Activities of Gheorghe FALCĂ
Plenary speeches (30)
Clean air zone in EU cities (debate)
One-minute speeches on matters of political importance (debate)
Preparation of the European Council meeting of 19 June 2020 - Recommendations on the negotiations for a new partnership with the United Kingdom of Great Britain and Northern Ireland (debate)
European protection of cross-border and seasonal workers in the context of the COVID-19 crisis (debate)
European Semester: annual sustainable growth strategy 2021 – European Semester: employment and social aspects in the annual sustainable growth strategy 2021 (debate)
Implementation of the Ambient Air Quality Directives (debate)
New EU-Africa Strategy (debate)
European solutions to the rise of energy prices for businesses and consumers: the role of energy efficiency and renewable energy and the need to tackle energy poverty (debate)
European Partnership on Metrology (debate)
The EU's role in combating the COVID-19 pandemic: how to vaccinate the world (continuation of debate)
European Year of Youth 2022 (debate)
Deliberations of the Committee on Petitions in 2020 (debate)
Strengthening Europe in the fight against cancer(debate)
Foreign interference in all democratic processes in the EU (debate)
Discharge 2020 (debate)
Revision of the EU Emissions Trading System - Social Climate Fund - Carbon border adjustment mechanism - Revision of the EU Emissions Trading System for aviation - Notification under the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) (joint debate – Fit for 55 (part 1))
EU-Western Balkans relations in light of the new enlargement package (continuation of debate)
Political situation in Tunisia (debate)
Lukashenka regime's active role in the war against Ukraine (debate)
Defending democracy from foreign interference (debate)
Council of Europe Convention on preventing and combating violence against women and domestic violence: EU accession (continuation of debate)
Energy performance of buildings (recast) (debate)
European Semester for economic policy coordination 2023 - European Semester for economic policy coordination: Employment and social priorities for 2023 (debate)
Revision of the EU Emissions Trading System - Monitoring, reporting and verification of greenhouse gas emissions from maritime transport - Carbon border adjustment mechanism - Social Climate Fund - Revision of the EU Emissions Trading System for aviation (debate)
Energy storage (debate)
Accession to the Schengen area (short presentation)
Corrupt large-scale sale of Schengen visas (debate)
Recent developments in the Serbia-Kosovo dialogue, including the situation in the northern municipalities in Kosovo (debate)
Measures for a high level of public sector interoperability across the Union (Interoperable Europe Act) (debate)
Driving licences (debate)
Reports (1)
REPORT on the deliberations of the Committee on Petitions in 2020
Shadow reports (4)
REPORT on the outcome of the Committee on Petitions’ deliberations during 2019
REPORT on the European Semester for economic policy coordination: Employment and Social Aspects in the Annual Sustainable Growth Strategy 2021
REPORT on the proposal for a regulation of the European Parliament and of the Council laying down measures for a high level of public sector interoperability across the Union (Interoperable Europe Act)
REPORT on job creation – the just transition and impact investments
Opinions (17)
OPINION on the recommendations on the negotiations for a new partnership with the United Kingdom of Great Britain and Northern Ireland
OPINION on cohesion policy and regional environment strategies in the fight against climate change
OPINION on discharge in respect of the implementation of the budget of the SESAR Joint Undertaking for the financial year 2020
OPINION on discharge in respect of the implementation of the budget of the Shift2Rail Joint Undertaking (now the Europe’s Rail Joint Undertaking) for the financial year 2020
OPINION on discharge in respect of the implementation of the budget of the Clean Sky 2 Joint Undertaking for the financial year 2020
OPINION on discharge in respect of the implementation of the budget of the European Union Agency for Railways for the financial year 2020
OPINION on discharge in respect of the implementation of the budget of the European Union Aviation Safety Agency for the financial year 2020
OPINION on discharge in respect of the implementation of the budget of the European Maritime Safety Agency for the financial year 2020
OPINION on discharge in respect of the implementation of the budget of the Clean Aviation Joint Undertaking for the financial year 2021
OPINION on discharge in respect of the implementation of the budget of the European Union for the financial year 2021, Section III – Commission and executive agencies
OPINION on discharge in respect of the implementation of the budget of the European Maritime Safety Agency for the financial year 2021
OPINION on discharge in respect of the implementation of the budget of the European Union Aviation Safety Agency for the financial year 2021
OPINION on discharge in respect of the implementation of the budget of the European Union Agency for Railways for the financial year 2021
OPINION on discharge in respect of the implementation of the budget of the Single European Sky ATM Research 3 Joint Undertaking for the financial year 2021
OPINION on discharge in respect of the implementation of the budget of the Europe’s Rail Joint Undertaking for the financial year 2021
OPINION on the proposal for a regulation of the European Parliament and of the Council on Measures to strengthen solidarity and capacities in the Union to detect, prepare for and respond to cybersecurity threats and incidents
Opinion on the Guidelines for the 2025 Budget – Section III
Shadow opinions (19)
OPINION Proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) No 1303/2013 as regards exceptional additional resources and implementing arrangements under the Investment for growth and jobs goal to provide assistance for fostering crisis repair in the context of the COVID-19 pandemic and preparing a green, digital and resilient recovery of the economy (REACT-EU)
OPINION on the implementation of the Ambient Air Quality Directives: Directive 2004/107/EC and Directive 2008/50/EC
OPINION on A European strategy for energy system integration
OPINION on Guidelines for the 2022 Budget - Section III
OPINION on fair working conditions, rights and social protection for platform workers – new forms of employment linked to digital development
OPINION on the challenges for urban areas in the post-COVID-19 era
OPINION on the implementation report on the Recovery and Resilience Facility
OPINION on the proposal for a Regulation of the European Parliament and the Council establishing a Social Climate Fund
OPINION on the proposal for a Council directive restructuring the Union framework for the taxation of energy products and electricity (recast)
OPINION on the implementation of the Updated New Industrial Strategy for Europe: aligning spending to policy
OPINION on the proposal for a directive of the European Parliament and of the Council on improving working conditions in platform work
OPINION on the general budget of the European Union for the financial year 2024 – all sections
OPINION on discharge in respect of the implementation of the general budget of the European Union for the financial year 2022, Section III – Commission and executive agencies
OPINION on discharge in respect of the implementation of the budget of the Clean Aviation Joint Undertaking for the financial year 2022
OPINION on discharge in respect of the implementation of the budget of the European Union Aviation Safety Agency for the financial year 2022
OPINION on discharge in respect of the implementation of the budget of the European Maritime Safety Agency for the financial year 2022
OPINION on discharge in respect of the implementation of the budget of the Europe’s Rail Joint Undertaking for the financial year 2022
OPINION on discharge in respect of the implementation of the budget of the Single European Sky ATM Research 3 Joint Undertaking for the financial year 2022
OPINION on discharge in respect of the implementation of the budget of the European Union Agency for Railways for the financial year 2022
Institutional motions (43)
MOTION FOR A RESOLUTION on the commemoration of the 30th anniversary of the Romanian revolution of December 1989
MOTION FOR A RESOLUTION on European protection of cross-border and seasonal workers in the context of the COVID-19 crisis
on the Russian aggression against Ukraine
MOTION FOR A RESOLUTION the EU Protection of children and young people fleeing because of the war in Ukraine
MOTION FOR A RESOLUTION on the conclusions of the European Council meeting of 24-25 March 2022, including the latest developments of the war against Ukraine and the EU sanctions against Russia and their implementation
JOINT MOTION FOR A RESOLUTION on the conclusions of the European Council meeting of 24-25 March 2022, including the latest developments of the war against Ukraine and the EU sanctions against Russia and their implementation
MOTION FOR A RESOLUTION on the State of play on the EU-Moldova cooperation
the State of play on the EU-Moldova cooperation
MOTION FOR A RESOLUTION on the fight against impunity for war crimes in Ukraine
JOINT MOTION FOR A RESOLUTION on the fight against impunity for war crimes in Ukraine
MOTION FOR A RESOLUTION on the candidate status of Ukraine, the Republic of Moldova and Georgia
JOINT MOTION FOR A RESOLUTION on the candidate status of Ukraine, the Republic of Moldova and Georgia
MOTION FOR A RESOLUTION on violations of human rights in Uganda and Tanzania linked to the investments in fossil fuels projects
MOTION FOR A RESOLUTION on human rights violations in the context of forced deportation of Ukrainian civilians to and forced adoption of Ukrainian children in Russia
MOTION FOR A RESOLUTION on Nicaragua, in particular the arrest of the bishop Rolando Álvarez
JOINT MOTION FOR A RESOLUTION on violations of human rights in Uganda and Tanzania linked to investments in fossil fuels projects
JOINT MOTION FOR A RESOLUTION on human rights violations in the context of the forced deportation of Ukrainian civilians to and the forced adoption of Ukrainian children in Russia
JOINT MOTION FOR A RESOLUTION on Nicaragua, in particular the arrest of the bishop Rolando Álvarez
MOTION FOR A RESOLUTION on Russia’s escalation of its war of aggression against Ukraine
JOINT MOTION FOR A RESOLUTION on Russia’s escalation of its war of aggression against Ukraine
MOTION FOR A RESOLUTION on the accession of Romania and Bulgaria to the Schengen area
MOTION FOR A RESOLUTION on recognising the Russian Federation as a state sponsor of terrorism
JOINT MOTION FOR A RESOLUTION on recognising the Russian Federation as a state sponsor of terrorism
MOTION FOR A RESOLUTION on the continuing repression of the democratic opposition and civil society in Belarus
MOTION FOR A RESOLUTION the forced displacement of people as a result of escalating conflict in eastern Democratic Republic of Congo (DRC)
MOTION FOR A RESOLUTION on the human rights situation in Afghanistan especially the deterioration of women´s rights and attacks against educational institutions,
JOINT MOTION FOR A RESOLUTION on the continuing repression of the democratic opposition and civil society in Belarus
JOINT MOTION FOR A RESOLUTION on the forced displacement of people as a result of the escalating conflict in eastern Democratic Republic of the Congo (DRC)
JOINT MOTION FOR A RESOLUTION on the human rights situation in Afghanistan, especially the deterioration of women’s rights and attacks against educational institutions
MOTION FOR A RESOLUTION on one year of Russia’s invasion and war of aggression against Ukraine
on one year of Russia’s invasion and war of aggression against Ukraine
JOINT MOTION FOR A RESOLUTION on one year of Russia’s invasion and war of aggression against Ukraine
MOTION FOR A RESOLUTION on the challenges facing the Republic of Moldova
JOINT MOTION FOR A RESOLUTION on the challenges facing the Republic of Moldova
MOTION FOR A RESOLUTION on the sustainable reconstruction and integration of Ukraine into the Euro-Atlantic community
JOINT MOTION FOR A RESOLUTION on the sustainable reconstruction and integration of Ukraine into the Euro-Atlantic community
MOTION FOR A RESOLUTION on taking stock of Moldova’s path to the EU
JOINT MOTION FOR A RESOLUTION on taking stock of Moldova’s path to the EU
MOTION FOR A RESOLUTION on 30 years of Copenhagen criteria - giving further impetus to EU enlargement policy
JOINT MOTION FOR A RESOLUTION on 30 years of Copenhagen criteria - giving further impetus to EU enlargement policy
MOTION FOR A RESOLUTION on the need for unwavering support for Ukraine, after two years of Russia’s war of aggression against Ukraine
JOINT MOTION FOR A RESOLUTION on the need for unwavering EU support for Ukraine, after two years of Russia’s war of aggression against Ukraine
JOINT MOTION FOR A RESOLUTION on the return of Romanian national treasure illegally appropriated by Russia
Oral questions (3)
Functioning of the internal market
The outcome of the European Year of Youth
Poor sanitary conditions, low levels of security and lack of parking places in rest areas for truck drivers
Written explanations (2)
Situation in the Schengen area following the Covid-19 outbreak (B9-0165/2020)
Menținerea controalelor la frontierele interne ale Uniunii și reintroducerea acestor controale în spațiul Schengen au un impact puternic asupra vieții cetățenilor europeni și a tuturor celor care beneficiază de principiul liberei circulații în interiorul UE și subminează în mod grav încrederea acestora în instituțiile europene și în integrarea europeană, iar menținerea controalelor la frontierele interne pentru Bulgaria și România are un impact negativ asupra exporturilor și importurilor din și către statele membre, precum și asupra operațiunilor de transport din și către unele dintre cele mai mari parcuri civile și porturi de marfă din sudul Europei, ceea ce înseamnă profituri pierdute și cheltuieli sporite, întrucât costurile estimate asociate cu reintroducerea controalelor la frontiere în Uniunea Europeană variază între 0,05 miliarde EUR și 20 de miliarde EUR costuri unice și 2 miliarde EUR cheltuieli anuale de funcționare.
European protection of cross-border and seasonal workers in the context of the COVID-19 crisis (B9-0172/2020)
Izbucnirea actualei pandemii a dus la închiderea frontierelor în numeroase state membre (SM), fapt ce a determinat impunerea de restricții la libera circulație a persoanelor și implicit și la libera circulație a lucrătorilor. Din această perspectivă, lucrătorii sezonieri, alături de alte persoane implicate în forme de muncă precară, se lovesc uneori de practici ilegale, aplicare neunitară a prevederilor ce le reglementează drepturile și reprezintă o categorie vulnerabilă de lucrători. Astfel, protecția drepturilor de securitate socială și protejarea sănătății acestora sunt esențiale, cu precădere în contextul actualei crize.
Written questions (20)
ECIPES programme in Moldova
BRUA pipeline project – Hungary-Austria interconnection
Direct grant for the citizens of Moldova
Situation of Romanian citizens stuck at the British/French border
Sustainable Finance Taxonomy Delegated Act on Climate Adaptation and Mitigation – risk of sustainable investment distortions in the EU aluminium value chain
Clarifications regarding discrimination between European citizens seeking employment in the UK
ECIPES27 – proposal to develop and implement a pilot programme for direct support from the Commission
The temporary Support to mitigate Unemployment Risks in an Emergency (SURE) instrument and the European unemployment benefit reinsurance scheme
Indexing for European projects
Belarusian state-sponsored air piracy and terrorism
Support for the Iași-Chișinău-Odessa railway
Cumulative impact assessment of the combined effects of the Fit for 55 package
Unpaid traineeships in EU institutions
The exclusion of trainees in EU institutions from Erasmus grants
Ukrainian refugees with disabilities
Gazprom cuts off the gas supply to Poland and Bulgaria
Regulation (EU) 2022/1854 on an emergency intervention to address high energy prices
Commission action against adulterated honey
EU electricity bills and financial incentives
The funding gap faced by the EU Copernicus programme
Amendments (2736)
Amendment 8 #
2024/0028(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Subject to an assessment by the Commission carried out in the context of the regular monitoring of the impact of this Regulation and launched either following a duly substantiated request from a Member State or on the Commission’s own initiative, it is necessary to provide for the possibility to take any necessary measures for imports of any products falling under the scope of this Regulation which are adversely affecting the Union market or the market of one or several Member States for like or directly competing products. There is a particularly precarious situation in the markets for cereals, oilseeds, poultry, eggs, and sugar and honey and that may harm Union agricultural producers if imports from Ukraine were to increase. It is appropriate to introduce an automatic safeguard for cereals, oilseeds, eggs, poultry, and sugar and honey products that is activated if quantities imported pursuant to this Regulation exceed the arithmetic mean of quantities in 2021, 2022 and 2023.
Amendment 18 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 1– subparagraph 1
Article 4 – paragraph 1– subparagraph 1
1. If a product covered by Article 1(1) or any other product originating in Ukraine is imported under conditions which adversely affect the Union market or the market of one or several Member States for like or directly competing products, the Commission may impose any measure which is necessary by means of an implementing act. That implementing act shall be adopted in accordance with the examination procedure referred to in Article 5(3).
Amendment 24 #
2024/0028(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Subject to an assessment by the Commission carried out in the context of the regular monitoring of the impact of this Regulation and launched either following a duly substantiated request from a Member State or on the Commission’s own initiative, it is necessary to provide for the possibility to take any necessary measures for imports of any products falling under the scope of this Regulation which are adversely affecting the Union market or the market of one or several Member States for like or directly competing products. There is a particularly precarious situation in the markets for cereals, oilseeds, poultry, eggs, and sugar and honey that may harm Union agricultural producers if imports from Ukraine were to increase. It is appropriate to introduce an automatic safeguard for cereals, oilseeds, eggs, poultry, and sugar and honey products that is activated if quantities imported pursuant to this Regulation exceed the arithmetic mean of quantities in 2021, 2022 and 2023.
Amendment 26 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 7 – subparagraph 1 – introductory part
Article 4 – paragraph 7 – subparagraph 1 – introductory part
7. If, during the period 6 June to 31 December 2024, cumulative import volumes of either common wheat, wheat flours, and pellets; barley, barley flour and pellets; oats; maize, maize flour and pellets; barley groats and meal; cereal grains otherwise worked; sunflower seeds, oil and meals; rapeseed seeds, oil and meal; honey; eggs, poultry or sugar since 1 January 2024 reach the respective arithmetic mean of import volumes recorded in 2021, 2022 and 2023, the Commission shall, within 210 days and after informing the Committee on Safeguards established by Article 3(1) of Regulation (EU) 2015/478:
Amendment 31 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 7 – subparagraph 1 – point a
Article 4 – paragraph 7 – subparagraph 1 – point a
(a) reintroduce for that product the corresponding tariff-rate quota suspended by Article 1(1), point b, until 31 December 2024 or in the case of sunflower seeds, oil and meals; rapeseed seeds, oil and meal; introduce a new tariff-rate quota based on the respective arithmetic mean of import volumes recorded in 2021, 2022 and 2023, until 31 December 2024; and
Amendment 33 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 7 – subparagraph 1 – point b
Article 4 – paragraph 7 – subparagraph 1 – point b
(b) introduce from 1 January 2025 either a tariff-rate quota equal to five twelfths of that arithmetic mean or the corresponding tariff-rate quota suspended by Article 1(1), point b, whichever is highlower.
Amendment 39 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 7 – subparagraph 2
Article 4 – paragraph 7 – subparagraph 2
If, during the period 1 January to 5 June 2025, cumulative import volumes of either common wheat, flours, and pellets; barley, flour and pellets; oats; maize, flour and pellets; barley groats and meal; cereal grains otherwise worked; sunflower seeds, oil and meals; rapeseed seeds, oil and meal; honey; eggs, poultry or sugar for the period since 1 January 2025 reach five twelfths of the respective arithmetic mean of import volumes recorded 2021, 2022 and 2023, the Commission shall, within 210 days and after informing the Committee on Safeguards, reintroduce for that product the corresponding tariff-rate quota suspended by Article 1(1), point b or in the case of sunflower seeds, oil and meals; rapeseed seeds, oil and meal; introduce a new tariff-rate quota based on the respective arithmetic mean of import volumes recorded in 2021, 2022 and 2023.
Amendment 45 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 7 – subparagraph 3
Article 4 – paragraph 7 – subparagraph 3
For the purposes of this paragraph, the terms eggs, poultry and sugar refer to all products covered by the tariff-rate quotas in the Appendix to Annex I-A of the Association Agreement for, respectivelcommon wheat, flours, and pellet ; barley, flour and pellets; oats; maize, flour and pellets; barley groats and meal; cereal grains otherwise worked; sunflower seeds, oil and meals; rapeseed seeds, oil and meal; honey; eggs, poultry and sugar refer to all products covered by the tariff-rate quotas in the Appendix to Annex I-A of the Association Agreement for, respectively, common wheat, wheat flours, and pellets; barley, barley flour and pellets; oats ; maize, maize flour and pellets; barley groats and meal; cereal grains otherwise worked; sunflower seeds, oil and meals; rapeseed seeds, oil and meal; honey, eggs and albumins, poultry meat and poultry meat preparations, and sugars, and the arithmetic mean shall be calculated by dividing the sum of import volumes in 2021, 2022 and 2023 by twohree.
Amendment 46 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 1 – subparagraph 1
Article 4 – paragraph 1 – subparagraph 1
If a product covered by Article 1(1) or any other product originating in Ukraine is imported under conditions which adversely affect the Union market or the market of one or several Member States for like or directly competing products, the Commission may impose any measure which is necessary by means of an implementing act. That implementing act shall be adopted in accordance with the examination procedure referred to in Article 5(3).
Amendment 48 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 8 a (new)
Article 4 – paragraph 8 a (new)
8 a. If a product covered by Article 1(1) originating in Ukraine is imported in the EU or transit by the EU, the destination for all consignments of that product should be determined prior to entry into the EU by Ukrainian authorities. Furthermore, Ukrainian authorities should provide to the European Commission the necessary documentation certifying that those consignments reached their destination.
Amendment 60 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 7 – subparagraph 1 – introductory part
Article 4 – paragraph 7 – subparagraph 1 – introductory part
If, during the period 6 June to 31 December 2024, cumulative import volumes of either eggs, poultry orcommon wheat, wheat flours, and pellets ; barley, barley flour and pellets ; oats ; maize, maize flour and pellets ; barley groats and meal; cereal grains otherwise worked ; sunflower seeds, oil and meals; rapeseed seeds, oil and meal; honey; eggs, poultry, sugar since 1 January 2024 reach the respective arithmetic mean of import volumes recorded in 2022 and1, 2022, 2023, the Commission shall, within 210 days and after informing the Committee on Safeguards established by Article 3(1) of Regulation (EU) 2015/478:
Amendment 77 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 7 – subparagraph 1 – point a
Article 4 – paragraph 7 – subparagraph 1 – point a
(a) reintroduce for that product the corresponding tariff-rate quota suspended by Article 1(1), point b, until 31 December 2024 or in the case of sunflower seeds, oil and meals; rapeseed seeds, oil and meal; introduce a new tariff-rate quota based on the respective arithmetic mean of import volumes recorded in 2021, 2022 and 2023, until 31 December 2024; and
Amendment 83 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 7 – subparagraph 1 – point b
Article 4 – paragraph 7 – subparagraph 1 – point b
(b) introduce from 1 January 2025 either a tariff-rate quota equal to five twelfths of that arithmetic mean or the corresponding tariff-rate quota suspended by Article 1(1), point b, whichever is highlower.
Amendment 89 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 7 – subparagraph 2
Article 4 – paragraph 7 – subparagraph 2
If, during the period 1 January to 5 June 2025, cumulative import volumes of either eggs, poultry orcommon wheat, flours, and pellets ; barley, flour and pellets ; oats ; maize, flour and pellets ; barley groats and meal; cereal grains otherwise worked ; sunflower seeds, oil and meals; rapeseed seeds, oil and meal; honey; eggs, poultry, sugar for the period since 1 January 2025 reach five twelfths of the respective arithmetic mean of import volumes recorded 2021, 2022 and 2023, the Commission shall, within 210 days and after informing the Committee on Safeguards, reintroduce for that product the corresponding tariff-rate quota suspended by Article 1(1) or in the case of sunflower seeds, oil and meals; rapeseed seeds, oil and meal; introduce a new tariff-rate quota based on the respective arithmetic mean of import volumes recorded in 2021, 2022 and 2023, point b.
Amendment 104 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 7 – subparagraph 3
Article 4 – paragraph 7 – subparagraph 3
For the purposes of this paragraph, the terms eggs, poultry andcommon wheat, flours, and pellets ; barley, flour and pellets ; oats ; maize, flour and pellets ; barley groats and meal; cereal grains otherwise worked ; sunflower seeds, oil and meals; rapeseed seeds, oil and meal; honey; eggs, poultry, sugar, refer to all products covered by the tariff-rate quotas in the Appendix to Annex I-A of the Association Agreement for, respectively, common wheat, wheat flours, and pellets ; barley, barley flour and pellets ; oats ; maize, maize flour and pellets ; barley groats and meal; cereal grains otherwise worked ; sunflower seeds, oil and meals; rapeseed seeds, oil and meal; honey, eggs and albumins, poultry meat and poultry meat preparations, and sugars, and the arithmetic mean shall be calculated by dividing the sum of import volumes in 2021, 2022 and 2023 by twohree.
