraph 2
Paragraph 2
2. Welcomes the fact that the residual error rate in 2013 is below 2 % for the TEN-T programme, the Marco Polo programme managed by the Executive Agency for Competitiveness and Innovation (EACI) and the Joint Undertakings for which DG MOVE is responsible (SESAR and Fuel Cells and Hydrogen (FCH)); regrets, however,Highlights the constant problems in the monitoring of calls for tender and operating activities; regrets that the residual error rate for FP7 for research in the transport sector remains above 2 % in 2013 (2,82 %); notes that the main reasons foralthough errors under research programmes are often the result of the complexity of the eligibility rules in the basic acts and the lack of capacity for full ex ante control over the claims of all beneficiaries, numbering in the thousands, ex ante checks are not sufficiently effective; stresses that ex post controls should be introduced as a means of verifying performance; expects that the radical simplifications which have been proposed in Horizon 2020 will contribute to significant decrease in errors;
Amendment 2 #
2014/2075(DEC)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Deplores the illegal practice of awarding contracts directly without conducting a public procedure, as highlighted by the Court of Auditors in connection with a TEN-T project in Germany in which contracts for additional construction works for an airport passenger terminal were declared for cofinancing (similar cases have arisen in Belgium, the Czech Republic, Germany, Spain, Italy and Sweden);
Amendment 3 #
2014/2075(DEC)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Deplores the use of illegal award criteria, which results in contracts being awarded in an irregular manner, and the making of changes contracts’ scope following the completion of tender procedures, as highlighted by the Court of Auditors in connection with ERDF projects in Spain;
Amendment 7 #
2014/2075(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Deplores the serious failures to comply with public procurement rules highlighted by the Court of Auditors and involving the direct award of additional works in the absence of unforeseen circumstances, the use of illegal award procedures and the making of changes to contracts’ scope following the completion of tender procedures;
Amendment 9 #
2014/2075(DEC)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Points out that the errors detected are not confined to procedural flaws but include the unlawful use of funds by firms at the centre of arrests and investigations into links with organised crime, as occurred in connection with the Mestre bypass in Italy;
Amendment 15 #
2014/2075(DEC)
Draft opinion
Paragraph 5
Paragraph 5
5. Proposes that in relation to the sectors for which the Committee on Transport and Tourism is responsible, Parliament should not grants the Commission discharge in respect of the implementation of the Union general budget for the financial year 2013, as soon as the whole budget receives a Positive Statement of Assurance from the Court of Auditors.
Amendment 2 #
2014/0218(COD)
Proposal for a directive
Recital 2
Recital 2
(2) However, due to a lack of appropriate procedures and notwithstanding existing possibilities under Council Decision 2008/615/JHA7 and Council Decision 2008/616/JHA8 (the 'Prüm Decisions'), sanctions in the form of financial penalties for certain road traffic offences are often not enforced if those offences are committed with a vehicle, which is registered in a Member State other than the Member State where the offence took place. This Directive aims to ensure that even in such cases, the effectiveness of the investigation of road safety related traffic offences should be ensured in every Member State. __________________ 7 Council Decision 2008/615/JHA of 23 June 2008 on the stepping up of cross- border cooperation, particularly in combating terrorism and cross-border crime (OJ L 210, 6.8.2008, p. 1). 8 Council Decision 2008/616/JHA of 23 June 2008 on the implementation of Decision 2008/615/JHA on the stepping up of cross-border cooperation, particularly in combating terrorism and cross-border crime (OJ L 210, 6.8.2008, p. 12).
Amendment 5 #
2014/0218(COD)
Proposal for a directive
Recital 7
Recital 7
(7) In order to improve road safety throughout the Union and to ensure equal treatment of drivers, namely resident and non-resident offenders, enforcement should be facilitated irrespective of the Member State of registration of the vehicle. To this end, a system of cross-border exchange of information should be used for certain identified road safety related traffic offences, regardless of their administrative or criminal nature under the law of the Member State concerned, granting the Member State of the offence access to vehicle registration data (VRD) of the Member State of registration. That system of cross border exchange/VRD/It Should also include information on, whether the driver license is valid or not, since there is a growing problem with fake licenses which can be very easily bought over internet.
Amendment 140 #
2013/0157(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) Each service provider, and especially one that is a new market entrant, should apply the relevant provisions and rules including applicable labour laws and applicable collective agreements.
Amendment 529 #
2013/0157(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
Amendment 542 #
2013/0157(COD)
Proposal for a regulation
Article 11 a (new)
Article 11 a (new)
Article 11a Pilotage Exemption Certificates 1. Member States shall grant Pilotage Exemption Certificates. 2. The requirements set for the Pilotage Exemption Certificates should be transparent, non-discriminatory and not go beyond what is necessary to fulfil the objectives which they pursue.
Amendment 601 #
2013/0157(COD)
Proposal for a regulation
Article 14 – paragraph 5
Article 14 – paragraph 5
Amendment 688 #
2013/0157(COD)
Proposal for a regulation
Article 21
Article 21
Amendment 3 #
2013/0105(COD)
Proposal for a directive
Recital 1
Recital 1
(1) The need to reduce greenhouse gas emissions, particularly carbon dioxide (CO2) emissions, to improve road safety, to adapt the relevant legislation to technological developments and changing market needs and to facilitate intermodal transport operations, while ensuring undistorted competition, something Regulation (EC) No 1072/2009 has failed to do, and protecting the road infrastructure, must be emphasised.
Amendment 6 #
2013/0105(COD)
Proposal for a directive
Recital 12
Recital 12
(12) In order to ensure undistorted competition between operators and to improve the detection of infringements, Member States should, by …6 , take specific measures to identify vehicles or vehicle combinations in circulation that are likely to have exceeded the relevant weight limits and should therefore be checked. Such identification may be carried out by means of weighing mechanisms built into the road infrastructure, or by means of on- board sensors in vehicles that communicate data remotely to the relevant authorities. Such on-board data shall be made available also to the driver. Every year each Member State should perform an appropriate number of vehicle weight checks. The number of such checks shouldall be proportionate to the total number of vehicles inspected each year in the Member State concerned. __________________ 6+ OJ: Please, insert the date: six years from the entry into force of this amending Directive.
Amendment 8 #
2013/0105(COD)
Proposal for a directive
Recital 13
Recital 13
(13) In order to ensure compliance with this Directive, Member States should lay down rules on penalties for infringements of this Directive and should ensure their implementation. Those penalties should be effective, non-discriminatory, proportionate and dissuasive. Penalties should, if practically possible, be paid on the spot.
Amendment 9 #
2013/0105(COD)
Proposal for a directive
Recital 17
Recital 17
(17) The Commission shouldall not adopt implementing acts relating to the operational requirements regarding the use of aerodynamic devices or detailed specifications on on-board weighing equipment where the committee established pursuant to this Directive delivers no opinion on the draft implementing act presented by the Commission.
Amendment 10 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 96/53/EC
Article 8b – paragraph 2a (new)
Article 8b – paragraph 2a (new)
2a. The devices referred to in paragraph 1 shall meet the following operational conditions: (a) in circumstances where the safety of other road users or of the driver is at risk, those devices shall be folded, retracted or removed by the driver; (b) their use on urban and inter urban road infrastructures shall take into account the special characteristics of areas where the allowed maximum speed limit does not exceed 50 km/h and where more vulnerable road users are more likely to be present; and (c) the use of those devices shall be compatible with intermodal transport operations. In particular, when retracted or folded, those devices shall not increase the maximum authorised length by more than 20 cm. (d) the devices should be safe and practical for the driver.