Amendment 123 #
2024/0028(COD)
Proposal for a regulation
Article 4 – paragraph 8 a (new)
Article 4 – paragraph 8 a (new)
8 a. If a product covered by Article 1(1) originating in Ukraine is imported in the EU or transit by the EU, the destination for all consignments of that product should be determined prior to entry into the EU by Ukrainian authorities. Furthermore, Ukrainian authorities should provide to the European Commission the necessary documentation certifying that those consignments reached their destination.
Amendment 2 #
2023/2181(DEC)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Welcomes the contribution of the JU to react to the illegal unjustified war of Russian aggression against Ukraine as some traffic flows were affected, necessitating the adaptation of ATC operations of the JU, which led to an increased need for ATCO; welcomes the exclusion of legal entities established in Belarus, Russia or non-government- controlled territories of Ukraine from participating in Horizon Europe;
Amendment 4 #
2023/2181(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Notes that at the end of 2022, the JU had fully committed the maximum EU operational contribution of €555.8 million for signed grant agreements and contracts under the Horizon 2020 programme; points out that of this committed amount, around €65.7 million (or 11.8 %) remains to be paid in the coming years for projects and contracts yet to be completed;
Amendment 5 #
2023/2181(DEC)
Draft opinion
Paragraph 4
Paragraph 4
4. Welcomes that the JU continued to manage 71 projects in exploratory, industrial and validation research, with 300 different beneficiaries, of which nearly 20% are SMEs, 17% are higher education institutions and 9% are research organisations; recalls that the Undertaking creates new opportunities for SMEs;
Amendment 6 #
2023/2181(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Welcomes that the SESAR innovation pipeline was fully activated in 2022 with the launch of five Digital Sky Demonstrators under the Connecting Europe Facility, on green aviation and urban air mobility;
Amendment 7 #
2023/2181(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Notes that in 2022, the SESAR 3 JU continued to strengthen its partnership with the European Union Aviation Safety Agency (EASA), aiming to foster its cooperation and coordination as part of the service-level agreement (SLA)to task EASA with providing services to the SESAR 3 JU within the area of ATM / air navigation services, including the implementation of the single European sky; stresses the importance of further development in the Single European Sky;
Amendment 9 #
2023/2181(DEC)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
Amendment 10 #
2023/2181(DEC)
Draft opinion
Paragraph 5 c (new)
Paragraph 5 c (new)
5 c. Salutes the close dialogue since 2011 between the SESAR 3 JU and the European Defence Agency (EDA) which has continued in 2022 focusing in particular on military matters and inputs to the Digital European Sky programme; Notes that EDA now serves as the main interface between the Digital European Sky programme on the one hand, and military aviation and ATM on the other, and is responsible for coordinating military views with regard to the single European sky and SESAR;
Amendment 6 #
2023/2176(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Stresses the importance of delivering a sustainable and resilient rail system by developing a zero-emission, silent rail system and climate resilient infrastructure, applying circular economy to the rail sector, piloting the use of innovative processes, technologies, designs and materials in the full life cycle of rail systems and developing other innovative solutions to guided surface transport;
Amendment 7 #
2023/2176(DEC)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Calls to facilitate research and innovation activities to deliver an integrated European railway network by design, eliminating barriers to interoperability and providing solutions for full integration, covering traffic management, vehicles, infrastructure also including integration with non-standard national gauges, such as 1520, 1000 or 1668 mm railway which showed to be important for the Solidarity Lanes in Ukraine, and services, and providing the best answer to the needs of passengers and businesses, accelerating uptake of innovative solutions to support the Single European Railway Area, while increasing capacity and reliability and decreasing costs of railway transport;
Amendment 8 #
2023/2176(DEC)
Draft opinion
Paragraph 7 c (new)
Paragraph 7 c (new)
7 c. Calls for support of innovation activities related to rail freight and intermodal transport services to deliver a competitive rail freight fully integrated into the logistic value chain, with automation and digitalisation of freight rail at the core; stresses the importance to support the development of demonstration projects in interested Member States and to contribute to the development of a strong and globally competitive European rail industry; also calls for the promotion, enabling and exploit synergies with other Union policies, programmes, initiatives, instruments and funds in order to maximise its impact and added value;
Amendment 9 #
2023/2176(DEC)
Draft opinion
Paragraph 7 d (new)
Paragraph 7 d (new)
7 d. Welcomes the EU-Rail’s Master Plan and the Agency’s ongoing work on this plan; notes that the Plan builds also upon the “Rail Strategic Research and Innovation Agenda” of the European Rail Research Advisory Council (ERRAC) with the mission to deliver a vision of the railway’s future enabled by Research and Innovation activities;
Amendment 10 #
2023/2176(DEC)
Draft opinion
Paragraph 7 e (new)
Paragraph 7 e (new)
7 e. Welcomes the new Europe’s Rail Programme presented during the 5th FCC-EC Joint Workshop for Railways on 7 March 2022; notes that the Executive Director and the Head of Rail Safety and Interoperability Unit at Directorate General for Mobility and Transport, talked about the structure of Europe’s Rail, with an emphasis on the System Pillar, the Innovation Pillar, and the Deployment Group; welcomes that explanatory research such as Hyperloop and other possibilities for cooperation with GCC were also discussed, such as participation in UNIFE events and the Hyperloop Conference together with the representatives from European Commission; salutes that in 2022 the activities of the initial research on Hyperloop concluded by delivering the Observatory, the Technical definitions, and the Transferability and roadmap for future research;
Amendment 11 #
2023/2176(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Welcomes the JU’s commitment to facilitate research and innovation activities for an integrated European railway network, ensuring interoperability sustainability, and resilience; notes that EU-Rail being the research and innovation component and ERA being the key system authority for ERTMS and telematics applications creates the opportunity for the European rail industry to present its views and ambitions with "one voice", awaiting a systemic and coherent approach at institutional level; points out, however, that the EU-Rail program does not cover all the necessary developments for telecommunications and localization, which in the course of 2022 need more attention;
Amendment 14 #
2023/2176(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Calls to ensure a fast transition to more attractive, user-friendly, competitive, affordable, easy to maintain, efficient and sustainable European rail system, integrated into the wider mobility system and to support the development of a strong and globally competitive European rail industry;
Amendment 5 #
2023/2173(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Welcomes the 20 projects to steer aviation towards a sustainable future; notes that the call has successfully brought together a wide array of public and private partners, research centres and academia to find impactful solutions that can deliver sustainable aircraft and, ultimately, climate-neutral aviation future with a budget of €654 million in EU grant funding;
Amendment 6 #
2023/2173(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Welcomes that in September 2022, Clean Aviation became a founding member of the Alliance for Zero-Emission Aviation (AZEA) which brings together public and private stakeholders from across the aeronautical sector to support the roll-out of hydrogen-powered and electric aircraft;
Amendment 7 #
2023/2173(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Notes that a new independent study on the socio-economic impact of the Clean Sky 2 Programme underlined the total estimated economic benefit for Europe to be worth €8.6 billion; the study also noted that the Clean Aviation programme’s Strategic Research and Innovation Agenda (SRIA) – which sets out how to achieve the objectives related to sustainable aircraft by 2030 and climate neutrality by 2050 – is both “resilient” and “fit for purpose”; points out that this would apply even in a wide range of possible economic scenarios, potential developments and structural changes to the aviation system;
Amendment 8 #
2023/2173(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Salutes the progress in R&I, particularly engine manufacturing and SAF technologies and calls to intensify the research to contribute to the greening of aviation; urges the Commission to provide funding to implement new technologies; calls further to provide incentives for the SAF production to allow economy of scale production and overall market uptake of the sustainable fuels;
Amendment 9 #
2023/2173(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Calls for sufficient investment in R&I that will drive the energy efficiency and the emissions reductions of future aircraft such as ultra-efficient aircraft architectures – to address the short, medium and long-range needs with innovative aircraft architectures making use of highly integrated, ultra-efficient thermal propulsion systems and providing disruptive improvements in fuel efficiency; notes that this will be essential for the transition to low/zero emission energy sources (synthetic fuels, non-drop- in fuels such as hydrogen), which will be more energy intensive to produce, more expensive, and only available in limited quantities;
Amendment 11 #
2023/2173(DEC)
Draft opinion
Paragraph 8 b (new)
Paragraph 8 b (new)
8 b. Emphasizes that mid-2030s will bring a new generation of large aircraft platforms aiming towards sustainable climate-neutral flight; while hybrid/electric energy architectures and ultra-efficient aircraft designs will pave the way towards climate-neutral aviation on routes of less than 1 000 km, aircraft for classical short- and medium-range distances rely on ultra-efficient thermal energy-based propulsion technologies using sustainable drop-in and non-drop- in fuels to enable climate-neutral flight; the novel aircraft and propulsion concepts will enable low source noise and low noise flight procedures;
Amendment 13 #
2023/2173(DEC)
Draft opinion
Paragraph 8 c (new)
Paragraph 8 c (new)
8 c. Calls to expand and foster integration of the climate-neutral aviation research and innovation value chains, including academia, research organisations, industry and SMEs, also by benefiting from exploiting synergies with other national and European related programmes and by supporting the uptake of industry-related skills across the value chain;
Amendment 2 #
2023/2160(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Stresses that this terrible war has showcased the crucial role railways can play; notes that since the invasion of the Ukraine, railways have been a significant asset for the movement of people and goods, especially with the closure of Ukraine’s airspace for civil aviation; points out that Ukrainian railways have transported soldiers, essential workers, residents, as well as numerous vital goods such as agricultural goods;
Amendment 3 #
2023/2160(DEC)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Stresses that in 2022, railway companies across the European Union continued their recovery from the COVID-19 pandemic, its continued resilience, along with its low carbon emissions are two essential contributing factors, which will help the sector to reach pre-pandemic levels in the future;
Amendment 8 #
2023/2160(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Welcomes the report on EU Railway safety and interoperability; and the continuous commitment of the Agency to the objective of creating a Single European Railway Area and its sustained work in key areas such as reducing national rules and ensuring the maturity of its technical specifications for interoperability; notes that such an important work will support the strengthening of rail interoperability across Europe, in line with the European Commission policy expectations;
Amendment 9 #
2023/2160(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Welcomes the EUMedRail project that promotes regional cooperation with the Southern Mediterranean partners in the framework of the European Neighbourhood Policy; notes that in particular, the project encourages the exchange of best practices in the field of interoperability and safety of the EU railway system and the promotion of the European Rail Traffic Management System (ERTMS);
Amendment 10 #
2023/2160(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Welcomes that the Agency achieved a very high degree of digitalisation, eliminating paper-processes and bringing forward online solutions such as e-procurement, e-invoicing, electronic travel booking; notes that the Agency has continuously cooperated with the European Commission to increase its efficiency;
Amendment 11 #
2023/2160(DEC)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Notes that when the EU candidate countries join the Union, they will have already implemented the framework and the EU acquis; points out that this will allow EU citizens to use rail as environmentally friendly and safe mode of transport and transport their goods from/to South-Eastern Europe, as rail freight corridors are today connecting the Western Balkans with the EU; stresses that the IPA and Western Balkan Project will support the implementation of the Interoperability Directive and the Safety Directive among the project beneficiaries; also notes that this will provide the base for a market opening of rail services and seamless train rides from and to this neighbouring region;
Amendment 12 #
2023/2160(DEC)
Draft opinion
Paragraph 7
Paragraph 7
7. Commends the Agency’s efficiency and budget execution through Strengthening Action Plan adopted as part of Single Programming Document 2023- 2025; notes however that these efforts cannot compensate the insufficient budget; notes that Single Programming Document and the Consolidated Annual Activity Report are key documents ensuring an efficient governance of the Agency, in terms of planning, monitoring and reporting;
Amendment 13 #
2023/2160(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Salutes that the Agency contributed to EU cooperation with Ukraine on resilience and development of rail links; the agency supported Ukraine and the people around the world by finding additional ways to increase the volume of transport of Ukrainian food products by rail;
Amendment 15 #
2023/2160(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Recalls that the Agency has the smallest budget among the transport agencies despite the outstanding environmental benefits of rail prioritized by Commission; calls for an increase of the budget of the Agency in order to provide it with the necessary means to enable it to act as an efficient authority and to fulfil its tasks;
Amendment 1 #
2023/2158(DEC)
Draft opinion
Paragraph 2
Paragraph 2
2. Notes that the Agency executed EUR 86.3 million in commitment appropriations representing 99.80% of the total budget of the year 2022 and EUR 85,15 million in payment appropriations (98.42 % of the total budget); noteswelcomes that only that 0.87 % of payment appropriations were cancelled, well below the 5 % ceiling set by the Commission;
Amendment 2 #
2023/2158(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Welcomes the support given to the Commission at IMO (mainly at Marine Environment Protection Committee (hereafter MEPC) and Sub-Committee on Pollution Prevention and Response (hereafter PPR) but also Sub-Committee on Carriage of Cargoes and Containers (hereafter CCC) in areas of pollution prevention and sustainability including the IMO Strategy on reducing GHG emissions, carbon intensity of shipping, safety, evaluation, deployment and use of sustainable alternative fuels and technologies, marine litter and underwater noise; highlights that the upcoming IMO work on developing the corresponding requirements and standards for the use of new fuels and technologies will be of key importance in their uptake at both global and EU level;
Amendment 4 #
2023/2158(DEC)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Supports the ongoing research on studies for sources of power for ships, with focus on biofuels, ammonia, hydrogen and the operation, safety and technological standards for fuels and technologies, the use of which is expected to be accelerated by the FuelEU Maritime initiative;
Amendment 5 #
2023/2158(DEC)
Draft opinion
Paragraph 4
Paragraph 4
4. Underlines the role of EMSA in the successful implementation transition to renewable and low-carbon fuels in maritime transport; highlights the crucial role of the agency in the implementation of FuelEU Maritime regulation;
Amendment 7 #
2023/2158(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Stresses the importance of the Agency in the area of maritime security and continuation of the Agency on providing technical assistance to the Commission inspections in the framework of Regulation 725/2004 of the European Parliament and of the Council 27 on enhancing ship and port facility security; stresses that the number of cybersecurity incidents in the maritime sector has gone up significantly in recent years;
Amendment 8 #
2023/2158(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Stresses that the recruitment of Seconded National Experts (SNE) continues to be very challenging given the difficulty to attract experts from the Member States to join the Agency under the SNE scheme; points out that due to this, the Agency had some unsuccessful calls; proposes that internal contract agents are given the opportunity to advance to the next function group by taking part in a general selection procedure; regarding the efficiency gains, the Agency aims and works continuously to improve its procedures to enhance its efficiency and effectiveness and achieve the best possible use of its human and financial resources;
Amendment 11 #
2023/2158(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Calls for the promotion of digitalisation of the maritime sector by facilitating the electronic transmission of data supporting simplification and the provision of integrated maritime surveillance and awareness systems and services to the Commission and the Member States;
Amendment 12 #
2023/2158(DEC)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Welcomes EMSA becoming in charge of the transitional phase of Common information sharing environment (hereafter CISE) to enhance civilian and military cooperation. This goal will be addressed by establishing a permanent connection between CISE and the navy of the EU Member States (either through MARSUR or directly connected through the national node);
Amendment 13 #
2023/2158(DEC)
Draft opinion
Paragraph 6 d (new)
Paragraph 6 d (new)
6 d. Commends that EMSA Maritime Support Services developed a number of ad hoc products to assist the Member States and Commission in the implementation of EU sanctions related to the illegal unjustified war of Russian aggression towards Ukraine such as reporting on ship calls for specific cargoes and flags; salutes that the Agency has developed and provides to relevant users a monthly report on the Impact of developments in Ukraine on maritime traffic and trade;
Amendment 14 #
2023/2158(DEC)
Draft opinion
Paragraph 6 e (new)
Paragraph 6 e (new)
6 e. Salutes that the BC Sustainable Energy Association project was extended until 30 September 2022 as a consequence of the illegal unjustified war of Russian aggression towards Ukraine, to deliver a targeted action for the purchase of anti- pollution equipment in support of Georgia and Ukraine in the Black Sea as well as the inception phase for the new project which included an online training session to enable Ukrainian CleanSeaNet (hereafter CSN) Service users to benefit of the EMSA’s CSN service;
Amendment 4 #
2023/2145(DEC)
Draft opinion
Paragraph 7
Paragraph 7
7. Salutes digital transformation of the European skies, including enhanced mobility options and streamlined qualifications for Air Traffic Controllers, licencing and training and ATM Ground Systems; calls for the amendment of SERA RT phraseologies for communication between pilots and air traffic controllers;
Amendment 5 #
2023/2145(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Highlights the importance of Single European Sky tackling the fragmentation of European airspace and aiming at improving ATM performance from the safety, capacity, cost-efficiency and environmental perspectives; welcomes in this regard the agency’s work related to its SES 2+ reform in two pillars in 2022 - human factors and ground equipment (harmonisation ATCOs through licencing and getting to a more effective and efficient system) and the certification by EASA of ATM/ANS ground systems ( harmonizasiotion of those system is very welcomed as currently ground systems vary significantly between Member States; commends that both pillars reduce cost and increase capacity for ATM, and therefore provide significant added value for the Single European Sky 2+ package of initiative;
Amendment 6 #
2023/2145(DEC)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Stresses that digital transformation of the European skies comprises several individual components and building blocks that are critical solutions for Europe’s future airspace architecture and aim to support safety, efficiency, and environmental performance;
Amendment 7 #
2023/2145(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Welcomes the EASA Sustainable Aviation Programme (2020 - 2024) for achieving a quieter and more sustainable aviation system, including Sustainable Aviation Fuels (SAF) project; calls on providing sufficient funding and incentives for further research and development of SAF to make them more efficient and affordable and to enhance and open their market;
Amendment 8 #
2023/2145(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Salutes the progress made in 2022 regarding a wide variety of environment- related initiatives; welcomes the EASA Sustainable Aviation Programme, aligned with the ReFuelEU Aviation legislation, which foresees a central role for the Agency in the monitoring and reporting on the use of Sustainable Aviation Fuels (SAFs) and in the development of an EU SAF Clearing House; welcomes that EASA is engaging in 20 new projects in an enhanced cooperation with the Clean Aviation Joint Undertaking, while partnerships with European Industrial Alliances have been forged to enable the entry into service of hydrogen- and electric powered aircraft;
Amendment 10 #
2023/2145(DEC)
Draft opinion
Paragraph 10
Paragraph 10
10. Commends the response of the Agency to Russian invasion to Ukraine publishing a Conflict Zone Information Bulletin (CZIB) within two hours for aircraft safety. and preventing aircraft flying over or into the areas with intense or heightened military activity; Understands concerns about Russian passenger fleets; highlights Agency’s role in European military mobility;
Amendment 13 #
2023/2145(DEC)
Draft opinion
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Salutes the focus of the agency to integrate Ukraine as a Candidate State into the EU system;
Amendment 14 #
2023/2145(DEC)
Draft opinion
Paragraph 10 b (new)
Paragraph 10 b (new)
10 b. Stresses that Russian military invasion of Ukraine in February 2022 further impacted EASA’s International Cooperation activities; highlights that as an EU Agency, EASA complied with the sanctions and policies set by the European Commission; consequently, all cooperation activities with the Russian Federation were suspended;
Amendment 15 #
2023/2145(DEC)
Draft opinion
Paragraph 10 c (new)
Paragraph 10 c (new)
10 c. Calls for close relationship with European State and Military Aviation Authorities, and the European Defence Agency (EDA), OCCAR (Organisation for Joint Armament Cooperation) and NATO, as appropriate for the discharge of the Agency’s tasks, in accordance with Regulation (EU) 2018/1139, to improve flight safety and security in Europe;
Amendment 16 #
2023/2145(DEC)
Draft opinion
Paragraph 10 d (new)
Paragraph 10 d (new)
10 d. Salutes EASA activities related secure aviation- military program, welcomes particularly EASA becoming a participant of the Civil-Military Airspace Safety Team Ukraine to consider the consequences of the war in Ukraine on the “new normal” concept, with regard to the increasing needs for air space to conduct State and NATO military exercises; commends EASA’s implementation of the work programme with the European Defence Agency (EDA), enhancing the cooperation in the new domain of innovation; welcomes that EASA supported EC initiatives in the framework of RescEU program (fire fighters’ contract and aeronautical MEDEVAC/transport capacity);
Amendment 1 #
2023/2129(DEC)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes the findings of the European Court of Auditors (‘the Court’) that the consolidated accounts of the EU for 2022 present fairly, in all material respects, the EU’s financial position; regrets that the level of error for budget expenditure increased from 3 % to 4.2 %; notes that, in line with the Court’s assessment, the errors are both material and pervasive this level of error stems mainly from the heading ‘Cohesion, resilience and values’; notes that, in line with the Court’s assessment, the errors are both material and pervasive; notes that, according to the ECA, the higher error rates correlate with more complicated rules;
Amendment 2 #
2023/2129(DEC)
Draft opinion
Paragraph 2
Paragraph 2
2. Notes that the implementation of the 2022 budget was still partly impacted by the late adoption of the MFF Regulation and heavily affected by Russia’s invasion of, high inflation rate, higher interest payments of NGEU related to overall higher interest rates due to high inflation, and heavily affected by illegal, unjustified Russia’s war of aggression against Ukraine and the need to provide complex humanitarian and financial support;
Amendment 3 #
2023/2129(DEC)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Notes that the final budget for commitment appropriations of EUR 182.2 bln. was above the MFF ceiling of EUR 179.8 bln.: this was made possible by the use of special instruments, such as the Flexibility Instrument, the Brexit Adjustment Reserve, the European Globalisation Adjustment Fund and the Solidarity and Emergency Aid Reserve, for amounts over and above the ceilings of the 7-year financial framework (maximum EUR 21.1 bln. in 2018 prices for the 7-year MFF);
Amendment 4 #
2023/2129(DEC)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
2 b. Highlights that, within the RRF, some milestones and targets lacked clarity or did not cover all key implementation stages of the measure; calls on the Commission and the Member States to improve the utilisation of the RRF funding and implementation of the national plans as well as the control in order to ensure the best usage and value added of those funds, especially in the transport and tourism sector;
Amendment 5 #
2023/2129(DEC)
Draft opinion
Paragraph 2 c (new)
Paragraph 2 c (new)
2 c. Welcomes that Ukraine, Moldova and Georgia obtained the observer status in the Regional Steering Committee of the Transport Community Treaty (TCT) in November 2022;
Amendment 6 #
2023/2129(DEC)
Draft opinion
Paragraph 2 d (new)
Paragraph 2 d (new)
2 d. Welcomes the substantive contribution of DG MOVE to the subsequent packages of the sanctions against Russia and Belarus: in aviation, they covered both flights with Russian owned, operated or controlled aircraft in the EU airspace and the export of aviation goods to or support to the use of such goods by Russia, in order to undermine Russia’s international connectivity and cripple Russia’s aviation industry;
Amendment 7 #
2023/2129(DEC)
Draft opinion
Paragraph 2 e (new)
Paragraph 2 e (new)
2 e. Salutes the initiative of the European Air Traffic Management Voluntary Solidarity Fund for Ukraine and Moldova under the responsibility of Eurocontrol, aiming to sustain staff/training costs and any other costs to ensure operational readiness when air traffic recovers; furthermore, welcomes another Eurocontrol solidarity mechanism to assist the front-line states struggling with the effects of a sharp drop in air traffic; points out that the Eurocontrol Member States decided to establish two specific funds: one in the form of a donation to Ukraine and Moldova of EUR 46.5 mln. and one in the form of a loan of EUR 46.1 mln. to Estonia, Latvia, Lithuania and Poland;
Amendment 8 #
2023/2129(DEC)
Draft opinion
Paragraph 2 f (new)
Paragraph 2 f (new)
2 f. Commends the Commission’s legislative proposals in the field of transport to help Ukraine during the unjustified illegal war of Russian aggression such as the proposal for a Regulation regarding Ukrainian driving licences including the driving licence for professional drivers;
Amendment 9 #
2023/2129(DEC)
Draft opinion
Paragraph 3
Paragraph 3
3. HighlighRegrets the decrease, compared to 2021, in funding for calls for proposals under the CEF Transport 2022 funding instrument on projects targeting new, upgraded and improved European transport infrastructure; takes notice that the CEF Transport 2022 calls that were launched during the 3rd quarter of 2022 opened additional funding possibilities with an extra EUR 6 bln. of EU co-funding; stresses that a sufficiently high CEF Transport budget line is key to ensuring implementation of the TEN-T network, including the enlargement in the Eastern region to provide connection to the Eastern partners such as Ukraine, greening of European transport, increased military mobility and offsetting the unprecedently high inflation rates;
Amendment 11 #
2023/2129(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Commends the legislative work of DG MOVE to contribute to the climate goals of the Union, such as Fuel EU Maritime, AFIR or Refuel Aviation; regrets however that the proposals of the Greening Transport Package, such as the Weights and Dimensions or the Combined Transport, are delayed;
Amendment 12 #
2023/2129(DEC)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Commends the dedicated calls within CEF Transport 2022 launched to support the projects aiming at improving transport infrastructure along the Solidarity Lanes and at Border Crossing Points (BCPs) between the EU and Ukraine and Moldova; stresses that continued help and support to Ukraine is of uttermost importance;
Amendment 13 #
2023/2129(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Stresses that it is crucial that mobility and transport are available, interconnected, efficient and affordable for all as mobility is a right of European citizens and that all EU transport policies are designed in accordance with this essential principle; stresses that nobody can be left behind, that rural and remote regions need to be better connected, furthermore, transport and mobility have to be accessible for persons with reduced mobility and persons with disabilities;
Amendment 14 #
2023/2129(DEC)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4 b. Welcomes the start of implementation of the New Urban Mobility Framework in 2022 to improve urban mobility; however, notes with concern that this Framework does not recognise that all modes of transport have their role to play and every citizen have the right to choose the mode of transport according to their preferences and needs;
Amendment 15 #
2023/2129(DEC)
Draft opinion
Paragraph 4 c (new)
Paragraph 4 c (new)
4 c. Calls on the Commission to ensure that there is additional advisory support to the national authorities of the Member States in order to navigate simultaneous funding due to absorbing funds from several instruments at the same time, namely closing the remaining ESIF programmes from the 2014-2020 MFF, while the implementation of the 2021- 2027 shared-management funds under the CPR has also begun, albeit with a delay; notes at the same time that most of the Member States have reached the implementation phase of NGEU financing; notes that, alongside all this, they need to pursue measures introduced in connection with Russia’s war of aggression against Ukraine, such as CARE and FAST-CARE, causing the Member States on losing funding;
Amendment 16 #
2023/2129(DEC)
Draft opinion
Paragraph 4 d (new)
Paragraph 4 d (new)
4 d. Regrets that the late adoption of the legislation for the shared management funds from the 2021-2027 MFF and the parallel implementation of several instruments resulted in pressure on administrative resources leading to delays in approval of all partnership agreements with the Member States and of most of the programmes;
Amendment 17 #
2023/2129(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Calls for the preparation of the revision of the regulatory framework for: (a) rail, to remove the existing regulatory obstacles so that it can be a competitive alternative, with a particular emphasis on provisions on capacity management that are necessary to better suit the needs of freight services and to regulate technical and operational standards that are currently national; (b) both combined transport, enlarging its scope to intermodal transport, and road-only transport; notes that these revisions should aim to reduce the diverging implementation by the Member States, include provisions on the digitalisation of information flows, and reinforce the incentives for intermodal transport;
Amendment 18 #
2023/2129(DEC)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Stresses the importance of finalizing the core TEN-T network by 2030; calls on the Commission to provide the Member States with clear guidelines on how to perform the market study and how to draw up a terminal development plan, with particular regard to cross- border aspects and along the Core Network Corridors; stresses the importance of setting up a target implementation date within 12 months after entry into force of the new TEN-T regulation;
Amendment 19 #
2023/2129(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Takes notice ofWelcomes the adoption by the Commission of an amended proposal for the revised TEN-T Regulation in June 2022, which aims to strengthen the links with Ukraine and the Republic of Moldova, by extending four European Transport Corridors to these neighbouring countries; in this regard also welcomes the signature of the three grant agreements under the Connecting Europe Facility for Transport worth almost EUR 45 mln. to improve transport connections between Moldova and Romania along the TEN-T network, as the projects will modernise transport infrastructure at the road border crossing points Ungheni, Albița Leușeni, and Reni- Giurgiulești-Galați; notes that these investments will strengthen the EU- Ukraine Solidarity Lanes – the routes used since Russia's blockade of Ukraine's Black Sea ports to transport Ukraine's and Moldova's exports and imports;
Amendment 21 #
2023/2129(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Commends that on 11 November 2022, the European Commission, Czechia, Poland, Romania, Slovakia, the Republic of Moldova, Ukraine, the European Investment Bank, the European Bank for Reconstruction and Development, and the World Bank Group published a Joint Declaration announcing the pooling of EUR 1 bln. for the Solidarity Lanes to enhance the capacity of these transport corridors;
Amendment 23 #
2023/2129(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Welcomes the Action Plan on Military Mobility 2.0, building on the success of the first action plan of 2018; highlights that the 2022 action plan broadens the scope of Military Mobility by addressing the threats and challenges stemming from the new security environment; points out that the identification of the gaps and bottlenecks in the physical transport infrastructure in the Member States, which might hamper short notice and large-scale deployments of military forces, will be assessed in 2023;
Amendment 25 #
2023/2129(DEC)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Highlights that at the heart of military mobility is the need to upgrade the dual use transport infrastructure along the military mobility network – comprising multi-modal transport routes connected by logistical hubs – so that it is capable of handling potentially heavy and large-scale military transports at short notice; points out that the EU Member States largely use the same transport infrastructure for both civilian and military movements and transportation; notes therefore that strengthening of the dual-use transport infrastructure across the trans-European transport (TEN-T) involves the development of multi-modal transport corridors and transport nodes; considers that, as a result, development of the dual-use transport infrastructure through co-funding from the Connecting Europe Facility (CEF) funding instrument continues to be an essential pillar of this Action Plan; points out that, in accordance with the Strategic Compass, the EU will continue strengthening the dual-use transport infrastructure across the trans-European transport network in order to promote rapid and seamless movement of military personnel, material and equipment for operational deployments and exercises, working in close cooperation with NATO and other partners;
Amendment 26 #
2023/2129(DEC)
Draft opinion
Paragraph 7 c (new)
Paragraph 7 c (new)
7 c. Welcomes that the Commission accelerated the evaluation for the CEF 2021 Military Mobility call and anticipated by several months the 2022 Military Mobility funding opportunities; notes that this triggered the faster award of almost EUR 1 bln. of CEF funds to the key dual use infrastructural components, covering all transport modes and helping the deployment of the dual use infrastructure, for instance, improving technical parameters for railway bridges and tunnels, upgrading the airport infrastructure for civilian-military traffic, and adapting technical specifications for port infrastructures;
Amendment 27 #
2023/2129(DEC)
Draft opinion
Paragraph 7 d (new)
Paragraph 7 d (new)
7 d. Welcomes the Commission’s engagement to redeploy funding envisaged for the short-term defence instrument; takes notice of the funding from the European Defence Fund and the proposal to enhance the Union’s strategic transport infrastructures to make them fit for military mobility; further calls on the Commission to ensure a clear commitment as well as to find and present solutions to sufficiently increase the military mobility budget line beyond the Flexibility Instrument, in order to strengthen European security and to include military mobility infrastructure within the TEN-T;
Amendment 28 #
2023/2129(DEC)
Draft opinion
Paragraph 7 e (new)
Paragraph 7 e (new)
7 e. Points out that continued and increasing public investment in providing large scale infrastructure, especially the TEN-T network, is key to providing interconnectivity, boosting of economic growth and benefitting fully from the opportunities of the Single Market;
Amendment 29 #
2023/2129(DEC)
Draft opinion
Paragraph 7 f (new)
Paragraph 7 f (new)
7 f. Highlights that connectivity is crucial for cohesion and even more so for the Member States at the periphery of the Single Market; therefore, believes that it is crucial for the EU to play a leading role in fostering a global level playing field in the aviation and maritime sectors;
Amendment 30 #
2023/2129(DEC)
Draft opinion
Paragraph 7 g (new)
Paragraph 7 g (new)
7 g. Calls for cross-border and multi- country projects and to simplify, accelerate and harmonise digitalisation and the regulatory process for infrastructure projects, especially for cross-border interconnections and bottlenecks;
Amendment 31 #
2023/2129(DEC)
Draft opinion
Paragraph 7 h (new)
Paragraph 7 h (new)
7 h. Welcomes the Commission’s willingness to explore the benefits and possibilities of such new transport modes, as Hyperloop;
Amendment 32 #
2023/2129(DEC)
Draft opinion
Paragraph 7 i (new)
Paragraph 7 i (new)
7 i. Underlines that funding of the TEN-T network revision shall well reflect and further focus on the extension of connection towards the Eastern Neighbourhood; in this regard insists on not delaying the acception of Bulgaria and Romania to the Schengen Area any longer to ensure seamless transport connection to the East;
Amendment 33 #
2023/2129(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Recalls the Court’s Special Report 27/2021 “EU Support to tourism – Need for a fresh strategic orientation and a better funding approach”; recalls the Court’s recommendation to the Commission to set out a consolidated new strategy for the EU tourism ecosystem in cooperation with the Member States in order to develop an effective tourism agenda for 2030 and to apply selection procedures for ERDF- funded tourism investments to support this new strategic orientation; reiterates the Parliament’s request for the creation of a new budgetary line for tourism to support this sector, severely hit by the COVID-19 and now suffering from energy crisis, inflation and facing significant challenges connected to impacts of green and digital transitions in the transport and tourism sector; calls on the Commission to develop a new strategy for the tourism sector and a roadmap for smart and sustainable tourism backed up by budgetary means taking also into account that majority of the tourism industry consists of SMEs;
Amendment 36 #
2023/2129(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Calls for examples of relevant investments dedicated to the tourism sector related to the diversification of the tourism offer, extension of the tourism season, and development of high value added tourism products or targeting specific groups, innovative services and digitalisation;
Amendment 37 #
2023/2129(DEC)
Draft opinion
Paragraph 8 b (new)
Paragraph 8 b (new)
8 b. Notes that all citizens of Romania and Bulgaria are discriminated against because they face delays, excessive bureaucratic burden and additional costs when travelling for the purposes of tourism, work, studying or doing business abroad, compared to their counterparts from the Schengen countries; emphasises that the veto on the accession of Romania and Bulgaria to the Schengen area can lead to the anti-European sentiment in these countries and, in turn, to a decline in confidence in the EU project and its institutions; stresses that identity checks raise trade costs for goods by approximately 0.4 % to 0.9 % of the value of trade at every Schengen border, while even higher costs apply to trade in services; stresses that trade costs for the entire Schengen area amount to EUR 6.5- 13 bln. per year; underlines that the accession of Romania and Bulgaria to the Schengen area is essential, as an enlarged Schengen area without internal border controls will make the EU stronger; highlights that the current situation goes against one of the main European principles of free movement; urges in this regard the Commission to analyse all possible procedures to defend the right to free movement of Romanian and Bulgarian citizens;
Amendment 28 #
2023/0266(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) Laying down harmonised rules for accounting greenhouse gas emissions of freight and passenger transport services is therefore appropriate to attain comparable figures for greenhouse gas emissions of transport services and to avoid misleading information on their performance resulting from the possibility to choose between various emissions calculation methods and input data. Such rules should ensure a level playing field between transport modes, segments, and the Union’s national networks. It should also help create incentives to behavioural change among businesses and customers to reduce greenhouse emissions from transport services through the uptake and use of comparable and reliable greenhouse emissions data. The only way to fulfill these requirements is to use a methodology for calculation of the full life cycle greenhouse gas emissions.
Amendment 35 #
2023/0266(COD)
Proposal for a regulation
Recital 7
Recital 7
Amendment 43 #
2023/0266(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Despite benefits stemming from the increased transparency on the performance of transport services, mandatory application of this Regulation to all entities offering transport services on the Union market would be disproportionate and lead to excessive costs and burden. Therefore, this Regulation should apply only to those entities that decide or are bound by other relevant legislative and non-legislative regimes, to calculate and disclose information on greenhouse gas emissions of freight or passengers transport services that start orand end on the territory of the Union. This consequently includes services, the origin or destination points of which are situated in a third country.
Amendment 51 #
2023/0266(COD)
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10 a) A full life cycle based assessment should be considered and should include emissions on a well-to-wheel basis, emissions released during the transport, infrastructure construction process, in the process of transport vehicles production, consumption of other materials, water, and end of life disposal. The full life cycle approach shall avoid a possible misleading and incomplete representation of transport service emissions.
Amendment 54 #
2023/0266(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) A proper method for calculating the full life cycle greenhouse gas emissions of transport services is one of the key aspects for the harmonised Union framework set out by this Regulation. The method should ensure that the emissions calculations performed across a transport chain provide comparable and accurate greenhouse gas emissions data, by following a single set of methodological steps. It should also adequately account for the needs of the transport market, in order to avoid unnecessary complexity, excessive burden and costs, and be accepted by stakeholders.
Amendment 58 #
2023/0266(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) EN ISO standard 14083:2023, published by the European Committee for Standardisation57 in April 2023, and transposing ISO standard 14083:2023, was chosen to be the reference methodology for calculating well-to-wheel greenhouse gas emissions of transport services under this Regulation. The analysis showed that ISO standard 14083:2023 proved to be the most relevant and proportional in addressing the objectives of this Regulation. The quantification of emissions is performed on a well-to-wheel basis, which includes greenhouse gas emissions stemming from energy provision and vehicle use during transport and hub operations. _________________ 57 https://www.cencenelec.eu
Amendment 65 #
2023/0266(COD)
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13 a) A methodology should be developed for calculating the full life cycle emissions related to the construction of infrastructure used by the vehicle and the emissions related to production, maintenance and end of life of the vehicle. The Commission may take into consideration international standards like ISO 14067 consistent with International Standards of Life cycle assessment (ISO 14040 and ISO 14044 ), International EPD System PCR on transport services or European Sustainability Reporting Standards (ESR) and Commission Environmental Footprint methods. The life cycle methodologyy should be introduced through a delegated act.
Amendment 83 #
2023/0266(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) The development and maintenance of the EU databases of default values for greenhouse gas emission intensity and greenhouse gas emission factorsestablished by this Regulation, as well as the technical quality check of external databases and datasets operated by third parties should be undertaken by a neutral and competent body operating at Union level. Given its remit, the European Environmental Agency is best placed to provide the necessary assistance for the proper implementation of this part of the Regulation. Where relevant, this work may rely on contribution from and be supported by other sectorial EU bodies, in accordance of separate Union law.
Amendment 89 #
2023/0266(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) Regulation (EU) 2015/75758 and Directive 2003/87/EC59 require the collection, calculation and annual reporting of CO2 emissions from ships and aircrafts, respectively. Regulation (EU) 2015/757 and Directive 2003/87/EC may be to certain extent complementary to the provisions set out in this Regulation, especially in terms of producing fuel burnt data as an input for quantifying emissions of transport services. Input data for generating greenhouse gas emissions of transport services may also originate from the implementation of other legislative frameworks, such as Regulation (EU) 2019/124260and , Regulation (EU) 2019/63161 and Regulation (EU) 2023/2405. _________________ 58 Regulation (EU) 2015/757 of the European Parliament and of the Council of 29 April 2015 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending Directive 2009/16/EC (OJ L 123, 19.5.2015, p. 55–76) 59 Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC (OJ L 275, 25.10.2003, p. 32–46) 60 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019) 61 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (recast) (Text with EEA relevance.) (OJ L 111, 25.4.2019, p. 13–53)
Amendment 99 #
2023/0266(COD)
Proposal for a regulation
Recital 25
Recital 25
(25) Unless separate arrangements apply, aA data intermediary collecting information on greenhouse gas emissions of a transport service from a concerned entity or other relevant legal or natural person, anshould disclosing ite on the market, should not be considered liable in case this information breaches any of only data that are fulfilling the requirements related to the calculation and verification of greenhouse gas emissions of transport services, and the certification of calculation tools, set out by this Regulation. However, tThe data intermediary should make effort to prevent from inaccurate or incorrect information to be disclosed, and should respect rules related to the greenhouse gas emissions output data, communication and transparency. In addition, the data intermediary should provide the source of this information, to allow for the identification of the respective information provider. The data should be disclosed free of charge.
Amendment 115 #
2023/0266(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) In case the verificacollection, verification and distribution of information on greenhouse gas emissions data of transport services is organised in accordance with specific rules set out by other Union legislation, including a rRegulation (EU) 2023/2405 on ensuring a level playing field for sustainable air transport and implemented by the European Union Aviation Safety Agency, these rules shall be treated in an equivalent manner, under the condition that the verification assessment is established consistently with the requirements of this Regulationestablishing an environmental labelling scheme , these rules shall be treated in an equivalent manner.
Amendment 117 #
2023/0266(COD)
Proposal for a regulation
Recital 30
Recital 30
(30) In order to allow for the efficient functioning of this Regulation, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of the developing of the methodology for calculating the full life cycle emissions related to the construction of infrastructure used by the vehicle and the emissions related to production, maintenance and end of life of the vehicle; the assessing and excluding certain elements of the reference methodology; submitting requests to the European Committee for Standardisation, establishing rules to conduct the technical quality check of external databases of default values, adapting metrics for output greenhouse gas emissions data and establishing further methods and criteria of accreditation of conformity assessment bodies. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making62 . In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. _________________ 62 Interinstitutional Agreement between the European Parliament, the Council of the European Union and the European Commission on Better Law-Making (OJ L 123, 12.5.2016, p. 1)
Amendment 124 #
2023/0266(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
This Regulation establishes rules for the accounting of the greenhouse gas emissions of transport services that start orand end on the Union territory.
Amendment 130 #
2023/0266(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
This Regulation applies to any entity providing or organising freight and passenger services in the Union that calculates greenhouse gas emissions of a transport service starting orand ending on the Union territory and discloses disaggregated information on those emissions to any third party for commercial or regulatory purposes.
Amendment 132 #
2023/0266(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 1
Article 3 – paragraph 1 – point 1
(1) “greenhouse gas” means gaseous constituent of the atmosphere, both natural and anthropogenic, that absorbs and emits radiation at specific wavelengths within the spectrum of infrared radiation emitted by the Earth's surface, the atmosphere and clouds; as provided by the latest Intergovernmental Panel on Climate Change (IPCC) Assessment Report.
Amendment 136 #
2023/0266(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 12
Article 3 – paragraph 1 – point 12
(12) “concerned entity” means an entity that calculates greenhouse gas emissions of a transport service starting orand ending on the Union territory and discloses information on those emissions to any third party, for commercial or regulatory purposes;
Amendment 139 #
2023/0266(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 16
Article 3 – paragraph 1 – point 16
(16) “greenhouse gas emission intensity” means a coefficient relating specified greenhouse gas activity data with the greenhouse gas emission
Amendment 141 #
2023/0266(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 17
Article 3 – paragraph 1 – point 17
(17) “greenhouse gas emission factor” coefficient relating greenhouse gas activity data with the greenhouse gas emission;
Amendment 145 #
2023/0266(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 19 a (new)
Article 3 – paragraph 1 – point 19 a (new)
(19 a) “full life cycle emissions” means the emissions representing the sum of the corresponding share of emissions related to the construction of infrastructure used by the vehicle, the emissions related to production, maintenance and end of life of the vehicle and the well-to-wheel emissions;
Amendment 155 #
2023/0266(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 23
Article 3 – paragraph 1 – point 23
(23) “default value” means secondary data value drawn from a published source verified by a conformity assessment body, which is taken as default in case of lack of primary or modelled data;
Amendment 162 #
2023/0266(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
1. The greenhouse gas emissions of transport services shall be calculated on the basis of the rules set out in Chapter III of this Regulation as full life cycle emissions including the corresponding share of emissions related to the construction of infrastructure used by the vehicle, the emissions related to production, maintenance and end of life of the vehicle and the well-to-wheel emissions. The corresponding share of emissions related to the construction of infrastructure used by the vehicle, the emissions related to production, maintenance and end of life of the vehicle shall be calculated based on a methodology developed by the Commission through a delegated act in accordance with Article 16. The well-to-wheel greenhouse gas emissions of transport services shall be calculated on the basis of the methodology defined in EN ISO 14083:2023 standard, in its up-to-date version, and the rules set out in Chapter III of this Regulation.
Amendment 164 #
2023/0266(COD)
Proposal for a regulation
Article 4 – paragraph 1 a (new)
Article 4 – paragraph 1 a (new)
1 a. By [OP: Please insert a date: 36 months after the entry into force of this Regulation] the Commission shall adopt a delegated act establishing the methodology mentioned in paragraph 1(a) of this Article that shall be based on latest international standards.
Amendment 170 #
2023/0266(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
2. The Commission shall assess the need for an adjustment of any component of the standards referred to in paragraph 1 and 1a, not later than 36 months after the date of application of this Regulation.
Amendment 171 #
2023/0266(COD)
Proposal for a regulation
Article 4 – paragraph 3
Article 4 – paragraph 3
3. The Commission mayshall launch a compliance check to assess any amendment to the standards referred to in paragraph 1 and 1a. The compliance check shall be initiated by the Commission, which, where appropriate, may act at the request of a Member State.
Amendment 179 #
2023/0266(COD)
Proposal for a regulation
Article 4 – paragraph 6
Article 4 – paragraph 6
6. The Commission is empowered to adopt implementinga delegated acts in accordance with Article 176 to supplement this Regulation with a view to clarify the reference methodology referred to in paragraph 1, to ensure its uniform implementation on the market as regards the approach for determining appropriate emission-relevant parameters for calculating greenhouse gas emissions before a service is provided, and, where applicable, other technical parameters related to the allocation of emissions or aggregation of data elements that are not explicitly explained in that methodology.
Amendment 183 #
2023/0266(COD)
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Entities referred to in Article 2 shall prioritise the use of primary data for calculating greenhouse gas emissions of a transport service provided by itself. Calculations for subcontracted transport chain elements may use secondary data.
Amendment 192 #
2023/0266(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point c a (new)
Article 5 – paragraph 2 – point c a (new)
(c a) entities referred to in Article 2 have not been issued labels pursuant to Article 14 of Regulation (EU) 2023/2405.
Amendment 205 #
2023/0266(COD)
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
1. The Commission with the assistance of the European Environmental Agency and other sectoral EU bodies, shall establish a core EU database of default emission intensity values referred to in Article 5 (2), point (a)(i)verified in accordance with this Regulation.
Amendment 215 #
2023/0266(COD)
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
2. The Commission shall ensure the maintenance, update and, continuous development and an appropriate level of security of the database referred to in paragraph 1, taking into account for the evolution of the technological state-of-the- art in the transport sector and of new methodological approaches for calculating greenhouse gas emissions.
Amendment 233 #
2023/0266(COD)
Proposal for a regulation
Article 7 – paragraph 3
Article 7 – paragraph 3
3. The technical quality check is required as from 124 months after the date of the application of this Regulationmentioned in paragraph 1, at the latest. A record of positive assessment of that quality check shall be valid for two years.
Amendment 237 #
2023/0266(COD)
Proposal for a regulation
Article 7 – paragraph 4 a (new)
Article 7 – paragraph 4 a (new)
4 a. Access to the database referred to in paragraph 1, to consult or use default emission intensity values shall be open to the public and free of charge.
Amendment 245 #
2023/0266(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
1. The Commission, with the assistance of the European Environmental Agency and other sectoral EU bodies, shall establish a central EU database of default greenhouse gas emission factors referred to in Article 5(2), point (b)verified in accordance with this Regulation.
Amendment 253 #
2023/0266(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
2. The Commission, with the assistance of the European Environmental Agency and other sectoral EU bodies, shall ensure the maintenance, update and, continuous development and an appropriate level of security of the database referred to in paragraph 1, taking into account the evolution of the technological state-of-the-art in the transport sector and of new methodological approaches for calculating greenhouse gas emissions.
Amendment 261 #
2023/0266(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. Output data shall be established using the reference methodology and input data in accordance with Articles 4 to 8 of this Regulation except for entities referred to in Article 2 who have been issued labels pursuant to Article 14 of Regulation (EU) 2023/2405 and who may use the output data established under the labelling scheme for the purpose of this Regulation.
Amendment 273 #
2023/0266(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
1. Concerned entities shall disclose output data in a clear and unambiguous manner. When concerned entities disclose output data, in the communication accompanying this disclosure they shall include the following statement “Well-to- wheelFull life cycle greenhouse gas emissions calculated in accordance with Regulation [reference to this Regulation] of the European Parliament and the Council”, at least in one of the official languages of the EU, and where possible, in an official language of a Member State on the territory of which the service is performed.
Amendment 290 #
2023/0266(COD)
Proposal for a regulation
Article 10 – paragraph 5
Article 10 – paragraph 5
5. The output data and evidence referred to in paragraph 54 shall be established in a clear and unambiguous manner, at least in one of the official languages of the Union. Where possible, they shall be made available in the form of a weblink, QR code or equivalent.
Amendment 293 #
2023/0266(COD)
Proposal for a regulation
Article 10 – paragraph 7
Article 10 – paragraph 7
7. Any recipient of output data and of evidence referred to in paragraph 54, shall take measures to ensure the confidentiality of relevant commercial data that are processed and communicated in accordance with this Regulation, and ensure that such data may be accessed, processed and disclosed only when authorised.
Amendment 302 #
2023/0266(COD)
Proposal for a regulation
Article 12 – paragraph 1
Article 12 – paragraph 1
1. Output data referred to in Article 9 shall be subject to verification of its conformity with the requirements laid down in Articles 4 to 9 of this Regulation, in accordance with Article 13, only upon request of the conformity assessment body, another concerned entity or its customers.
Amendment 321 #
2023/0266(COD)
Proposal for a regulation
Article 13 – paragraph 8
Article 13 – paragraph 8
8. Where other Union legislation lays down specific rules on the verification assessment of output data, those rules shall be treated in an equivalent manner, under the condition that the verification assessment is established consistently with this Regulation. The verification of the output date established under article 14 of Regulation (EU) 2023/2405 are deemed equivalent with this Regulation.
Amendment 330 #
2023/0266(COD)
Proposal for a regulation
Article 16 – paragraph 3
Article 16 – paragraph 3
3. The delegation of power referred to in Article 4(1a), Article 4(4), Article 4(5), Article 4(6), Article 9(4) and Article 15(4) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
Amendment 334 #
2023/0266(COD)
Proposal for a regulation
Article 18 – paragraph -1 (new)
Article 18 – paragraph -1 (new)
-1 The Commission shall carry out an impact assessment regarding the bureaucratic burden created for the application of this Regulation by [OP: please insert a date: 2 years after the entry in force of this Regulation].
Amendment 340 #
2023/0266(COD)
Proposal for a regulation
Article 18 a (new)
Article 18 a (new)
Article18a Annex - International Standards By [OP: Please insert a date: 12 months after the date of adoption of the Delegated act provided in Article 1a] the Commission shall adopt a delegated act establishing an Annex to this Regulation including the up-to date International Standards referred to in this Regulation.
Amendment 48 #
2023/0109(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The magnitude, frequency and impact of cybersecurity incidents are increasing, including supply chain attacks aiming at cyberespionage, ransomware or disruption. They represent a major threat to the functioning of network and information systems. In view of the fast-evolving threat landscape, the threat of possible large-scale incidents causing significant disruption or damage to critical infrastructures across the Union demands heightened preparedness at all levels of the Union’s cybersecurity framework. That threat goes beyond Russia’s military aggression on Ukraine, and is likely to persist given the multiplicity of state- aligned, criminal and hacktivist actors involved in current geopolitical tensions. Such incidents can impede the provision of public services and the pursuit of economic activities, including in critical or highly critical sectors, generate substantial financial losses, undermine user confidence, cause major damage to the economy of the Union, and could even have health or life- threatening consequences. Moreover, cybersecurity incidents are unpredictable, as they often emerge and evolve within very short periods of time, not contained within any specific geographical area, and occurring simultaneously or spreading instantly across many countries. Therefore, close and coordinated cooperation between the public sector, the private sector, the Member states, Union institutions or agencies, and acedemia is necessary to improve the Union’s cybersecurity posture. The Union’s response should be in cooperation with trusted and like-minded international partners and international institutions and aligned with international cooperation frameworks and agreements.
Amendment 50 #
2023/0109(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) It is necessary to strengthen the competitive position of industry and services sectors in the Union across the digitised economy and support their digital transformation, by reinforcing the level of cybersecurity in the Digital Single Market. As recommended in three different proposals of the Conference on the Future of Europe16 , it is necessary to increase the resilience of citizens, businesses, including micro-, small and medium-sized enterprises (SMEs), and entities operating critical infrastructures, including local or regional authorities, against the growing cybersecurity threats, which can have devastating societal and economic impacts. Therefore, investment in infrastructures and service, services, and highly-qualified personnel with the needed skills that will support faster detection and response to cybersecurity threats and incidents is needed, and Member States need assistance in better preparing for, as well as responding to significant and large-scale cybersecurity incidents, also through pro- actively gathering intelligence. The Union should also increase its capacities in these areas, notably as regards the collection and analysis of data on cybersecurity threats and incidents. _________________ 16[1] https://futureu.europa.eu/en/
Amendment 51 #
2023/0109(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) The growing cybersecurity risks and an overall complex threat landscape, with a clear risk of rapid spill-over of cyber incidents from one Member State to others and from a third country to the Union requires strengthened solidarity at Union level to better detect, prepare for and, respond to, and recover from cybersecurity threats and incidents. Member States have also invited the Commission to present a proposal on a new Emergency Response Fund for Cybersecurity in the Council Conclusions on an EU Cyber Posture21 . _________________ 21 Council conclusions on the development of the European Union's cyber posture approved by the Council at its meeting on 23 May 2022, (9364/22)
Amendment 52 #
2023/0109(COD)
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) In light of the geopolitical developments and increasing cyber threat landscape, the continuity and further development of the measures laid down in this Regulation, particularly the European Cyber Shield and the European Emergency Mechanism, is important. Therefore, it is necessary to ensure a specific budget line in the multiannual financial framework for 2028 to 2034. Member States should also commit to supporting all necessary measures to strengthen solidarity within the Union and to reduce cyber threats and incidents throughout the Union.
Amendment 53 #
2023/0109(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) To more effectively prevent, assess and, respond to, and recover from cyber threats and incidents, it is necessary to develop more comprehensive knowledge about the threats to critical assets and infrastructures on the territory of the Union, including their geographical distribution, interconnection and potential effects in case of cyber-attacks affecting those infrastructures, including by gathering pro-active intelligence. A large-scale Union infrastructure of SOCs should be deployed (‘the European Cyber Shield’), comprising of several interoperating cross- border platforms, each grouping together several National SOCs. A national SOC is a centralized capacity repsonsible for continuously gathering threat intelligence information and improving the cybersecurity posture of entities under national jurisdiction by preventing, detecting, and analyzing cybersecurity threats. That infrastructure should serve national and Union cybersecurity interests and needs, leveraging state of the art technology for advanced data collection and analytics tools, enhancing cyber detection and management capabilities and providing real-time situational awareness. That infrastructure should serve to increase detection of cybersecurity threats and incidents and thus complement and support Union entities and networks responsible for crisis management in the Union, notably the EU Cyber Crises Liaison Organisation Network (‘EU-CyCLONe’), as defined in Directive (EU) 2022/2555 of the European Parliament and of the Council24 . _________________ 24 Directive (EU) 2022/2555 of the European Parliament and of the Council of 14 December 2022 on measures for a high common level of cybersecurity across the Union, amending Regulation (EU) No 910/2014 and Directive (EU) 2018/1972, and repealing Directive (EU) 2016/1148 (NIS 2 Directive) (OJ L 333, 27.12.2022, p. 80).
Amendment 54 #
2023/0109(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) EIn order to participate in the European Cyber Shield, each Member State should designate a public body at national level tasked with coordinating cyber threat detection and information sharing activities in that Member State. Member States are strongly encouraged to incorporate the National SOC capacity into their already existing cyber structure and governance to not create additional governance layers and to align the Cyber Solidarity Act with already existing legislation, including Directive 2022/2555. These National SOCs should act as a reference point and gateway at national level for participation of private and public entities, particularly their SOCs, in the European Cyber Shield and should ensure that cyber threat information from public and private entities is shared and collected at national level in an effective and streamlined manner. National SOCs should strengthen the cooperation and information sharing between public and private entities to break up currently existing communication siloes. In doing so, they may support the creation of data exchange models and should facilitate and encourage the sharing of information in a trusted and secure environment. Close and coordinated cooperation between public and private entities is central for strengthening the Union’s resilience in the cybersecurity sphere.
Amendment 55 #
2023/0109(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) As part of the European Cyber Shield, a number of Cross-border Cybersecurity Operations Centres (‘Cross- border SOCs’) should be established. These should bring together National SOCs from at least three Member States, so that the benefits of cross-border threat detection and information sharing and management can be fully achieved. The general objective of Cross-border SOCs should be to strengthen capacities to analyse, prevent and detect cybersecurity threats and to support the production of high-quality and pro-active intelligence on cybersecurity threats, notably through the sharing of data from various sources, public or private, as well as through the sharing and joint use of state-of-the-art tools, and jointly developing detection, analysis and prevention capabilities in a trusted environment. They should provide new additional capacity, building upon and complementing exist cross-border SOCs should facilitate and encourage the sharing of information in a trusted and secure environment. ENISA should support Cross-border SOCs in matters related to operational cooperation. They should provide new additional capacity, while being incorporated in the already existing cybersecurity infrastructure, including SOCs and computer incident response teams (‘CSIRTs’) and other relevant actors.
Amendment 56 #
2023/0109(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) At national level, the monitoring, detection and analysis of cyber threats is typically ensured by SOCs of public and private entities, in combination with CSIRTs. In addition, CSIRTs exchange information in the context of the CSIRT network, in accordance with Directive (EU) 2022/2555. The Cross-border SOCs should constitute a new capabilcity that is complementary toincorporated into the already existing cybersecurity infrastructure, particularly the CSIRTs network, by pooling and sharing data on cybersecurity threats from public and private entities, in particular their SOCs, enhancing the value of such data through expert analysis and jointly acquired infrastructures and state of the art tools, and contributing to the development of Union capabilities and technological sovereignty, to strengthen the Union's resilience.
Amendment 58 #
2023/0109(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) The Cross-border SOCs should act as a central point allowing for a broad pooling of relevant data and cyber threat intelligence, enable the spreading of threat information among a large and diverse set of actors (e.g., Computer Emergency Response Teams (‘CERTs’), CSIRTs, Information Sharing and Analysis Centers (‘ISACs’), operators of critical infrastructures). to facilitate the break-up of currently existing communication siloes. In doings so, cross-border SOCs could also support the creation of data exchange models across the Union.The information exchanged among participants in a Cross- border SOC could include data from networks and sensors, threat intelligence feeds, including the gathering of pro-active intelligence, indicators of compromise, and contextualised information about incidents, threats and vulnerabilities. In addition, Cross-border SOCs should also enter into cooperation agreements with other Cross- border SOCs.
Amendment 60 #
2023/0109(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Shared situational awareness among relevant authorities is an indispensable prerequisite for Union-wide preparedness and coordination with regards to significant and large-scale cybersecurity incidents. Directive (EU) 2022/2555 establishes the EU–CyCLONe to support the coordinated management of large-scale cybersecurity incidents and crises at operational level and to ensure the regular exchange of relevant information among Member States and Union institutions, bodies and agencies. Recommendation (EU) 2017/1584 on coordinated response to large-scale cybersecurity incidents and crises addresses the role of all relevant actors. Directive (EU) 2022/2555 also recalls the Commission’s responsibilities in the Union Civil Protection Mechanism (‘UCPM’) established by Decision 1313/2013/EU of the European Parliament and of the Council, as well as for providing analytical reports for the Integrated Political Crisis Response Mechanism (‘IPCR’) arrangements under Implementing Decision (EU) 2018/1993. Therefore, in situations where Cross-border SOCs obtain information related to a potential or ongoing large-scale cybersecurity incident, they should provide relevant information to EU-CyCLONe, the CSIRTs network and the Commission, in line with already existing provisions under Directive (EU) 2022/2555. In particular, depending on the situation, information to be shared could include technical information, information about the nature and motives of the attacker or potential attacker, and higher-level non- technical information about a potential or ongoing large-scale cybersecurity incident. In this context, due regard should be paid to the need-to-know principle and to the potentially sensitive nature of the information shared.
Amendment 61 #
2023/0109(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) In order to enable the exchange of data on cybersecurity threats from various sources, on a large-scale basis, in a trusted environment, entities participating in the European Cyber Shield should be equipped with state-of-the-art and highly-secure tools, equipment and infrastructures and highly-skilled personnel. This should make it possible to improve collective detection capacities and timely warnings to authorities and relevant entities, notably by using the latest artificial intelligence and data analytics technologies.
Amendment 62 #
2023/0109(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) By collecting, sharing and exchanging data, the European Cyber Shield should enhance the Union’s technological sovereignty. The pooling of high-quality curated data should also contribute to the development of advanced artificial intelligence and data analytics technologies. It must be noted, however, that artificial intelligence is the most effective when paired with human analysis. Therefore, highly-skilled staff remains essential for pooling high-quality data and gathering of pro-active threat intelligence. It should be facilitated through the connection of the European Cyber Shield with the pan-European High Performance Computing infrastructure established by Council Regulation (EU) 2021/117325 . _________________ 25 Council Regulation (EU) 2021/1173 of 13 July 2021 on establishing the European High Performance Computing Joint Undertaking and repealing Regulation (EU) 2018/1488 (OJ L 256, 19.7.2021, p. 3).
Amendment 65 #
2023/0109(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) In view of the increasing risks and number of cyber incidents affecting Member States, it is necessary to set up a crisis support instrument to improve the Union’s resilience to significant and large- scale cybersecurity incidents and complement Member States’ actions through emergency financial support for preparedness, response and immediate recovery of essential services. That instrument should enable the rapid and effective deployment of assistance in defined circumstances and under clear conditions and allow for a careful monitoring and evaluation of how resources have been used. Whilst the primary responsibility for preventing, preparing for and responding to cybersecurity incidents and crises lies with the Member States, the Cyber Emergency Mechanism promotes solidarity between Member States in accordance with Article 3(3) of the Treaty on European Union (‘TEU’).
Amendment 66 #
2023/0109(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) Assistance provided under this Regulation should be in support of, and complementary to, the actions taken by Member States at national level. To this end, close cooperation and consultation between the Commission, ENISA and the affected Member State should be ensured. When requesting support under the Cyber Emergency Mechanism, the Member State should provide relevant information justifying the need for support.
Amendment 67 #
2023/0109(COD)
Proposal for a regulation
Recital 33
Recital 33
(33) A Union-level Cybersecurity Reserve should gradually be set up, consisting of services from private providers of managed security services to support response and immediate recovery actions in cases of significant or large-scale cybersecurity incidents. The EU Cybersecurity Reserve should ensure the availability and readiness of services. The services from the EU Cybersecurity Reserve should serve to support national authorities in providing assistance to affected entities operating in critical or highly critical sectors as a complement to their own actions at national level, while reinforcing the Union’s resilience and competitiveness, including the participation of European managed security service providers that are SMEs. Trusted providers, including SMEs, should be able to cooperate with one another to fulfil the criteria above. The services from the EU Cybersecurity Reserve should serve to support national authorities in providing assistance to affected entities operating in critical or highly critical sectors as a complement to their own actions at national level. Where possible, the services should be based on state-of-the-art technologies, including cloud and artificial intelligence. Therefore, the Cybersecurity Reserve should incentivize investment in research and innovation to boost the development of these technologies. Where appropriate, common exercises with the trusted providers and potential users of the Cybersecurity Reserve could be conducted to ensure efficient functioning of the Reserve when needed. When requesting support from the EU Cybersecurity Reserve, Member States should specify the support provided to the affected entity at the national level, which should be taken into account when assessing the Member State request. The services from the EU Cybersecurity Reserve may also serve to support Union institutions, bodies and agencies, under similar conditions.
Amendment 69 #
2023/0109(COD)
Proposal for a regulation
Recital 35
Recital 35
(35) To support the establishment of the EU Cybersecurity Reserve, the Commission cshould consider requesting ENISA to prepare a candidate certification scheme pursuant to Regulation (EU) 2019/881 for managed security services in the areas covered by the Cyber Emergency Mechanism.
Amendment 71 #
2023/0109(COD)
Proposal for a regulation
Recital 37 a (new)
Recital 37 a (new)
Amendment 72 #
2023/0109(COD)
Proposal for a regulation
Recital 38 a (new)
Recital 38 a (new)
(38a) Highly-skilled personnel, that is able to reliably deliver the relevant cybersecurity services at highest standards, is imperative for the effective implementation of the European Cyber Shield and the Cyber Emergency Mechanism. It is therefore concerning that the Union is faced with a talent gap, characterized by a shortage of skilled professionals, while facing a rapidly evolving threat landscape as acknowledged in the Commission communication of 18 April 2023 on the Cyber Skills Academy. It is important to bridge this talent gap by strengthening cooperation and coordination among the different stakeholders, including the private sector, academia, Member States, the Commission and ENISA to scale up and create synergies for the investment in education and training, the development of public-private partnerships, support of research and innovation initiatives, the development and mutual recognition of common standards and certification of cybersecurity skills, including through the European Cyber Security Skills Framework. This should also facilitate the mobility of cybersecurity professionals within the Union. This Regulation should aim to promote a more diverse cybersecurity workforce.
Amendment 73 #
2023/0109(COD)
Proposal for a regulation
Recital 38 b (new)
Recital 38 b (new)
(38b) Member States’ capacity building is essential for a Union-wide coordinated approach to strengthening the resilience of the Union's cybersecurity posture. As emphasized in the Commission communication of 18 April 2023 on the Cyber Skills Academy, the security of the Union cannot be guaranteed without the Union’s most valuable asset: its people. The European Cyber Security Skills Framework can help to better understand the composition of the Union's workforce, including the current and required competences within participating entities.
Amendment 74 #
2023/0109(COD)
Proposal for a regulation
Recital 39
Recital 39
(39) The objective of this Regulation, namely to break up communication silos and reinforce the Union’s cyber threat prevention, detection, response and recover capacities, can be better achieved at Union level than by the Member States. Hence, the Union may adopt measures, in accordance with the principles of subsidiarity and proportionality as set out in Article 5 of the Treaty on European Union. This Regulation does not go beyond what is necessary in order to achieve that objective.
Amendment 79 #
2023/0109(COD)
Proposal for a regulation
Article 1 – paragraph 2 – point a
Article 1 – paragraph 2 – point a
(a) to strengthen common Union detection and situational awareness of cyber threats and incidents thus allowing to reinforce the competitive position of industry, including SMEs, and services sectors in the Union across the digital economy and contribute to the Union’s technological sovereignty in the area of cybersecurity;
Amendment 83 #
2023/0109(COD)
Proposal for a regulation
Article 1 – paragraph 2 – point c a (new)
Article 1 – paragraph 2 – point c a (new)
Amendment 90 #
2023/0109(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1 a (new)
Article 2 – paragraph 1 – point 1 a (new)
(1a) “Security Operations Centre” (“SOC”) means a centralized capacity, which can be in-house or outsourced, responsible for continuously monitoring and improving the cybersecurity posture of an entity to prevent, detect, analyse, and respond to cybersecurity threats.
Amendment 92 #
2023/0109(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1 b (new)
Article 2 – paragraph 1 – point 1 b (new)
(1b) ‘National Security Operations Centre’ (“National SOC”) means a centralized capacity responsible for continuously gathering threat intelligence and improving the cybersecurity posture of entities under national jurisdiction by preventing, detecting and analyzing, cybersecurity threats to be able to better respond to cybersecurity threats. This capacity shall, where applicable, be incorporated in already existing national structures such as CSIRTs as established under Directive 2022/2555.
Amendment 104 #
2023/0109(COD)
Proposal for a regulation
Article 3 – paragraph 2 – subparagraph 1 – point c
Article 3 – paragraph 2 – subparagraph 1 – point c
(c) contribute to better protection and response to cyber threats, including by providing concrete recommendations to entities;
Amendment 105 #
2023/0109(COD)
Proposal for a regulation
Article 3 – paragraph 2 – subparagraph 1 – point d
Article 3 – paragraph 2 – subparagraph 1 – point d
(d) contribute to faster detection of cyber threats and situational awareness across the Union, including by gathering pro-active intelligence;
Amendment 112 #
2023/0109(COD)
Proposal for a regulation
Article 4 – paragraph 1 – subparagraph 2
Article 4 – paragraph 1 – subparagraph 2
It shall have the capacity to act as a reference point and gateway to other public and private organisations at national level, particularly their SOCs, for collecting and analysing information on cybersecurity threats and incidents and contributing to a Cross-border SOC. It shall be equipped with state-of-the-art technologies capable of detecting, aggregating, and analysing data relevant to cybersecurity threats and incidents.
Amendment 132 #
2023/0109(COD)
Proposal for a regulation
Article 6 – paragraph 3
Article 6 – paragraph 3
3. To encourage exchange of information between Cross-border SOCs, Cross-border SOCs shall ensure a high level of interoperability between themselves. To facilitate the interoperability betweenJoint procurement of cyber infrastructures, services and tools may facilitate the interoperability between the Cross-border SOCs. To specify the conditions for interoperability of the Cross-border SOCs, the Commission, may, by means of implementing acts, after consulting the ECCC and ENISA, specify the conditions for this interoperability. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 21(2) of this Regulation.
Amendment 134 #
2023/0109(COD)
Proposal for a regulation
Article 6 – paragraph 4
Article 6 – paragraph 4
4. Cross-border SOCs shall conclude cooperation agreements with one another, specifying information sharing principles among the cross-border platforms, taking into consideration already existing relevant information sharing mechanisms under the Directive (EU) 2022/2555. In the context of a potential or ongoing large-scale cybersecurity incident, information sharing mechanisms shall comply with the relevant provisions under the Directive (EU) 2022/2555.
Amendment 138 #
2023/0109(COD)
Proposal for a regulation
Article 7 – paragraph 1
Article 7 – paragraph 1
1. Where the Cross-border SOCs obtain information relating to a potential or ongoing large-scale cybersecurity incident, they shall provide relevant information to EU=CyCLONe, the CSIRTs network and the Commission, in view of and ENISA, in line with their respective crisis management roles in accordance with Directive (EU) 2022/2555 without undue delay.
Amendment 142 #
2023/0109(COD)
Proposal for a regulation
Article 7 – paragraph 2
Article 7 – paragraph 2
2. The Commission may, after consulting ENISA, by means of implementing acts, determine the procedural arrangements for the information sharing provided for in paragraphs 1. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 21(2) of this Regulation.
Amendment 146 #
2023/0109(COD)
Proposal for a regulation
Article 8 – paragraph 3
Article 8 – paragraph 3
3. The Commission may adopt implementing acts, after consulting ENISA, laying down technical requirements for Member States to comply with their obligation under paragraph 1 and 2. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 21(2) of this Regulation. In doing so, the Commission, supported by the High Representative, shall take into account relevant defence-level security standards, in order to facilitate cooperation with military actors.
Amendment 154 #
2023/0109(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. The NIS Cooperation Group in cooperation with the Commission, ENISA, and the High Representative, and the entities that may be subject to the preparedness testing, shall develop common risk scenarios and methodologies for the coordinated testing exercises.
Amendment 156 #
2023/0109(COD)
Proposal for a regulation
Article 12 – paragraph 2
Article 12 – paragraph 2
2. The EU Cybersecurity Reserve shall consist of incident response services from trusted providers selected in accordance with the criteria laid down in Article 16. The Reserve shall include pre- committed services. The services shall be deployable in all Member States, shall reinforce the Union’s resilience and sovereignty, and improve the Union’s competitiveness. The names of the selected trusted providers and their services shall be kept confidential.
Amendment 164 #
2023/0109(COD)
Proposal for a regulation
Article 12 – paragraph 6
Article 12 – paragraph 6
6. The Commission mayshall entrust the operation and administration of the EU Cybersecurity Reserve, in full or in part, to ENISA, by means of contribution agreements.
Amendment 165 #
2023/0109(COD)
Proposal for a regulation
Article 12 – paragraph 7
Article 12 – paragraph 7
7. In order to support the Commission in establishing the EU Cybersecurity Reserve, ENISA shall prepare a mapping of the services needed, including the needed skills and capacity of the cybersecurity workforce, after consulting Member States and the Commission. ENISA shall prepare a similar mapping, after consulting the Commission and in partnership with the private sector, to identify the needs of third countries eligible for support from the EU Cybersecurity Reserve pursuant to Article 17. The Commission, where relevant, shall consult the High Representative.
Amendment 168 #
2023/0109(COD)
Proposal for a regulation
Article 12 – paragraph 8
Article 12 – paragraph 8
8. The Commission may, by means of implementing acts, adopt a Delegated Act in accordance with Article 20a of this Regulation to specify the types and the number of response services required for the EU Cybersecurity Reserve. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 21(2).
Amendment 173 #
2023/0109(COD)
Proposal for a regulation
Article 13 – paragraph 7
Article 13 – paragraph 7
7. The Commission may, by means of implementing acts, adopt delegated acts in accordance with Article 20a of this Regulation to specify further the detailed arrangements for allocating the EU Cybersecurity Reserve support services. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 21(2).
Amendment 176 #
2023/0109(COD)
Proposal for a regulation
Article 14 – paragraph 3
Article 14 – paragraph 3
3. The EU Cybersecurity Reserve services shall be provided in accordance with specific agreements between the service provider and the user to which the support under the EU Cybersecurity Reserve is provided. Those agreements shall include liability conditions and any other provisions the parties to the agreement deem necessary for the provision of the respective service.
Amendment 178 #
2023/0109(COD)
Proposal for a regulation
Article 14 – paragraph 4
Article 14 – paragraph 4
4. The agreements referred to in paragraph 3 mayshall be based on templates prepared by ENISA, after consulting Member States and other users of the reserve.
Amendment 181 #
2023/0109(COD)
Proposal for a regulation
Article 14 – paragraph 5
Article 14 – paragraph 5
5. The Commission and ENISA shall bear no contractual liability for damages caused to third parties by the services provided in the framework of the implementation of the EU Cybersecurity Reserve, except for cases where the Commission or ENISA are users of the Reserve according to Article 14 (3).
Amendment 191 #
2023/0109(COD)
Proposal for a regulation
Article 16 – paragraph 1 – point c
Article 16 – paragraph 1 – point c
(c) ensure that the EU Cybersecurity Reserve brings EU added value, by contributing to the objectives set out in Article 3 of Regulation (EU) 2021/694, including promoting the development of cybersecurity skills in the EU, reinforcing the Union’s resilience and sovereignty, and improving the Union’s competitiveness.
Amendment 193 #
2023/0109(COD)
Proposal for a regulation
Article 16 – paragraph 2 – point f
Article 16 – paragraph 2 – point f
(f) the provider shall be equipped with the up-to-date hardware and software technical equipment necessary to support the requested service and shall meet the requirements set out in Regulation XX/XXXX (Cyber Resilience Act), where applicable;
Amendment 194 #
2023/0109(COD)
Proposal for a regulation
Article 16 – paragraph 2 – point f a (new)
Article 16 – paragraph 2 – point f a (new)
(fa) the provider shall demonstrate that its decision and management structures are free from any undue influence by governments of states classified as systemic rivals of the Union;
Amendment 197 #
2023/0109(COD)
Proposal for a regulation
Article 16 – paragraph 2 – point j
Article 16 – paragraph 2 – point j
(j) once an EU certification scheme for managed security service Regulation (EU) 2019/881 is in place, the provider shall be certified in accordance with that scheme, within a period of two years after the scheme has been adopted.
Amendment 203 #
2023/0109(COD)
Proposal for a regulation
Article 18 – paragraph 2
Article 18 – paragraph 2
2. To prepare the incident review report referred to in paragraph 1, ENISA shall collaborate with and gather feedback from all relevant stakeholders, including representatives of Member States, the Commission, other relevant EU institutions, bodies and agencies, managed security services providers and users of cybersecurity services. Where appropriate, ENISA shall also collaborate with entities affected by significant or large-scale cybersecurity incidents. To support the review, ENISA may also consult other types of stakeholders. Consulted representatives shall disclose any potential conflict of interest.
Amendment 205 #
2023/0109(COD)
Proposal for a regulation
Article 18 – paragraph 4
Article 18 – paragraph 4
4. Where appropriate, the report shall draw concrete recommendations, including for all relevant stakeholders, to improve the Union’s cyber posture.;
Amendment 208 #
2023/0109(COD)
Proposal for a regulation
Article 19 – paragraph 1 – point 3
Article 19 – paragraph 1 – point 3
Regulation (EU) 2021/694
Article 14 (2)
Article 14 (2)
The Programme may provide funding in any of the forms laid down in the Financial Regulation, including in particular through procurement as a primary form, or grants and prizes. ENISA shall receive additional resources to carry out its additional tasks laid down in Regulation XX/XXX (Cyber Solidarity Act). That additional funding shall not jeopardise the achievements of the objectives of the Programme.
Amendment 210 #
Amendment 211 #
2023/0109(COD)
Proposal for a regulation
Article 20 – paragraph 1
Article 20 – paragraph 1
By [fourtwo years after the date of application of this Regulation], the Commission shall submit a report on the evaluation and review of this Regulation to the European Parliament and to the Council. and every two years thereafter, the Commission shall carry out an evaluation of the functioning of the measures laid down in this Regulation and submit a report to the European Parliament and the Council. The evaluation shall assess in particular: (a) the participation of Member States in the European Cyber Shield, including the number of National SOCs and cross- border SOCs established as part of the Regulation and the effectiveness of information exchange; (b) the contribution of this Regulation to reinforce the Union’s resilience and sovereignty, to improve the competitiveness of the relevant industry sectors, including SMEs, and the development of cybersecurity skills in the EU; (c) the use of the Cybersecurity Reserve, including whether the scope of the reserve should be broadened to incident preparedness services or common exercises with the trusted providers and potential users of the Cybersecurity Reserve to ensure efficient functioning of the Reserve when needed; (d) the contribution of this Regulation to the development and improvement of the skills and competences of the workforce in the cybersecurity sector, needed to strengthen the Union's capacity to detect, prevent, respond to and recover from cybersecurity threats and incidents; (e) the contribution of this Regulation to the deployment and development of state- of-the-art technologies in the Union; On the basis of that report, the Commission shall, where appropriate, submit a legislative proposal to the Parliament and the Council to amend this Regulation.
Amendment 214 #
2023/0109(COD)
Proposal for a regulation
Article 20 a (new)
Article 20 a (new)
Amendment 26 #
2023/0081(COD)
(8) The Union’s decarbonisation objectives, security of energy supply, digitalisation of the energy system and electrification of demand, for example in mobility and the need for fast recharging points, require an enormous expansion of electricity grids in the European Union, both at transmission level and at distribution level. At transmission level, high-voltage direct current (HVDC) systems are needed to connect offshore renewable energies; while at distribution level, connecting electricity providers and managing demand-side flexibility builds on investments in innovative grid technologies, such as electric vehicles smart charging (EVSC), energy efficiency building and industry automation and smart controls, advanced meter infrastructure (AMI) and home energy management systems (HEMS). The electricity grid needs to interact with many actors or devices based on a detailed level of observability, and hence availability of data, to enable flexibility, smart charging and smart buildings with smart electricity grids enabling demand side response from consumers and the uptake of renewables. Connecting the net-zero technologies to the network of the European Union requires the substantial expansion of manufacturing capabilities for electricity grids in areas such as offshore and onshore cables, substations and transformers, as well as the corresponding upgrading and adaptation of transport connectivity infrastructure to and from manufacturing sites, to ensure a supply chain approach.
Amendment 31 #
2023/0081(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) To achieve the 2030 objectives a particular focus is needed on some of the net-zero technologies, also in view their significant contribution towards the path to net zero by 2050. These technologies include solar photovoltaic and solar thermal technologies, onshore and offshore renewable technologies, battery/storage technologies, heat pumps and geothermal energy technologies, electrolysers and fuel cells, sustainable biogas/biomethane, carbon capture and storage technologies and grid technologies. These technologies play a key role in the Union’s open strategic autonomy, ensuring that citizens have access to clean, affordable, secure energy. Given their role, these technologies should benefit from even faster permitting procedures, obtain the status of the highest national significance possible under national law and benefit from additional support to crowd-in investments. To ensure a supply chain approach, where needed, the upgrading and adaptation of transport connectivity infrastructure to and from manufacturing sites should also benefit from faster permitting procedures, obtain the status of the highest national significance possible under national law and benefit from additional support to crowd-in investments.
Amendment 40 #
2023/0081(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) Considering these objectives together, while also taking into account that for certain elements of the supply chain (such as inverters, as well as solar cells, wafers, and ingots for solar PV or cathodes and anodes for batteries) the Union manufacturing capacity is low, the Union manufacturing capacity of the net- zero technologies annual capacity, including strategic net- zero technologies listed in the Annex, should aim at, by 2030, approaching or reaching an overall annual manufacturing benchmark of at least 40% of annual deployment nethe levels requiered to fulfill the benchmarks and the targets imposeds by 2030 for the technologies listed in the Annex the EU legislation in the corresponding areas.
Amendment 44 #
2023/0081(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) In order to maintain competitiveness and reduce current strategic import dependencies in key net- zero technology products and their supply chains, while avoiding the formation of new ones, the Union needs to continue strengthening its net zero industrial base and become more competitive and innovation friendly. The Union needs to enable the development of manufacturing capacity faster, simpler and in a more predictable way. This also implies an efficient connectivity between EU manufacturing sites and all EU markets to ensure a supply chain approach.
Amendment 51 #
2023/0081(COD)
Proposal for a regulation
Recital 45
Recital 45
(45) Member States can provide support from cohesion policy programmes in line with applicable rules under Regulation (EU) 2021/1060 of the European Parliament and of the Council57 to encourage the take up of net-zero strategictechnologies projects in less developed and transition regions through investment packages of infrastructure, productive investment in innovation, manufacturing capacity in SMEs, services, training and upskilling measure, including support to capacity building of the public authorities and promoters. The applicable co-financing rates set in programmes may be up to 85% for less developed regions and up to 60% or 70% for transition regions depending on the fund concerned and the status of the region but Member States may exceed these ceilings at the level of the project concerned, where feasible under State aid rules. The Technical Support Instrument can help Member States and regions in preparing net-zero growth strategies, improve the business environment, reducing red tape and accelerating permitting. Member States should be encouraged to promote the sustainability of net-zero strategictechnology projects by embedding these investments in European value chains, building notably on interregional and cross border cooperation networks. _________________ 57 Regulation (EU) 2021/1060 of the European Parliament and of the Council of 24 June 2021 laying down common provisions on the European Regional Development Fund, the European Social Fund Plus, the Cohesion Fund, the Just Transition Fund and the European Maritime, Fisheries and Aquaculture Fund and financial rules for those and for the Asylum, Migration and Integration Fund, the Internal Security Fund and the Instrument for Financial Support for Border Management and Visa Policy (OJ L 231, 30.6.2021, p. 159).
Amendment 54 #
2023/0081(COD)
Proposal for a regulation
Recital 48
Recital 48
(48) To overcome the limitations of the current fragmented public and private investments efforts, facilitate integration and return on investment, the Commission, and Member States should better coordinate and create synergies between the existing funding programmes at Union and national level as well as ensure better coordination and collaboration with industry and key private sector stakeholders. The Net-Zero Europe Platform has a key role to play to build a comprehensive view of available and relevant funding opportunities and to discuss the individual financing needs of net-zero strategictechnologies projects.
Amendment 65 #
2023/0081(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation establishes the framework of measures for innovating and scaling up the manufacturing capacity of net-zero technologies, including where relevant the supply chain and connectivity infrastructure, in the Union to support the Union’s 2030 target of reducing net greenhouse gas emissions by at least 55 % relative to 1990 levels and the Union’s 2050 climate neutrality target, as defined by Regulation (EU) 2021/1119, and to ensure the Union’s access to a secure and sustainable supply of net-zero technologies needed to safeguard the resilience of the Union’s energy system and to contribute to the creation of quality jobs.
Amendment 67 #
2023/0081(COD)
a) that by 2030, manufacturing capacity in the Union of the net-zero techologies, including strategic net- zero technologies listed in the Annex approaches or reaches a benchmark of at least 40% of the Union’s annual deployment needs for the corresponding technologies necessary to achieve the Union’s 2030 climate and energy targets;, reaches at least 40 % of the levels requiered to fulfill the benchmarks and the targets imposed by the EU legislation in the corresponding areas; no later than 12 months from the entry in force of this Regulation, the Commission, shall provide, based on the requierements of EU legislation, indicative levels for manufacturing capacity of each net-zero techologies .
Amendment 72 #
2023/0081(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
3. Where, based on the report referred to in Article 35, the Commission concludes that the Union is likely not to achieve the objectives set out in paragraph 1, it shall assess the feasibility and proportionality of proposing measures or exercising its powers at Union level in order to ensure the achievement of those objectivto incentivies the maufacturing capacity of net-zero tecnologies.
Amendment 73 #
2023/0081(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
This Regulation applies to net-zero technologies, except for Articles 26 and 27 of this Regulation, which apply to innovative net-zero technologies. Raw materials processed materials or components falling under the scope of Regulation (EU) …/… [add footnote with publication references of the Critical Raw Materials Regulation] shall be excluded fincluding strategic net-zero technologies, where relevant the supply chain and connectivity infrastructure, and innovative net-zerom the scope of this Regulationechnologies manufacturing projects.
Amendment 76 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a
Article 3 – paragraph 1 – point a
(a) ‘net-zero technologies’ means renewable energy technologies66 ; electricity and heat storage technologies; heat pumps; grid technologies; renewable fuels of non-biological origin technologies; sustainable alternative fuels technologies67 ; electrolysers and fuel cells, fuel cells and liquid hydrogen technologies (liquefiers, pumps, hydrants, refuelers); advanced technologies to produce energy from nuclear processes with minimal waste from the fuel cycle, small modular reactors, and related best-in-class fuels; carbon capture, utilisation, and storage technologies and all types of Carbon Removal technologies ; and energy-system related energy efficiency technologies. They refer to the final products, specific components and specific machinery primarily used for the production of those products along the entire value chain. They shall have reached a technology readiness level of at least 8. _________________ 66 ‘renewable energy' means ‘renewable energy’ as defined in Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources 67 ‘sustainable alternative fuels’ means fuels covered by the Proposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, COM/2021/561 final and by the Proposal for a Regulation of the European Parliament and Council on the use of renewable and low-carbon fuels in maritime transport COM/2021/562 final.
Amendment 90 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point d
Article 3 – paragraph 1 – point d
(d) ‘net-zero technology manufacturing project’ means a planned industrial facility or extension or repurposing of an existing facility manufacturing implementing net- zero technologies , including where relevant the upgrading and adaptation of supply chain and transport connectivity infrastructure;
Amendment 95 #
2023/0081(COD)
Proposal for a regulation
Article 6 – paragraph 1 – introductory part
Article 6 – paragraph 1 – introductory part
1. The permit-granting process for net-zero technology manufacturing projects shall not exceed any of the following time limits: , including where relevant the upgrading and adaptation of supply chain and transport connectivity infrastructure shall not exceed 9 months.
Amendment 98 #
2023/0081(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point a
Article 6 – paragraph 1 – point a
Amendment 101 #
2023/0081(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point b
Article 6 – paragraph 1 – point b
Amendment 104 #
2023/0081(COD)
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
2. For net-zero technology manufacturing projects for which a yearly manufacturing capacity is not measured in GW, the permit-granting process shall not exceed a time limit of 189 months.
Amendment 106 #
2023/0081(COD)
Proposal for a regulation
Article 7 – paragraph 3
Article 7 – paragraph 3
3. The national competent authority shall ensure that the authorities concerned issue a reasoned conclusion as referred to in Article 1(2), point (g)(iv) of Directive 2011/92/EU on the environmental impact assessment within threewo months of receiving all necessary information gathered pursuant to Articles 5, 6 and 7 of that Directive and completing the consultations referred to in Articles 6 and 7 of that Directive.
Amendment 107 #
2023/0081(COD)
Proposal for a regulation
Article 7 – paragraph 4
Article 7 – paragraph 4
4. The timeframes for consulting the public concerned on the environmental report referred to in Article 5(1) of Directive 2011/92/EU shall not be longer than 45 days. In cases falling under the second sub-paragraph of Article 6(4), this period shall be extended to 90 days and not longer than 30 days for net-zero strategic projects recognised in accordance with Article 11.
Amendment 109 #
2023/0081(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
1. When preparing plans, including zoning, spatial plans and land use plans, national, regional and local authorities shall, where appropriate, include in those plans provisions for the development of net-zero technology manufacturing projects, including net-zero strategic projects, and all the necessary infrastructure. Priority shall be given to artificial and built surfaces, industrial sites, brownfield sites, and, where appropriate, greenfield sites not usable for agriculture and forestry.
Amendment 113 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. The permit-granting process for net-zero strategic projects shall not exceed any of the following time limits:9 months.
Amendment 115 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point a
Article 13 – paragraph 1 – point a
Amendment 118 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point b
Article 13 – paragraph 1 – point b
Amendment 119 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point c
Article 13 – paragraph 1 – point c
Amendment 121 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. For net-zero strategic technologies for which a yearly manufacturing capacity is not measured in GW, the permit-granting process shall not exceed a time limit of 129 months.
Amendment 122 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
4. National competent authorities shall ensure that the lack of reply of the relevant administrative bodies within the applicable time limits referred to in this Article results in the specific intermediary stepsrelevant permit granting application to be considered as approved, except. In cases where the specific project is subject to an environmental impact assessment pursuant to Council Directive 92/43/EEC or Directive 2000/60/EC, Directive 2008/98/EC, Directive 2009/147/EC, Directive 2010/75/EU, 2011/92/EU or Directive 2012/18/EU or a determination of whether such environmental impact assessment is necessary and the relevant assessments concerned have not yet been carried out, or where the principle ofthe administrative tacit approval does not exist in the national legal system. This provisperiond shall not apply to final decisions on the outcome of the process, which are to be explicitbe extended by a maximum of two months. All decisions shall be made publicly available.
Amendment 123 #
2023/0081(COD)
Proposal for a regulation
Article 14 – title
Article 14 – title
Accelerating and financing of implementation
Amendment 124 #
2023/0081(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. 1. The Commission and the Member States shall undertake activities to accelerate and crowd-in private and public investments in net-zero technology manufacturing projects and net-zero strategic projects. Such activities may, without prejudice to Article 107 and Article 108 of the TFEU, include providing and coordinating support to net-zero strategic projects facing difficulties in accessing finance, such as: (a) applying the provisions of Temporary Crisis and Transition Framework, including tax benefits for producers and distributors ; (b) considering projects covered by this Regulation as priorities for financing trough ESIF; (c) accesing resources provided by Article 6 paragraph 1(b) of Regulation (EU) 2021/241, European Union Recovery Instrument; (d) considering projects covered by this Regulaties in accessing finance. on eligible for being financed by national revenues stemming from Emission Trading Scheme allowances and allocating for these projects at least 25 % of that revenues; (e) facilitating the accesion of projects covered by this Regulation to financing provided by EFSI.
Amendment 125 #
2023/0081(COD)
Proposal for a regulation
Article 14 – paragraph 1 a (new)
Article 14 – paragraph 1 a (new)
1a. No later than December 31, 2025 the Commission shall provide an evaluation of the implementation of the Green Deal legislative framework and the level of completion of the different targets, and, taking into account of the state of play, will propose an EU financing plan in order to secure the 2030 55 % emissions reduction target.
Amendment 127 #
2023/0081(COD)
Proposal for a regulation
Article 14 – paragraph 2 – introductory part
Article 14 – paragraph 2 – introductory part
2. Member States may provide administrative support to net-zero strategictechnologies projects to facilitate their rapid and effective implementation, including by providing:
Amendment 129 #
2023/0081(COD)
Proposal for a regulation
Article 15 – paragraph 1
Article 15 – paragraph 1
1. The Net-Zero Europe Platform as established in Article 28 shall discuss financial needs and bottlenecks of net-zero technology manufacturing projects and net-zero strategic projects, potential best practices, in particular to develop EU cross-border supply chains, notably based on regular exchanges with the relevant industrial alliances.
Amendment 130 #
2023/0081(COD)
Proposal for a regulation
Article 15 – paragraph 2 – introductory part
Article 15 – paragraph 2 – introductory part
2. The Net-Zero Europe Platform shall, at the request of the net-zero strategictechnology project promoter, discuss and advise on how the financing of its project can be completed, taking into account the funding already secured and considering at least the following elements:
Amendment 137 #
2023/0081(COD)
Proposal for a regulation
Article 19 – paragraph 4
Article 19 – paragraph 4
Amendment 138 #
2023/0081(COD)
Proposal for a regulation
Article 20 – paragraph 3
Article 20 – paragraph 3
Amendment 144 #
2023/0081(COD)
Proposal for a regulation
Article 28 – paragraph 4 – point c – point i a (new)
Article 28 – paragraph 4 – point c – point i a (new)
ia) C02 injection and storage capacities within their territories ;
Amendment 155 #
2023/0081(COD)
Proposal for a regulation
Article 35 – paragraph 1 a (new)
Article 35 – paragraph 1 a (new)
1a. By ... [ two years after the date of aplication of this Regulation], and every two years thereafter the Commission shall review and, if necessary, update the list of net-zero technologies and strategic net- zero technologies.
Amendment 159 #
2023/0081(COD)
Proposal for a regulation
Annex I
Annex I
Strategic net-zero technologies 1 Solar photovoltaic and solar thermal technologies 2 Onshore wind, on-shore power supply/shore side electricity and offshore renewable technologies 3 Battery/storage and charging technologies 4 Heat pumps and geothermal energy technologies 5 Electrolysers and, fuel cells 6 and hydrogen storage and transportation technologies 5a Sustainable biogas/biomethane technologies 7 Carbon Capture and storage (CCS)propulsion systems such as electric motors, engines for sustainable aviation, waterborn transport and wind assisted propulsion 6 Biomethane technologies and other sustainable biofuels 6a Hydrogen based synthetic fuels technologies 7 Carbon Capture Utilisation (CCU) and and Storage (CCS) technologies as well as all types of Carbon Removal technologies, including on-board carbon capture technologies 8 Grid technologies
Amendment 168 #
2023/0081(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) To achieve the 2030 objectives a particular focus is needed on some of the net-zero technologies, also in view their significant contribution towards the path to net zero by 2050. These technologies include solar photovoltaic and solar thermal technologies, onshore and offshore renewable technologies, battery/storage technologies, heat pumps and geothermal energy technologies, electrolysers and fuel cells, sustainable biogas/biomethane, carbon capture and storage technologies and grid technologies. These technologies play a key role in the Union’s open strategic autonomy, ensuring that citizens have access to clean, affordable, secure energy. Given their role, these technologies, including the upgrading and adaptation of transport connectivity infrastructure to and from manufacturing sites should benefit from even faster permitting procedures, obtain the status of the highest national significance possible under national law and benefit from additional support to crowd-in investments.
Amendment 225 #
2023/0081(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) Considering these objectives together, while also taking into account that for certain elements of the supply chain (such as inverters, as well as solar cells, wafers, and ingots for solar PV or cathodes and anodes for batteries) the Union manufacturing capacity is low, the Union manufacturing capacity of the net- zero technologies annual capacity, including strategic net- zero technologies listed in the Annex, should aim at, by 2030, approaching or reaching an overall annual manufacturing benchmark of at least 40% of annual deployment nethe levels requiered to fulfill the benchmarks and the targets imposeds by 2030 for the technologies listed in the Annex the EU legislation in the corresponding areas.
Amendment 273 #
2023/0081(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) The weighting of criteria on the sustainability and resilience contribution of the tender in relation to public procurement procedures is without prejudice to the possibility for ca minimum threshold. Within this minimum threshold, the contracting authorities and contracting entities may freely differentiate the weighting of the individual criteria, without ignoring one completely. Contracting authorities and contracting entities tomay always set a higher threshold for the criteria relating to environmental sustainability and innovation, in line with Article 41 (3) and Recital 64 of Directive 2014/23/EU of the European Parliament and of the Council50 , Article 67 (5) of Directive 2014/24/EU and Article 82 (5) of Directive 2014/25/EU. _________________ 50 Directive 2014/23/EU of the European Parliament and of the Council of 26 February 2014 on the award of concession contracts (OJ L 94, 28.3.2014, p. 1)one or several relevant criteria on the sustainability and resilience contribution. Given the importance of increasing the resilience of the Union’s energy system, the contracting authorities and contracting entities should pay significant attention to the resilience contribution.
Amendment 318 #
2023/0081(COD)
Proposal for a regulation
Recital 45
Recital 45
(45) Member States can provide support from cohesion policy programmes in line with applicable rules under Regulation (EU) 2021/1060 of the European Parliament and of the Council57 to encourage the take up of net-zero strategictechnologies projects in less developed and transition regions through investment packages of infrastructure, productive investment in innovation, manufacturing capacity in SMEs, services, training and upskilling measure, including support to capacity building of the public authorities and promoters. The applicable co-financing rates set in programmes may be up to 85% for less developed regions and up to 60% or 70% for transition regions depending on the fund concerned and the status of the region but Member States may exceed these ceilings at the level of the project concerned, where feasible under State aid rules. The Technical Support Instrument can help Member States and regions in preparing net-zero growth strategies, improve the business environment, reducing red tape and accelerating permitting. Member States should be encouraged to promote the sustainability of net-zero strategictechology projects by embedding these investments in European value chains, building notably on interregional and cross border cooperation networks. _________________ 57 Regulation (EU) 2021/1060 of the European Parliament and of the Council of 24 June 2021 laying down common provisions on the European Regional Development Fund, the European Social Fund Plus, the Cohesion Fund, the Just Transition Fund and the European Maritime, Fisheries and Aquaculture Fund and financial rules for those and for the Asylum, Migration and Integration Fund, the Internal Security Fund and the Instrument for Financial Support for Border Management and Visa Policy (OJ L 231, 30.6.2021, p. 159).
Amendment 336 #
2023/0081(COD)
Proposal for a regulation
Recital 48
Recital 48
(48) To overcome the limitations of the current fragmented public and private investments efforts, facilitate integration and return on investment, the Commission, and Member States should better coordinate and create synergies between the existing funding programmes at Union and national level as well as ensure better coordination and collaboration with industry and key private sector stakeholders. The Net-Zero Europe Platform has a key role to play to build a comprehensive view of available and relevant funding opportunities and to discuss the individual financing needs of net-zero strategictechnologies projects.
Amendment 424 #
2023/0081(COD)
Proposal for a regulation
Article 1 – paragraph 2 – point a
Article 1 – paragraph 2 – point a
a) that by 2030, manufacturing capacity in the Union of the net-zero techologies, including strategic net- zero technologies listed in the Annex approaches or reaches a benchmark of at least 40% of the Union’s annual deployment needs for the corresponding technologies necessary to achieve the Union’s 2030 climate and energy targets;, reaches at least 40 % of the levels requiered to fulfill the benchmarks and the targets imposed by the EU legislation in the corresponding areas; no later than 12 months from the entry in force of this Regulation, the Commission, shall provide, based on the requierements of EU legislation, indicative levels for manufacturing capacity of each net-zero techologies .
Amendment 457 #
2023/0081(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
3. Where, based on the report referred to in Article 35, the Commission concludes that the Union is likely not to achieve the objectives set out in paragraph 1, it shall assess the feasibility and proportionality of proposing measures or exercising its powers at Union level in order to ensure the achievement of those objectivto incentivies the maufacturing capacity of net-zero tecnologies.
Amendment 465 #
2023/0081(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
This Regulation applies to net-zero technologies, except for Articles 26 and 27 of this Regulation, which apply to innovative net-zero technologies. Raw materials processed materials or components falling undincluding strategic net-zero technologies, and innovative net-zero the scope of Regulation (EU) …/… [add footnote with publication references of the Critical Raw Materials Regulation] shall be excluded from the scope of this Regulationechnologies manufacturing projects.
Amendment 491 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a
Article 3 – paragraph 1 – point a
(a) ‘net-zero technologies’ means renewable energy technologies66 ; electricity and heat storage technologies; heat pumps; grid technologies; renewable fuels of non-biological origin technologies; sustainable alternative fuels technologies67 ; electrolysers and fuel cells, fuel cells and liquid hydrogen technologies (liquefiers, pumps, hydrants, refuelers); advanced technologies to produce energy from nuclear processes with minimal waste from the fuel cycle, small modular reactors, and related best-in-class fuels; carbon capture, utilisation, and storage technologies and all types of Carbon Removal technologies ; and energy-system related energy efficiency technologies. They refer to the final products, specific components and specific machinery primarily used for the production of those products along the entire value chain. They shall have reached a technology readiness level of at least 8. _________________ 66 ‘renewable energy' means ‘renewable energy’ as defined in Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources 67 ‘sustainable alternative fuels’ means fuels covered by the Proposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, COM/2021/561 final and by the Proposal for a Regulation of the European Parliament and Council on the use of renewable and low-carbon fuels in maritime transport COM/2021/562 final and by Directive (EU) 2018/2001.
Amendment 552 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point d
Article 3 – paragraph 1 – point d
(d) ‘net-zero technology manufacturing project’ means a planned industrial facility or extension or repurposing of an existing facility manufacturing, including the supply chain, using net-zero technologies;
Amendment 673 #
2023/0081(COD)
Proposal for a regulation
Article 6 – paragraph 1 – introductory part
Article 6 – paragraph 1 – introductory part
1. The permit-granting process for net-zero technology manufacturing projects shall not exceed any of the following time limits:9 months.
Amendment 679 #
2023/0081(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point a
Article 6 – paragraph 1 – point a
Amendment 688 #
2023/0081(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point b
Article 6 – paragraph 1 – point b
Amendment 701 #
2023/0081(COD)
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
2. For net-zero technology manufacturing projects for which a yearly manufacturing capacity is not measured in GW, the permit-granting process shall not exceed a time limit of 189 months.
Amendment 730 #
2023/0081(COD)
Proposal for a regulation
Article 7 – paragraph 3
Article 7 – paragraph 3
3. The national competent authority shall ensure that the authorities concerned issue a reasoned conclusion as referred to in Article 1(2), point (g)(iv) of Directive 2011/92/EU on the environmental impact assessment within threewo months of receiving all necessary information gathered pursuant to Articles 5, 6 and 7 of that Directive and completing the consultations referred to in Articles 6 and 7 of that Directive.
Amendment 734 #
2023/0081(COD)
Proposal for a regulation
Article 7 – paragraph 4
Article 7 – paragraph 4
4. The timeframes for consulting the public concerned on the environmental report referred to in Article 5(1) of Directive 2011/92/EU shall not be longer than 45 days. In cases falling under the second sub-paragraph of Article 6(4), this period shall be extended to 90 days and not longer than 30 days for net-zero strategic projects recognised in accordance with Article 11.
Amendment 745 #
2023/0081(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
1. When preparing plans, including zoning, spatial plans and land use plans, national, regional and local authorities shall, where appropriate, include in those plans provisions for the development of net-zero technology manufacturing projects, including net-zero strategic projects, and all the necessary infrastructure. Priority shall be given to artificial and built surfaces, industrial sites, brownfield sites, and, where appropriate, greenfield sites not usable for agriculture and forestry.
Amendment 910 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. The permit-granting process for net-zero strategic projects shall not exceed any of the following time limits:9 months.
Amendment 915 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point a
Article 13 – paragraph 1 – point a
Amendment 918 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point b
Article 13 – paragraph 1 – point b
Amendment 922 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point c
Article 13 – paragraph 1 – point c
Amendment 925 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. For net-zero strategic technologies for which a yearly manufacturing capacity is not measured in GW, the permit-granting process shall not exceed a time limit of 129 months.
Amendment 928 #
2023/0081(COD)
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
4. National competent authorities shall ensure that the lack of reply of the relevant administrative bodies within the applicable time limits referred to in this Article results in the specific intermediary stepsrelevant permit granting application to be considered as approved, except. In cases where the specific project is subject to an environmental impact assessment pursuant to Council Directive 92/43/EEC or Directive 2000/60/EC, Directive 2008/98/EC, Directive 2009/147/EC, Directive 2010/75/EU, 2011/92/EU or Directive 2012/18/EU or a determination of whether such environmental impact assessment is necessary and the relevant assessments concerned have not yet been carried out, or where the principle ofthe administrative tacit approval does not exist in the national legal system. This provisperiond shall not apply to final decisions on the outcome of the process, which are to be explicitbe extended by a maximum of two months. All decisions shall be made publicly available.
Amendment 937 #
2023/0081(COD)
Proposal for a regulation
Article 14 – title
Article 14 – title
14 Accelerating and financing of implementation
Amendment 938 #
2023/0081(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. The Commission and the Member States shall undertake activities to accelerate and crowd-in private and public investments in net-zero technology manufacturing projects and net-zero strategic projects. Such activities may, without prejudice to Article 107 and Article 108 of the TFEU, include providing and coordinating support to net-zero strategic projects facing difficulties in accessing finance, such as: (a) applying the provisions of Temporary Crisis and Transition Framework, including tax benefits for producers and distributors ; (b) considering projects covered by this Regulation as priorities for financing trough ESIF; (c) accesing resources provided by Article 6 paragraph 1(b) of Regulation (EU) 2021/241, European Union Recovery Instrument; (d) considering projects covered by this Regulaties in accessing finance. on eligible for being financed by national revenues stemming from Emission Trading Scheme allowances and allocating for these projects at least 25 % of that revenues; (e) facilitating the accesion of projects covered by this Regulation to financing provided by EFSI.
Amendment 948 #
2023/0081(COD)
Proposal for a regulation
Article 14 – paragraph 1 a (new)
Article 14 – paragraph 1 a (new)
1a. No later than December 31, 2025 the Commission shall provide an evaluation of the implementation of the Green Deal legislative framework and the level of completion of the different targets, and, taking into account of the state of play, will propose an EU financing plan in order to secure the 2030 55 % emissions reduction target.
Amendment 956 #
2023/0081(COD)
Proposal for a regulation
Article 14 – paragraph 2 – introductory part
Article 14 – paragraph 2 – introductory part
2. Member States may provide administrative support to net-zero strategictechnologies projects to facilitate their rapid and effective implementation, including by providing:
Amendment 971 #
2023/0081(COD)
Proposal for a regulation
Article 15 – paragraph 1
Article 15 – paragraph 1
1. The Net-Zero Europe Platform as established in Article 28 shall discuss financial needs and bottlenecks of net-zero technology manufacturing projects and net-zero strategic projects, potential best practices, in particular to develop EU cross-border supply chains, notably based on regular exchanges with the relevant industrial alliances.
Amendment 985 #
2023/0081(COD)
Proposal for a regulation
Article 15 – paragraph 2 – introductory part
Article 15 – paragraph 2 – introductory part
2. The Net-Zero Europe Platform shall, at the request of the net-zero strategictechnology project promoter, discuss and advise on how the financing of its project can be completed, taking into account the funding already secured and considering at least the following elements:
Amendment 1213 #
2023/0081(COD)
Proposal for a regulation
Article 19 – paragraph 2 a (new)
Article 19 – paragraph 2 a (new)
2a. The tender’s resilience contribution shall be based on the following cumulative criteria which shall be objective, transparent and non- discriminatory: (a) where applicable, the tender’s contribution to the energy security of the Union; (b) the tender’s contribution to the resilience of the Union, taking into account the diversification of supplies by considering the proportion of the products originating from a single source of supply, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council1a. The supply shall be deemed insufficiently diversified where a single source supplied outside the European Economic Area, in the last year for which data is available, more than 65% of the total demand within the European Union for a specific net-zero technology or the components primarily used for the production of these technologies. _________________ 1a Regulation (EU) No 952/2013 of the European Parliament and of the Council of 9 October 2013 laying down the Union Customs Code (OJ L 269, 10.10.2013, p. 1).
Amendment 1229 #
2023/0081(COD)
Proposal for a regulation
Article 19 – paragraph 4
Article 19 – paragraph 4
Amendment 1263 #
2023/0081(COD)
Proposal for a regulation
Article 20 – paragraph 3
Article 20 – paragraph 3
Amendment 1426 #
2023/0081(COD)
Proposal for a regulation
Article 28 – paragraph 4 – point c – point i a (new)
Article 28 – paragraph 4 – point c – point i a (new)
ia) C02 injection and storage capacities within their territories ;
Amendment 1513 #
2023/0081(COD)
Proposal for a regulation
Article 35 – paragraph 1 a (new)
Article 35 – paragraph 1 a (new)
1a. By ... [ two years after the date of aplication of this Regulation], and every two years thereafter the Commission shall review and, if necessary, update the list of net-zero technologies and strategic net- zero technologies.
Amendment 538 #
2023/0077(COD)
By 1 December 2024, the ENTSO for Electricity shall submit to ACER a report about the possible implementation of practical solutions addressing market participants’ hedging needs. The report shall assess at least, but not limited to, the frequency of the auctions, the maturities of the products, the development of secondary markets, the obligations concerning financial transmission rights, the process on cost-recovery to handle any financial risks and potential losses, the timeline for implementation, the appropriateness of regional coordination and decision-making for alternative measures, including the possible establishment of regional virtual hubs.
Amendment 546 #
2023/0077(COD)
1. By 1 December 2024 the ENTSO for Electricity shall submit to ACER, after having consulted ESMA, a proposal for the establishment of regional virtual hubs for the forward market. The proposal shallWithin 24 months after [the entry into force of this Regulation] the Commission shall perform a study about the possible establishment of regional virtual hubs for the forward markets, and shall present it to European Parliament and Council, and where appropriate revise the Commission Regulation (EU) 2016/1719 in accordance with Article 59, that establishes the design referred to in paragraph 1. This study shall in particular assess:
Amendment 550 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/943
Article 9, paragraph 1, point a
Article 9, paragraph 1, point a
(a) define the geographical scope of the regional virtual hubs for the forward market, including the bidding zones constituting these hubs, and specific situations of bidding zones belonging to more than one virtual hub, aiming to maximise the price correlation between the reference prices and the prices of the bidding zones constituting regional virtual hubs;
Amendment 551 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/943
Article 9, paragraph 1, point aa new
Article 9, paragraph 1, point aa new
(aa) the impact of regional virtual hubs on the forward markets, the transmission system operators, the market participants and end-consumers and the potential benefits and drawbacks that regional virtual hubs would bring compared to the existing zonal model;
Amendment 553 #
2023/0077(COD)
(b) include a methodology for the calculation of the reference prices for the regional virtual hubs for the forward market, and the underlying methodology, aiming to maximise the correlations between the reference price and the prices of the bidding zones constituting a regional virtual hub; such methodology shall be applicable to all virtual hubs and based on predefined objective criteria ;
Amendment 556 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/943
Article 9, paragraph 1, point c
Article 9, paragraph 1, point c
(c) include a definition of financial long-term transmission rights from bidding zones to the regional virtual hubs for the forward market and the need to offer trading of long-term transmission rights between each bidding zone and the regional virtual hub;
Amendment 557 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 Regulation (EU) 2019/943
Article 1 – paragraph 1 – point 6 Regulation (EU) 2019/943
(d) the maximiseation of the trading opportunities for hedging products referencing the virtual hubs for the forward market as well as for long term transmission rights from bidding zones to regional virtual hubs .
Amendment 562 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/943
Article 9, paragraph 2
Article 9, paragraph 2
Amendment 571 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/943
Article 9, paragraph 3
Article 9, paragraph 3
3. The entity operating the single allocation platform established in accordance with Regulation (EU) 2016/1719 shall have a legal form as referred to in Annex II to Directive (EU) 2017/1132 of the European Parliament and of the Council.
Amendment 574 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/943
Article 9, paragraph 4
Article 9, paragraph 4
4. The single allocation platform shall: , on behalf of the transmission system operators, shall issue long-term transmission rights or have equivalent measures in place to allow for market participants to hedge price risks across bidding zone borders, unless an assessment of the forward market on the bidding zone borders performed by the competent regulatory authorities shows that there are sufficient hedging opportunities in the concerned bidding zones. Long-term transmission rights shall be allocated on a regular basis, in a transparent, market based and non- discriminatory manner and shall have a range of maturities of up to at least three years ahead. The frequency of allocation of the long-term cross-zonal capacity shall support the efficient functioning of the forward market. All TSOs should develop an approach that is aiming to increase the volume of cross-zonal capacities in forward markets and liquidity.
Amendment 582 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/943
Article 9, paragraph 5
Article 9, paragraph 5
5. Where a regulatory authoritythe study referred to in paragraph -1a considers that there are insufficient hedging opportunities available for market participants, and after consultation of relevant financial market competent authorities in case the forward markets concern financial instruments as defined under Article 4(1)(15), itnational regulatory authorities may require power exchanges or transmission system operators to implement market-based tendering processes for the establishment of additional measures, such as market- making activities, to improve the liquidity of the forward market. Subject to compliance with Union competition law and with Directive (EU) 2014/65 and Regulations (EU) 648/2012 and 600/2014, market operators shall be free to develop forward hedging products, including long- term forward hedging products, to provide market participants, including owners of power-generating facilities using renewable energy sources, with appropriate possibilities for hedging financial risks against price fluctuations. Member States shall not require that such hedging activity may be limited to trades within a Member State or bidding zone.
Amendment 630 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/943
Article 19a, paragraph 1a new
Article 19a, paragraph 1a new
1a. To facilitate the conclusion of PPAs, Member States shall ensure that all possibilities offered under Article 19 of Directive EU 2018/2001 regarding guarantees of origin are used. It shall be ensured that guarantees of origin are issued to all producers of energy from renewable sources, even those that receive financial support from a Member State support scheme, to enable renewable power to be tracked and traded across borders and to remove this existing barrier to long term PPAs.
Amendment 638 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/943
Article 19a, paragraph 2
Article 19a, paragraph 2
2. Member States shall ensure that instruments such as guarantee schemes at market prices,, in a coordinated way and where appropriate with the support of the European Investment Bank (‘EIB’), may put in place instruments to reduce the financial risks associated to off- taker payment default in the framework of PPAs are in place andnd make them accessible to customers that face entry barriers to the PPA market and are not in financial difficulty in line with Articles 107 and 108 TFEU. Such instruments may include guarantee schemes at market prices. For this purpose, Member States shall take into account Union-level instruments and tools such as standardised template contracts, to be developed jointly with the EIB. Member States shall determine what categories of customers are targeted by these instruments, applying non- discriminatory criteria, and considering at least, but not limited to, SMEs, households, including via aggregators, renewable energy communities and suppliers with no generation assets. As the market evolves and the PPA uptake increases, the use of instruments such as guarantee schemes at market prices shall be reassessed.
Amendment 887 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/943
Article 19 c – paragraph 7 b (new)
Article 19 c – paragraph 7 b (new)
7b. By 1 December 2024, ACER, in consultation with ENTSO for electricity and EU DSO Entity, shall identify the system data requirements that will support the amount of demand response identified by the flexibility needs assessments. Such system data requirements shall include a timetable for the digitalisation of the power network.
Amendment 889 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/943
Article 19 d – Title
Article 19 d – Title
Amendment 924 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/943
Article 19 e – paragraph 1
Article 19 e – paragraph 1
1. Member States which apply a capacity mechanism in accordance with Article 21 shall consider the promotion of the participation of non-fossil flexibility such as demand side response and energy storage by introducing additional criteria or features in the design of the capacity mechanism.
Amendment 940 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/943
Article 19 e – paragraph 2
Article 19 e – paragraph 2
2. Where the measures introduced in accordance with paragraph 1 to promote the participation of non-fossil flexibility such as demand response and energy storage in capacity mechanisms are insufficient to achieve the flexibility needs identified in accordance with 19d, Member States may apply flexibility support schemes consisting of payments for the available capacity of non-fossil flexibility such as demand side response and energy storage.
Amendment 952 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/943
Article 19 e – paragraph 3
Article 19 e – paragraph 3
3. Member States which do not apply a capacity mechanism may apply flexibility support schemes consisting of payments for the available capacity of non-fossil flexibility such as demand side response and energy storage.
Amendment 965 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/943
Article 19 f – paragraph 1
Article 19 f – paragraph 1
Flexibility support scheme for non-fossil flexibility such as demand response and energy storage applied by Member States in accordance with Article 19e(2) and (3) shall:
Amendment 975 #
2023/0077(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/943
Article 19 f – paragraph 1 – point b
Article 19 f – paragraph 1 – point b
(b) be limited to new investments in non-fossil flexibility not using unabated fossil fuels such as demand side response and energy storage;
Amendment 199 #
2023/0053(COD)
Proposal for a directive
Recital 2
Recital 2
(2) The current framework, should be updated to be fit for the new era, sustainable, inclusive, smart and resilient. It should take into account the need to reduce emissions from transport, also through a greater uptake of alternatively powered vehicles, digitalisation, the demographic trends and technological developments to reinforce the competitiveness of the European Economy. It is important to simplify and digitise administrative procedures, in order to remove the remaining barriers, such as administrative burdens, to the free movement of the drivers taking up residence in a Member State other than the one issuing the licence. A harmonized Union standard driving licence framework should encompass both physical and mobile driving licences, and provide for their mutual recognition, where they were duly issued in accordance with this Directive.
Amendment 200 #
2023/0053(COD)
Proposal for a directive
Recital 2
Recital 2
(2) The current framework, should be updated to be fit for the new era, sustainable, inclusive, smart and resilient. It should take into account the need to reduce emissions from transport, digitalisation, the demographic trends and technological developments to reinforce the competitiveness of the European Economy. It is important to simplify and digitise administrative procedures, in order to remove the remaining barriers, such as administrative burdens, to the free movement of the drivers taking up residence in a Member State other than the one issuing the licence. A harmonized Union standard driving licence framework should encompass both physical and mobile driving licences of all categories, and provide for their mutual recognition, where they were duly issued in accordance with this Directive.
Amendment 201 #
2023/0053(COD)
Proposal for a directive
Recital 3 a (new)
Recital 3 a (new)
Amendment 205 #
2023/0053(COD)
Proposal for a directive
Recital 5
Recital 5
(5) This Directive establishes a legal basis for the storage of an obligatory set of personal data in the physical driving licences and their microchips or QR codes and the mobile driving licences, for the purposes of proving and verifying the person’s right to drive and identification, in order to guarantee a high level of road safety throughout the Union, and in compliance with Article 6(1)(e) and, where applicable, Article 9(2)(g) of Regulation (EU) 2016/679. Such data should be limited to what is necessary to prove a person’s right to drive, identify this person and verify the person’s driving rights and identity. This Directive also provides for additional safeguards to ensure the protection of personal data disclosed during the verification process.
Amendment 208 #
2023/0053(COD)
Proposal for a directive
Recital 10
Recital 10
(10) The digital transformation is one of the Union’s priorities. In the case of road transport, it will contribute to remove the remaining administrative barriers, such as the ones relating to the duration of issuing physical driving licences, to free movement of persons. Therefore, a separate Union standard should be established for the mobile driving licences issued within the Union. In order to facilitate digital transformation mobile driving licences should be issued as default fromin addition to the physical driving licence [date-of-adoption+4years], without prejudice to the applicant’s right to acquireresign either from a physical one or bor a digital one. The applicant should have right to acquire the type of the driving licence, which he or she initially resigned from. Member States should make sure th at the same timerequested document is delivered without undue delay and no later than within 2 weeks from the date it was requested.
Amendment 211 #
2023/0053(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The Sustainable and Smart Mobility Strategy sets out a vision for the EU to significantly improve sustainability of mobility and transport. Emissions from the road transport sector include greenhouse gases emissions, air pollutants, noise and microplastics from tyre and road wear. Greater presence of alternatively fuelled vehicles is key to green transition. Their new models of a higher weight would be available in driving licence categories B, C or D, which has to be taken into consideration by this legislation. Driving style influences these emissions, with possible negative impacts on the environment and human health. Therefore, driving training should equip drivers to reduce their impact on emissions as well as to prepare them to drive zero- emission vehicles.
Amendment 214 #
2023/0053(COD)
Proposal for a directive
Recital 15 a (new)
Recital 15 a (new)
(15a) Individual means of transport play a key role for millions of European citizens, including for people living in rural areas and among persons with reduced mobility. Therefore, Member States should consider appropriate infrastructure in urban, peri-urban and rural areas necessary to reduce road accidents and traffic congestion as well as targeted policies and support schemes for those at risk of transport poverty.
Amendment 215 #
2023/0053(COD)
Proposal for a directive
Recital 15 a (new)
Recital 15 a (new)
(15a) Seen the greater increase of micro mobility vehicles, high toll of the related road accidents and poor usage of safety equipment, it is proposed to introduce a driving licence of category AM for users of e-scooters and electric bikes with the view to improve road safety;
Amendment 221 #
2023/0053(COD)
Proposal for a directive
Recital 16
Recital 16
(16) The minimum ages of applicants for the different categories of driving licences should be set at Union level. Nevertheless, Member States should be allowed to set a higher age limit for the driving of certain categories of vehicles in order to further promote road safety. Member States should in exceptional circumstances be allowed to set lower age limits in order to take account of national circumstances. In particular, to allow for example the driving of fire service and public order maintenance related vehicles or pilot projects related to new vehicle technologies.
Amendment 231 #
2023/0053(COD)
Proposal for a directive
Recital 19
Recital 19
(19) Proof of compliance with minimum standards of physical and mental fitness for driving by drivers of vehicles used for the transport of persons or goods should be provided when the driving licence is issued and periodically thereafter. Such regular control in accordance with national rules of compliance with minimum standards would contribute to the free movement of persons, avoid distortions of competition and better take into account the specific responsibility of drivers of such vehicles. Member States should be allowed to impose medical examinations as a guarantee of compliance with the minimum standards of physical and mental fitness for driving other power-driven vehicles. For reasons of transparency, such examinations should coincide with a renewal of driving licences. While promoting lifelong training, Member States might also consider support systems for different age groups, including feedback interventions provided by traffic psychologist, driving examiner or driving instructor, that may issue recommendations and proof of attendance to the applicant.
Amendment 254 #
2023/0053(COD)
Proposal for a directive
Recital 30
Recital 30
(30) It should be ensured that drivers who newly acquire their driving licence in a given category do not endanger road safety on account of their inexperience. For those novice drivers a probationary period of two years should be established, during which they should be subjected to stricter rules and penalties Union-wide when breaking them, due to for example the influence of alcohol or drugs, failing to use safety equipment, driving without a valid driving licence. Such stricter rules towards novice drivers might be enforced for example through national demerit points systems. The penalties for such conduct should be effective, proportionate, dissuasive and non-discriminatory and their severity should to the furthest extent possible take into account the Union’s mid- term and long-term goals of halving and nearly eliminating deaths and serious injuries. As regards any other restrictions on novice drivers, Member States should be allowed to freely implement additional rules in their territory.
Amendment 262 #
2023/0053(COD)
Proposal for a directive
Recital 34
Recital 34
(34) The EU driving licence network aims to guarantee the recognition of documents and acquired rights originating in Member States, combat document fraud, avoid the issuance of multiple licences and facilitate the enforcement of driving disqualifications. It should be equally used to exchange information from national demerit point systems on traffic offences committed by foreign drivers. In particular, Member States should be given the possibility to systematically verify that the reasons, that led to any previously imposed restrictions, suspensions, withdrawals or cancellations of a driving licence or the right to drive, have disappeared. The use of RESPER for the implementation of other acts of the Union should only be permitted as long as those uses are explicitly provided for by this Directive.
Amendment 263 #
2023/0053(COD)
Proposal for a directive
Recital 35
Recital 35
(35) In order to enable the preparation of meaningful reports on the implementation of this Directive, the Commission should receive information on a yearly basis regarding the number of driving licences issued, renewed, replaced, withdrawn and exchanged, for each category, including data on the issuance and use of mobile driving licences. Member States should equally share data on their best practices as regards road safety measures and risk awareness trainings, especially as regards novice drivers and within the lifelong training, self-assessment on physical and mental fitness and other types of medical fitness checks per age group, use of support system per age group through feedback interventions with prove of participation and recommendations provided by a driving instructor, traffic psychologist or driving examiner as well as measures to increase road safety among vulnerable road users, including practices on micro mobility vehicles registration. The Commission might prepare recommendations with regards to micro mobility vehicles registration.
Amendment 264 #
2023/0053(COD)
Proposal for a directive
Recital 37
Recital 37
(37) In a context of gradual digitalisation and automation, of ever more stringent emission reduction requirements of road transport, as well as of constant technological progress of power-driven vehicles, it is necessary to keep all drivers up to date in terms of knowledge about road safety and sustainability. The promotion of lifelong training, including through feedback interventions with proof of participation and recommendations provided by a driving instructor, traffic psychologist or driving examiner, can be key in keeping experienced drivers’ skills up to date in terms of road safety, new technologies, ecodriving, which improves fuel efficiency and reduces emissions, and speed management.
Amendment 271 #
2023/0053(COD)
Proposal for a directive
Article 1 – paragraph 2
Article 1 – paragraph 2
Amendment 272 #
2023/0053(COD)
Proposal for a directive
Article 1 – paragraph 2
Article 1 – paragraph 2
Amendment 275 #
2023/0053(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 12 d (new)
Article 2 – paragraph 1 – point 12 d (new)
Amendment 278 #
2023/0053(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 12 a (new)
Article 2 – paragraph 1 – point 12 a (new)
(12a) ‘e-scooter’ means a vehicle with a deck on two wheels (set one behind the other), a motor powered by an electric battery, a steering column, and a set of handlebars;
Amendment 282 #
2023/0053(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 12 c (new)
Article 2 – paragraph 1 – point 12 c (new)
(12c) ‘ambulance’ means a vehicle of category M intended for the transport of sick or injured persons and having special equipment for such purpose, as referred to in Annex I, Part A, point 5.3. of Regulation (EU) No 2018/8581a; __________________ 1a Regulation (EU) 2018/858 of the European Parliament and of the Council, Annex I, Part A, point 5.3, page 97.
Amendment 286 #
2023/0053(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 12 a (new)
Article 2 – paragraph 1 – point 12 a (new)
Amendment 288 #
2023/0053(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 12 b (new)
Article 2 – paragraph 1 – point 12 b (new)
Amendment 292 #
2023/0053(COD)
Proposal for a directive
Article 3 – paragraph 4
Article 3 – paragraph 4
4. By [date-of-adoption+4 years], Member States shall ensure that onlyboth mobile driving licences and physical driving licence are issued by default. Until that date, Member States may decide to issue mobile driving licences.
Amendment 296 #
2023/0053(COD)
Proposal for a directive
Article 3 – paragraph 5
Article 3 – paragraph 5
5. By way of derogation from paragraph 4, upon request of the applicant, Member States shall provide the opportunity for resigning from a physical driving licence to be issued instead of, or together with,or a mobile driving licence.
Amendment 302 #
2023/0053(COD)
Proposal for a directive
Article 4 – paragraph 4
Article 4 – paragraph 4
4. Member States shall ensure that by 19 January 20303, all physical driving licences issued or in circulation fulfil all the requirements of this Directive.
Amendment 303 #
2023/0053(COD)
Proposal for a directive
Article 4 – paragraph 5 – subparagraph 1
Article 4 – paragraph 5 – subparagraph 1
Member States may decide to introduce a storage medium (microchip) as part of the physical driving licence. Where a Member State decides to introduce a microchip as part of their physical driving licence it may, where its national laws related to driving licences provide for it, also decide to store data additional to what is specified in Annex I, Part D, on the microchip. The retention period for the personal data stored in the microchip should be aligned with the validity of the driving licence.
Amendment 308 #
2023/0053(COD)
Proposal for a directive
Article 5 – paragraph 7 a (new)
Article 5 – paragraph 7 a (new)
7a. With a view to ensure the worldwide use and recognition of the European mobile driving licence, Member States shall work towards a corresponding amendment to the Geneva Convention on Road Traffic of September 19, 1949, the International Convention on Motor Transport of April 24, 1926 and the Vienna Convention on Road Traffic of November 8, 1968. The Commission shall provide assistance in this regard.
Amendment 311 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point a – paragraph 2 – indent 1
Article 6 – paragraph 1 – point a – paragraph 2 – indent 1
– two-wheel vehicles or three-wheel vehicles with a maximum design speed of not more than 45 km/h (excluding those with a maximum design speed under or equal to 25 km/h);
Amendment 313 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point a – paragraph 2 – indent 1 a (new)
Article 6 – paragraph 1 – point a – paragraph 2 – indent 1 a (new)
– e-scooters;
Amendment 332 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi a (new)
Article 6 – paragraph 1 – point c – point xi a (new)
(xia) category T: – all wheeled tractors; each wheeled tractor category described in point xi b (new) to xi h (new) is supplemented at the end by an ‘a’ or ‘b’ index according to its design speed: – ‘a’ for wheeled tractors with a maximum design speed below or equal to 40 km/h; – ‘b’ for wheeled tractors with a maximum design speed above 40 km/h;
Amendment 333 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi b (new)
Article 6 – paragraph 1 – point c – point xi b (new)
Amendment 334 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi c (new)
Article 6 – paragraph 1 – point c – point xi c (new)
(xic) category T2: – comprises wheeled tractors with a minimum track width of less than 1 150 mm, with an unladen mass, in running order, of more than 600 kg, with a ground clearance of not more than 600 mm; if the height of the centre of gravity of the tractor (measured in relation to the ground) divided by the average minimum track for each axle exceeds 0,90, the maximum design speed shall be restricted to 30 km/h;
Amendment 335 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi d (new)
Article 6 – paragraph 1 – point c – point xi d (new)
(xid) category T3’: – comprises wheeled tractors with an unladen mass, in running order, of not more than 600 kg;
Amendment 336 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi e (new)
Article 6 – paragraph 1 – point c – point xi e (new)
(xie) category T4: – comprises special purpose wheeled tractors;
Amendment 337 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi f (new)
Article 6 – paragraph 1 – point c – point xi f (new)
(xif) category T4.1: – tractors designed for working with high-growing crops, such as vines. They feature a raised chassis or section of chassis, enabling them to advance in parallel with the crop with left and right wheels on either side of one or more rows of the crop. They are intended for carrying or operating tools which may be fitted at the front, between the axles, at the rear or on a platform. When the tractor is in working position the ground clearance perpendicular to the crop rows exceeds 1 000 mm. Where the height of the centre of gravity of the tractor, measured in relation to the ground, using the tyres normally fitted, divided by the average minimum track of all of the axles exceeds 0,90, the maximum design speed shall not exceed 30 km/h;
Amendment 338 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi g (new)
Article 6 – paragraph 1 – point c – point xi g (new)
(xig) category T4.2: – tractors characterised by their large dimensions, primarily intended for working large areas of farmland;
Amendment 339 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point xi h (new)
Article 6 – paragraph 1 – point c – point xi h (new)
(xih) category T4.3: – four- wheel drive tractors whose interchangeable equipment is intended for agricultural or forestry use and which are characterised by a supporting frame, equipped with one or more power take- offs, having a technically permissible mass no greater than 10 tonnes, for which the ratio of this mass to the maximum unladen mass in running order is less than 2,5 and having the centre of gravity, measured in relation to the ground using the tyres normally fitted, of less than 850 mm;
Amendment 341 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 2 – subparagraph 1
Article 6 – paragraph 2 – subparagraph 1
With the prior agreement of the Commission, which shall assess the impact of the proposed measure on road safety, Member States may exclude from the application of this Article certain specific types of power-driven vehicles, including special vehicles for persons with disabilities or vehicles used in construction sector often classified as non-road mobile machinery.
Amendment 344 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 2 – subparagraph 2
Article 6 – paragraph 2 – subparagraph 2
Member States may exclude from the application of this Directive types of vehicles used by, or under the control of, the armed forces and, civil defence and rescue services. They shall inform the Commission thereof. Member States shall mutually recognise such an exclusion.
Amendment 346 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 1 – point a
Article 7 – paragraph 1 – point a
(a) 16 years for categories AM, A1, B1 and B1T;
Amendment 357 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 1 – point d a (new)
Article 7 – paragraph 1 – point d a (new)
(da) 18 years for categories C and CE, D1 and D1E, for professional drivers using driving licence nationally and internationally, under the condition of holding a Certificate for Professional Competence (CPC) referred to in Article 6(1) of Directive (EU) 2022/2561;
Amendment 368 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 1 – point e a (new)
Article 7 – paragraph 1 – point e a (new)
(ea) 21 years for categories D and DE, for professional drivers using driving licence nationally and internationally, under the condition of holding a Certificate for Professional Competence (CPC) referred to in Article 6(1) of Directive (EU) 2022/2561.
Amendment 380 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 3 – subparagraph 1 (new)
Article 7 – paragraph 3 – subparagraph 1 (new)
Member States may mutually recognise the validity on their territory of driving licences issued to drivers under the minimum ages as set out in this paragraph.
Amendment 400 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point a a (new)
Article 9 – paragraph 2 – point a a (new)
(aa) licences issued for categories B, BE, C, C1E, CE, D, D1E or DE shall be valid for combinations of vehicles in category T;
Amendment 405 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point g a (new)
Article 9 – paragraph 2 – point g a (new)
(ga) two years after a driving licence, granted for category B, was issued for the first time it shall be valid for driving ambulances as defined in Article 2 (12c) and motor caravans as defined in Article 2 (12d) of this directive that are up to 4250 kg;
Amendment 407 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h
Article 9 – paragraph 2 – point h
(h) two years after a driving licence, granted for category B, was issued for the first time it shall be valid for driving the alternatively fuelled vehicles, as referred to in Article 2 of Council Directive 96/53/EC63 with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer. __________________ 63 Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorised dimensions in national and international traffic and the maximum authorised weights in international traffic (OJ L 235, 17.9.1996, p. 59)(12a) of this Directive for categories M and N established by Regulation EU 2018/858, that are intended to be used on public roads, including those designed and constructed in one or more stages with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer, and for the transport of passengers with a maximum seat capacity of 8 seats excluding the driver.
Amendment 421 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h a (new)
Article 9 – paragraph 2 – point h a (new)
(ha) two years after a driving licence granted for category BE was issued for the first time it shall authorise driving vehicles, as referred in Article 2 (12a) of this Directive for categories M and N established by Regulation EU 2018/858, that are intended to be used on public roads, including those designed and constructed in one or more stages, with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer. These vehicles may be combined with a trailer or semi-trailer where the maximum authorised mass of the trailer or semi-trailer does not exceed 3 500 kg;
Amendment 429 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h b (new)
Article 9 – paragraph 2 – point h b (new)
(hb) three years after a driving licence, granted for category C1, was issued for the first time, it shall be valid for driving the alternatively fuelled vehicles referred to in Article 2 (12a) with a maximum authorised mass above 7 500 kg but not exceeding 8 250 kg without a trailer and which are designed and constructed for the carriage of no more than eight passengers in addition to the driver. These vehicles may be combined with a trailer having maximum authorized mass which does not exceed 750 kg;
Amendment 434 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h c (new)
Article 9 – paragraph 2 – point h c (new)
(hc) three years after a driving licence, granted for category C1E, was issued for the first time, it shall be valid for the vehicles referred to in Article 9(2), point (hb) and its trailer or semi-trailer having a maximum authorised mass of over 750 kg provided that the authorised mass of the combination does not exceed 12 750 kg;
Amendment 435 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h d (new)
Article 9 – paragraph 2 – point h d (new)
(hd) four years after a driving licence, granted for category D1, was issued for the first time, it shall be valid for vehicles designed and constructed for the carriage of no more than 22 passengers in addition to the driver and with a maximum length not exceeding 8 meters.
Amendment 436 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – subparagraph 1 (new)
Article 9 – paragraph 2 – subparagraph 1 (new)
In its second implementation report to the European Parliament and the Council referred to in Article 20 of this directive, the Commission shall assess the impact of development and deployment of alternatively fuelled vehicles and/or the use of Article 9 (2) point (h) till point (hd) on road safety, and where necessary, update the mass thresholds by means of a delegated act in accordance with Article 21.
Amendment 451 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 1 – point a
Article 10 – paragraph 2 – subparagraph 1 – point a
(a) 15 years for categories AM, A1, A2, A, B, B1, BE and BET;
Amendment 452 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 1 – point a
Article 10 – paragraph 2 – subparagraph 1 – point a
(a) 15 years for categories AM, A1, A2, A, B, B1, BE and BET;
Amendment 464 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 6
Article 10 – paragraph 2 – subparagraph 6
Amendment 485 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 7 – subparagraph 1
Article 10 – paragraph 7 – subparagraph 1
No person may hold more than one physical driving licence. A person may however hold severalstore a mobile driving licences, provided that these are issued by the same Member State on several devices.
Amendment 489 #
2023/0053(COD)
Proposal for a directive
Article 11 – title
Article 11 – title
Exchange and replacement of driving licences issued by Member States
Amendment 490 #
2023/0053(COD)
Proposal for a directive
Article 11 – paragraph 2
Article 11 – paragraph 2
2. Subject to observance of the principle of territoriality of criminal and police laws, the Member State of normal residence may apply its national provisions on the restriction, suspension, withdrawal or cancellation of the right to drive to the holder of a driving licence issued by another Member State and, if necessary, exchange the licence for that purpose. Member States may, for the purposes of this paragraph, also exchange the driving licence of a driver having normal residence on their territory if he or she accumulated or lost the sufficient number of penalty points under their national demerit point system.
Amendment 492 #
2023/0053(COD)
Proposal for a directive
Article 11 a (new)
Article 11 a (new)
Article11a Interim driving licence 1. During the replacement, renewal or exchange of a driving licence that was issued by another Member State where the holder has his or her normal residence, the Member State performing the replacement, renewal or exchange shall issue an interim driving licence in a form of a certificate. The Commission shall propose standardised form of such a certificate through a delegated act by the end of 2025 with due regard to any risk of forgery of such a document in accordance with Article 21. 2. The certificate issued by a Member State under this Article shall be valid for a period of one month or shorter and be mutually recognised by Member States. Where the replacement, renewal or exchange of the driving licence is taking longer amount of time Member States may renew this certificate twice, each for the period of one month or shorter.
Amendment 497 #
2023/0053(COD)
Proposal for a directive
Article 12 – paragraph 10 a (new)
Article 12 – paragraph 10 a (new)
Amendment 510 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 1
Article 14 – paragraph 1
1. By way of derogation from Article 7(1), points (b) and (d) respectively, Member States shall issue driving licences, in accordance with Article 10(1), for categories B, C and C1 marked with the Union code 98.02 specified in Annex I, Part E, to applicants who have reached the age of 17 years.
Amendment 521 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 – point b
Article 14 – paragraph 2 – point b
(b) holds an EU driving licence of the relevant category issued more than five years ago;
Amendment 532 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 – point e
Article 14 – paragraph 2 – point e
(e) in the case of a vehicle of category C and C1 has the qualification and training provided by Directive (EU) 2022/2561.;
Amendment 541 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 – subparagraph 1 (new)
Article 14 – paragraph 2 – subparagraph 1 (new)
Member States may decide to increase the duration of the training to 14-hours.
Amendment 546 #
2023/0053(COD)
Proposal for a directive
Article 15 – title
Article 15 – title
Probationary period and basic road safety education
Amendment 557 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 2
Article 15 – paragraph 2
2. Member States shall lay down rules on penalties for novice drivers who drive with a blood alcohol or drug level exceeding 0.0g/mL and take all measures necessary to ensure that they are implemented. Those penalties shall be effective, proportionate, dissuasive and non-discriminatory.
Amendment 562 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 2 a (new)
Article 15 – paragraph 2 a (new)
2a. Member States shall lay down rules on penalties for novice drivers who - fail to use safety equipment, - drive without a valid driving licence and take all measures necessary to ensure that they are implemented. Member State may use for that purpose their national demerit point systems. Those penalties shall be effective, proportionate, dissuasive and non-discriminatory.
Amendment 570 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 5 a (new)
Article 15 – paragraph 5 a (new)
5a. For drivers obtaining a new category during their probationary period for category B, the probationary period for the new category can be reduced/merged based on the already completed probationary period, which cannot be shorter than six months.
Amendment 572 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 5 b (new)
Article 15 – paragraph 5 b (new)
5b. Member States are encouraged to include age-appropriate training on road safety rules and traffic risk awareness trainings as part of their elementary and secondary school curricula. Member States may use revenues earmarked under Directive 2015/413 to financially support such initiatives. The Commission may use the resources indicated in Article 8a of the same Directive to also financially support such initiatives.
Amendment 574 #
2023/0053(COD)
Proposal for a directive
Article 16 – paragraph 1 – subparagraph 2
Article 16 – paragraph 1 – subparagraph 2
Driving examiners already working in that capacity before 19 January 2013entry into force of this Directive shall be subject only to the requirements concerning quality assurance and regular periodic training measures.
Amendment 578 #
2023/0053(COD)
Proposal for a directive
Article 17 – paragraph 1 – subparagraph 1
Article 17 – paragraph 1 – subparagraph 1
For the purposes of this Directive, normal residence shall be the place where a person usually lives, that is for at least 185 days in each calendar year, because of personal andor occupational ties, orand, in the case of a person with no occupational ties, because of personal ties which show close links between that person and the place where he or she is living.
Amendment 581 #
2023/0053(COD)
Proposal for a directive
Article 17 – paragraph 4
Article 17 – paragraph 4
4. By way of derogation from Article 10(1), point (e) and for the specific purpose of the first issuance of a driving licence of category B, an applicant whose Member State of normal residence is different from his or her Member State of citizenship may have his or her driving licence issued by the latter, where the Member State of normal residence does not provide for the possibility to pass the theoretical or practical tests in one of the official EU languages of the Member State of citizenship or with an interpreter.
Amendment 585 #
2023/0053(COD)
Proposal for a directive
Article 18 – paragraph 1
Article 18 – paragraph 1
1. Member States shall apply the equivalences established by Commission Decision (EU) 2016/194564 between entitlements obtained before 19 January 2013entry into force of this Directive and the categories set out in Article 6 of this Directive. __________________ 64 Commission Decision (EU) 2016/1945 of 14 October 2016 on equivalences between categories of driving licences (OJ L 302, 9.11.2016, p. 62).
Amendment 586 #
2023/0053(COD)
Proposal for a directive
Article 18 – paragraph 2
Article 18 – paragraph 2
2. Any entitlement to drive granted before 19 January 2013entry into force of this Directive shall not be removed or in any way qualified by the provisions of this Directive.
Amendment 590 #
2023/0053(COD)
Proposal for a directive
Article 20 – paragraph 1 – subparagraph 1 (new)
Article 20 – paragraph 1 – subparagraph 1 (new)
Member States shall equally share data on their best practices as regards road safety measures and risk awareness trainings, especially as regards novice drivers and within the lifelong training, self-assessment on physical and mental fitness and other types of medical fitness checks per age group, use of support system per age group through feedback interventions with prove of participation and recommendations provided by a driving instructor, traffic psychologist or driving examiner as well as measures to increase road safety measures among vulnerable road users, including practices on micro mobility vehicles registration.
Amendment 592 #
2023/0053(COD)
Proposal for a directive
Article 21 – paragraph 2
Article 21 – paragraph 2
2. The power to adopt delegated acts referred to in Article 4(8), Article 5(6), Article 8(2), Article 10(89(2)(new), Article 10(8), Article 16(2) and Article 16(21(a)(new) shall be conferred on the Commission for a period of five years from [Date of entry into force of the Directive]. The Commission shall draw up a report in respect of the delegation of power no later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension no later than three months before the end of each period.
Amendment 593 #
2023/0053(COD)
Proposal for a directive
Article 21 – paragraph 3
Article 21 – paragraph 3
3. The delegation of power referred to in Article 4(8), Article 5(6), Article 8(2), Article 10(89(2)(new), Article 10(8), Article 16(2) and Article 16(21(a)(new) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
Amendment 594 #
2023/0053(COD)
Proposal for a directive
Article 21 – paragraph 6
Article 21 – paragraph 6
6. A delegated act adopted pursuant to Article 4(8), Article 5(6), Article 8(2), Article 10(89(2)(new), Article 10(8), Article 16(2) and Article 16(21(a)(new) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council, or if before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.
Amendment 599 #
2023/0053(COD)
Proposal for a directive
Article 23 – paragraph 1
Article 23 – paragraph 1
Proposal for a Directive on the Driving licences
Article 14
Article 14
(c) from the age of 17, a vehicle in licence category C and C1, provided they hold a CPC as referred to in Article 6(1) and only under the conditions laid down in Article 14(2) of Directive [REFERENCE- TO- THIS-DIRECTIVE];
Amendment 605 #
2023/0053(COD)
Proposal for a directive
Article 23 – paragraph 1 a (new)
Article 23 – paragraph 1 a (new)
Directive (EU) 2022/2561
Article 5 – paragraph 3 – point a
Article 5 – paragraph 3 – point a
In Article 5, paragraph 3, point a is replaced by following: "3. Drivers of a vehicle intended for the carriage of passengers may drive: (a) from the age of 21: (i) a vehicle in driving licence categories D and D + E to carry passengers on regular services where the route does not exceed 50 kilometres and a vehicle in driving licence categories D1 and D1 + E, provided that they hold a CPC as referred to in Article 6(2). Any Member State may authorise drivers of vehicles in one of those categories to drive such vehicles within its territory from the age of 18, provided that they hold a CPC as referred to in Article 6(1); (ii) a vehicle in driving licence categories D and D + E, provided that they hold a CPC as referred to in Article 6(1). Any Member State may authorise drivers of vehicles in one of those categories to drive such vehicles within its territory from the age of 20, provided that they hold a CPC as referred to in Article 6(1). This may be reduced to the age of 18 where the driver drives such vehicles without passengers;lower the minimum age for categories D and DE for professional bus and coach drivers to 18 years on their territory, provided that drivers have undergone a full professional training and are holders of a Certificate for Professional Competence (CPC) according to the provisions of Article 6(1), of Directive (EU) 2022/2561;"
Amendment 622 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 2 – paragraph 1 – point i a (new)
Annex II – Part I – point A – point 2 – paragraph 1 – point i a (new)
(ia) basics of first aid
Amendment 624 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 2 – paragraph 1 – point i b (new)
Annex II – Part I – point A – point 2 – paragraph 1 – point i b (new)
(ib) risks involved in the interaction between different vehicle types due to different scale and driving dynamics.
Amendment 627 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – introductory part
Annex II – Part I – point A – point 4 – introductory part
4. Specific provisions concerning categories C, CE, C1, C1E, D, DE, D1, D1E and D1ET
Amendment 637 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point f
Annex II – Part I – point A – point 4 – point 1 – point f
(f) rules on vehicle weights and dimensions; rules on speed limiters, purpose and use of retarders/exhaust and brakes;
Amendment 644 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point h a (new)
Annex II – Part I – point A – point 4 – point 1 – point h a (new)
(ha) defensive and eco-driving: distance to the vehicle in front; curve overtaking, change of lane, priority; rules, speed limits;
Amendment 648 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point i
Annex II – Part I – point A – point 4 – point 1 – point i
(i) safety factors relating to vehicle loading: controlling the load (stowing and fastening), difficulties with different kinds of load (for instance liquids, hanging loads, …), loading and unloading goods and the use of loading equipment (categories C, CE, C1, C1E, T only);
Amendment 654 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 1 – point d – paragraph 1
Annex II – Part I – point B – point 5 – point 1 – point d – paragraph 1
Specific provisions concerning vehicles of category BE, C, CE, C1, C1E, D, DE, D1, D1E and D1ET
Amendment 658 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point g – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point g – paragraph 1
A category C vehicle with a maximum authorised mass of at least 12 000 kg, a length of at least 8 m, a width of at least 2,40 m and capable of a speed of at least 80 km/h; fitted with anti-lock brakes, equipped with digital or analog recording equipment as defined by Regulation (EU) No 165/2014; the cargo compartment shall consist of a closed box body which is at least as wide and as high as the cab; the vehicle shall be presented with a minimum of 10 000 kg real total mass;
Amendment 664 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point h – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point h – paragraph 1
Either an articulated vehicle or a combination of a category C test vehicle and a trailer of at least 7,5 m in length; both the articulated vehicle and the combination shall have a maximum authorised mass of at least 20 000 kg, a length of at least 14 m and a width of at least 2,40 m, shall be capable of a speed of at least 80 km/h, fitted with anti-lock brakes, equipped with digital or analog recording equipment as defined by Regulation (EU) No 165/2014; the cargo compartment shall consist of a closed box body which is at least as wide and as high as the cab; both the articulated vehicle and the combination shall be presented with a minimum of 15 000 kg real total mass;
Amendment 671 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point k – paragraph 1
Annex II – Part I – point B – point 5 – point 2 – point k – paragraph 1
A category D vehicle with a length of at least 10 m, a width of at least 2,40 m and capable of a speed of at least 80 km/h; fitted with anti-lock brakes and equipped with digital or analog recording equipment as defined by Regulation (EU) No 165/2014;
Amendment 680 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point n a (new)
Annex II – Part I – point B – point 5 – point 2 – point n a (new)
(na) Category T Vehicle combinations consisting of a Class T tractor and a trailer: (a) the maximum speed of the tractor determined by the design is more than 40 km/h, (b) maximum speed of the vehicle combination more than 40 km/h, (c) dual-line brake system, (d) trailer with at least a closed loading area (chassis without a closed floor not permitted), (e) length of the trailer when using a rigid drawbar trailer at least 4.5 m and (f) length of the vehicle combination at least 7.5 m.
Amendment 692 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – introductory part
Annex II – Part I – point B – point 8 – introductory part
8. Skills and behaviour to be tested concerning categories C, CE, C1, C1E, D, DE, D1, D1E and D1ET
Amendment 693 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point f
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point f
(f) checking the safety factors relating to vehicle loading: body, sheets, cargo doors, loading mechanism (if available), cabin locking (if available), way of loading, securing load (categories C, CE, C1, C1E, T only);
Amendment 694 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point g
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point g
(g) checking the coupling mechanism and the brake and electrical connections (categories CE, C1E, DE, D1E, T only);
Amendment 697 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 2 – point a
Annex II – Part I – point B – point 8 – point 2 – point a
(a) coupling and uncoupling, or uncoupling and re-coupling a trailer from its motor vehicle; the manoeuvre must involve the towing vehicle being parked alongside the trailer (i.e. not in one line) (categories CE, C1E, DE, D1E, T only);
Amendment 698 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 2 – point c
Annex II – Part I – point B – point 8 – point 2 – point c
(c) parking safely for loading/unloading at a loading ramp/platform or similar installation (categories C, CE, C1, C1E, T only);
Amendment 699 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point e
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point e
(e) changing direction: left and right turns; changing lanes, making a U turn;
Amendment 702 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point h
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point h
(h) special road features (if available): roundabouts: roundabouts; taking roundabout with a large vehicle; right and left driving; railway level crossings; tram/bus stops; pedestrian crossings; riding up-/downhill on long slopes; tunnels;
Amendment 704 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point i a (new)
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point i a (new)
(ia) the various trailer to truck coupling mechanisms, taking into account the fifth wheel coupling for articulated vehicles (for semi-trailers), and drawbar hitch coupling for drawbar trailers (rigid truck), as well as the standard operating procedures and protocols for connecting and disconnecting trailers from trucks while using these coupling mechanisms;
Amendment 706 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point i b (new)
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point i b (new)
(ib) the precautions to be taken when entering and exiting a vehicle in a safe way;
Amendment 709 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 8 – point 4 – point a
Annex II – Part I – point B – point 8 – point 4 – point a
(a) driving in such a way as to ensure safety and to reduce fuel/energy consumption and emissions during acceleration, deceleration, uphill and downhill driving, distance to the vehicle in front, curve overtaking, change of lane, priority rules, speed limits;
Amendment 713 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point a
Annex II – Part I – point B – point 9 – point 3 – point a
(a) controls the vehicle; taking into account: proper use of safety belts, modern safety and driving aids, rear- view mirrors, head restraints; seat; proper use of lights and other equipment; proper use of clutch, gearbox, accelerator, braking systems (including third braking system, if available), steering; controlling the vehicle under different circumstances, at different speeds; steadiness on the road; the weight and dimensions and characteristics of the vehicle; the weight and type of load (categories BE, C, CE, C1, C1E, DE, D1E only); the comfort of the passengers (categories D, DE, D1, D1E only) (no fast acceleration, smoothly driving and no hard braking);
Amendment 714 #
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, 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, T only); the comfort of the passengers (categories D, DE, D1, D1E only) (no fast acceleration, smoothly driving and no hard braking);
Amendment 719 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point b
Annex II – Part I – point B – point 9 – point 3 – point b
(b) drives economically and in a safe and energy-efficient way, taking into account the revolutions per minute, changing gears, braking and accelerating including use of intrinsic in-vehicle driving and/or safety aids (categories B, BE, C, CE, C1, C1E, D, DE, D1, D1E only);
Amendment 721 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point c
Annex II – Part I – point B – point 9 – point 3 – point c
(c) complies with observation rules: all-round observation; proper use of mirrors; including new technologies; far, middle, near distance vision;
Amendment 727 #
2023/0053(COD)
Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point j
Annex II – Part I – point B – point 9 – point 3 – point j
(j) controls braking and stopping: decelerating in time, braking or stopping according to circumstances; anticipation; using the various braking systems (only for categories C, CE, D, DE); using speed reduction systems other than the brakes including use of in-vehicle technologies (only for categories C, CE, D, DE).
Amendment 731 #
2023/0053(COD)
Proposal for a directive
Annex III – point 1 – point 1
Annex III – point 1 – point 1
(1) Group 1: drivers of vehicles of categories A, A1, A2, AM, B, B1, BE and BET;
Amendment 746 #
2023/0053(COD)
Proposal for a directive
Annex III – point 3 a (new)
Annex III – point 3 a (new)
3 a. The Commission shall develop and promote evidence-based guidelines for family doctors and psychologists involved in assessing the functional capabilities of someone suspected of being an unfit driver and support Member States in developing and evaluating educational programmes for family doctors that are both effective and accepted by medical practitioners.
Amendment 768 #
2023/0053(COD)
Proposal for a directive
Annex III – point 11 – paragraph 2 – point 1 – paragraph 2
Annex III – point 11 – paragraph 2 – point 1 – paragraph 2
Neurological disturbances associated with diseasesevelopmental conditions, diseases or medical or surgical intervention affecting the central or peripheral nervous system, which lead to cognitive, behavioural, sensory or motor impairments and affect function, balance and coordination, shall accordingly be taken into account in relation to their functional effects and the risks of progression. In such cases, the issue or renewal of the licence may be subject to periodic assessment in the event of risk of deterioration.
Amendment 773 #
2023/0053(COD)
Proposal for a directive
Annex III – point 13 – paragraph 2 – point 1 – point a
Annex III – point 13 – paragraph 2 – point 1 – point a
(a) severe mental, cognitive or behavioural impairment, whether congenital or due to disease, trauma or neurosurgical operations;
Amendment 774 #
2023/0053(COD)
Proposal for a directive
Annex III – point 13 – paragraph 2 – point 1 – point b
Annex III – point 13 – paragraph 2 – point 1 – point b
Amendment 777 #
2023/0053(COD)
Proposal for a directive
Annex III – point 13 – paragraph 2 – point 1 – point c
Annex III – point 13 – paragraph 2 – point 1 – point c
(c) severe behavioural problems, ageing-linked behavioural problems; or personality impairments leading to seriously impaired judgment, behaviour or adaptability,
Amendment 783 #
2023/0053(COD)
Proposal for a directive
Annex III – point 14 – paragraph 2 – point 1 – paragraph 1
Annex III – point 14 – paragraph 2 – point 1 – paragraph 1
Driving licences shall not be issued to, or renewed for, applicants or drivers who are dependent on alcohol or unable to refrain from drinking and driving, unless appropriate restrictionthe driver remains under proper medical supervision and takes pare applied through the use of technologies enabling to offset the dependency (for example, through the mandatory use of an alcohol interlock)t in alcohol interlock rehabilitation programme that requires the use of alcohol interlock to drive a motor vehicle, provided that he or she proves to be suitable for this measure.
Amendment 2 #
2023/0000(BUD)
Draft opinion
Recital A
Recital A
A. whereas the transport sector is essential for the Union’s economic and social development and cohesion and for ensuring mobility, accessibility and connectivity for all citizens and all regions and particularly for the EU’s outermost regions, which are highly dependent on air and maritime connections;
Amendment 3 #
2023/0000(BUD)
Draft opinion
Recital A a (new)
Recital A a (new)
A a. whereas transport and tourism sectors represent an important part of the EU’s economy in terms of GDP and employment;
Amendment 4 #
2023/0000(BUD)
Draft opinion
Recital B
Recital B
B. whereas the transport sector accounts for around a quarter of emissions in the EU and must contribute significantly to efforts to reach Union-wide climate neutrality by 2050; whereas there are also significant external costs associated with transport including air and noise pollution, which require concerted actiono achieve this systematic change all transport modes need the right incentives to drive the transition in technologically neutral way;
Amendment 5 #
2023/0000(BUD)
Draft opinion
Recital B a (new)
Recital B a (new)
B a. whereas air and waterborne transport will have greater decarbonisation challenges in the next decades; whereas due to current lack of market ready zero-emission technologies, long development and life cycles of aircraft and vessels, the required significant investments in refuelling equipment and infrastructure, and international competition in these sectors is crucial;
Amendment 6 #
2023/0000(BUD)
Draft opinion
Recital B b (new)
Recital B b (new)
B b. whereas mobility in Europe should be based on an affordable, smart, efficient and interconnected multimodal transport system for both passengers and freight, enhanced by an affordable high-speed rail network and infrastructure; recalls in this regard Sustainable and Smart Mobility Strategy;
Amendment 7 #
2023/0000(BUD)
Draft opinion
Recital C
Recital C
C. whereas transport is key for the just, digital and green transitions and, to avoiding anyone being left behind, it is essential to ensure that transport is accessible and affordable for all European citizens and their mobility as a vital tool for their economic and social life must not be limited; whereas parts of the transport sector are experiencing labour shortages and in some cases working and safety conditions need to be improved;
Amendment 8 #
2023/0000(BUD)
Draft opinion
Recital C a (new)
Recital C a (new)
C a. whereas digitalisation will become an indispensable driver for the modernisation of the entire system, making it seamless, more efficient and safe; whereas Europe also needs to use digitalisation and automation to further increase the levels of safety, security, reliability, and comfort, thereby maintaining the EU’s leadership in transport equipment manufacturing and services and improving our global competitiveness through efficient and resilient logistics chains;
Amendment 9 #
2023/0000(BUD)
Draft opinion
Recital C b (new)
Recital C b (new)
C b. whereas the transport sector is contributing around 5% to EU GDP and employing more than 10 million people in Europe, the transport system is critical to European businesses and global supply chains;
Amendment 10 #
2023/0000(BUD)
Draft opinion
Recital C c (new)
Recital C c (new)
C c. whereas tourism is an essential sector of the Union economy and plays an important role in fostering its competitiveness, employment and social well-being;
Amendment 12 #
2023/0000(BUD)
Draft opinion
Recital D
Recital D
D. whereas the transport and tourism sectors and businesses were among the hardest hit by the COVID-19 crisis and by the Russian war of aggression against Ukraineillegal and unjustified Russian war of aggression against Ukraine, whereas these sectors and businesses of the sector require a coordinated response at EU level, backed by adequate budgetary means; whereas transport, in particular, has shown itself to be a vital lifeline for Ukraine; whereas Russia’s war of aggression against Ukraine highlights the fact that the EU transport network cannot be viewed in isolation;
Amendment 13 #
2023/0000(BUD)
Draft opinion
Recital D a (new)
Recital D a (new)
D a. whereas the Union transport sector needs to become independent from Russian fossil energy sources and avoid any future dependencies on single countries or world regions for critical energy, fuels or raw materials supply, including for the production of batteries for use in battery electric vehicles and power storage solutions;
Amendment 14 #
2023/0000(BUD)
Draft opinion
Recital D b (new)
Recital D b (new)
D b. whereas, in the current economic context characterised by subdued economic growth, unprecedentedly high inflation levels and increasing interest rates, investments in transport infrastructure have become significantly more expensive;
Amendment 15 #
2023/0000(BUD)
Draft opinion
Recital D c (new)
Recital D c (new)
D c. whereas the EU-Ukraine Solidarity Lanes have become the lifeline of Ukraine's economy, in addition, they are currently the only option for Ukraine to export all of its non-agricultural goods to the rest of the world, and to import what it needs, such as fuel and humanitarian assistance;
Amendment 16 #
2023/0000(BUD)
Draft opinion
Recital D d (new)
Recital D d (new)
D d. whereas transport still faces a wide range of financing challenges across the EU: underinvestment, lack of suitable financing solutions, ageing infrastructure, insufficiently developed and non-transparent pipelines of transport projects, continuous growth of urban populations, and regulatory and administrative barriers;
Amendment 17 #
2023/0000(BUD)
Draft opinion
Recital D f (new)
Recital D f (new)
D f. whereas the Commission further integrates Moldova and Ukraine into EU Single Market through the Connecting Europe Facility for infrastructure funding; whereas this agreement will enable Moldovan and Ukrainian project promoters to apply for EU funding for projects of common interest in the transport, energy and digital realms, improving the country's connectivity with its EU neighbours and will promote growth, jobs and competitiveness;
Amendment 18 #
2023/0000(BUD)
Draft opinion
Recital E
Recital E
E. whereas the Union’s draft budget for 2024 shows that that the current Multiannual Financial Framework is unable to meet the needs of the Union, has not enough flexibility to face unexpected developments, it is not capable of properly financing all its subsequent priorities, especially the transport, travel and tourism sectors and does not compensate for high inflation levels and unfavourable financing conditions; whereas this opinion is intended to set out a number of priorities reflective of the limited margins of manoeuvre for financing from the Union’s 2024 budget;
Amendment 20 #
2023/0000(BUD)
Draft opinion
Paragraph 1
Paragraph 1
1. Calls on the Commission and Member States to ensure the required long- term funding of Union transport projects that provide interconnected, efficient and affordable transport and mobility for citizens and goods and to accelerate the green and digital transitions; strongly believes the Multiannual Financial Framework review must be ambitious enough to ensure the Union’s long-term transport policy goals are not undermined by inadequate budgetary resources and inflation, as well as new priorities;
Amendment 21 #
2023/0000(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Recalls that cross-border infrastructure is the backbone of the Single Market, allowing goods, services, businesses and citizens to move freely across borders; reiterates the crucial role of the Connecting Europe Facility (CEF) for the timely completion of the trans- European network and for support under the Solidarity Lanes and enhancement of EU military mobility, as well as for achieving stronger connectivity with our strategic partners in non-EU countries; strongly regrets the decrease in the CEF- transport budget commitments for 2024 compared to 2023; criticiseregrets the reallocation of funds from CEF to areas such as the Chips Act and the Commission’s executive communication budget; remarks that the oversubscription of CEF funding, and the exhaustion of allocated funding justifies a frontloading of funding for CEF to avoid shortfalls; urges, therefore, for a substantial and rapid increase of the CEF envelope to meet all its existing and new policy goals;
Amendment 24 #
2023/0000(BUD)
Draft opinion
Paragraph 3
Paragraph 3
3. Welcomes the increase in the Cohesion Fund allocation to the CEF for transport in 2024 but remarks that inflationary pressures cancel out this small increase and thus calls for an additional increase;
Amendment 25 #
2023/0000(BUD)
Draft opinion
Paragraph 4
Paragraph 4
4. Welcomes the increase in the Climate, Energy and Mobility cluster under Horizon Europe but believes further increases are warranted, but regrets the decreased budget for Clean Aviation Joint Undertaking; recalls the importance of ensuring that industrial alliances, as well as the joint undertakings match their level of responsibility and that they are sufficiently funded;
Amendment 27 #
2023/0000(BUD)
Draft opinion
Paragraph 5
Paragraph 5
Amendment 29 #
2023/0000(BUD)
Draft opinion
Paragraph 6
Paragraph 6
6. Welcomes the increase in the budget contributions to the Union transport agencies - European Maritime Safety Agency (EMSA), European Union Agency for Railways (ERA) and European Union Aviation Safety Agency (EASA) -, but reiteratemarks that their funding for these agencies shouldshould be increased to more closely match their level of responsibility and the EU’s transport policy objectives; remarks that fuies in case for EASA and EMSA regarding the uptake of the aviation and maritime alternative fuels, and ing for ERA should be increased to more closely match that of EMSA and EASA case of ERA with particular regard to the implementation of the fourth railway package and to provide additional support for TEN-T completion objectives.
Amendment 23 #
2022/2170(INI)
Motion for a resolution
Citation 14 a (new)
Citation 14 a (new)
– having regard to the Regulation of the European Parliament and of the Council establishing a Social Climate Fund,
Amendment 24 #
2022/2170(INI)
Motion for a resolution
Citation 14 b (new)
Citation 14 b (new)
– having regard to the European Year of Skills 2023,
Amendment 25 #
2022/2170(INI)
Motion for a resolution
Citation 14 c (new)
Citation 14 c (new)
Amendment 42 #
2022/2170(INI)
Motion for a resolution
Recital B
Recital B
B. whereas a just transition should involveenable and seizinge the opportunity to create quality jobs with decent working conditions, tackle discrimination at work and raise labourcompetitive labour market standards;
Amendment 57 #
2022/2170(INI)
Motion for a resolution
Recital C
Recital C
C. whereas some sectors where job opportunities are expected to emerge in the transition to low carbon neutral economies remain highly male-dominated;
Amendment 64 #
2022/2170(INI)
Motion for a resolution
Recital D
Recital D
D. whereas achieving carbon neutrality by 2050 will require the anticipation of change and suitable framework conditions to support job-to-joblabour market transitions, including the necessary skilling, reskilling and upskilling of the current workforce;
Amendment 65 #
2022/2170(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
Da. whereas the prosperity of workers and societies must be ensured in the transition to a low-carbon economy; wheares in this shift, some jobs are expected to be made redundant, which will impact on communities; whereas workers will need training, new employment opportunities and may have to relocate; whereas entire regions and industries dependent on fossil fuels will have to be redesigned by 2050;
Amendment 69 #
2022/2170(INI)
Motion for a resolution
Recital D b (new)
Recital D b (new)
Db. whereas there is a lack of comprehensive scientific evaluation1a of the social consequences of climate change and the social impacts of adaptation measures; whereas the importance of addressing the social impacts is acknowledged, the awareness of the potential impacts has not yet been translated into specific policy measures; _________________ 1a Monitoring and evaluation of national adaptation policies throughout the policy cycle — European Environment Agency (europa.eu)
Amendment 71 #
2022/2170(INI)
Motion for a resolution
Recital D c (new)
Recital D c (new)
Dc. whereas apart from ensuring that sufficient labour market entrants acquire the skills needed for the economy of the future, another challenge lies in the need to up and reskill workers, in particular to meet current and evolving labour market needs; whereas this can be difficult for older workers and especially for low- skilled workers, as it may be challenging for them to ‘skill up’ and compete for new jobs; whereas as there is also a spatial challenge in that jobs in the low-carbon economy may be created in locations very different from those suffering job losses. Education and training efforts therefore need to be linked with a just transition policy. Disadvantaged workers and communities will need targeted assistance to ensure they are not left behind.
Amendment 73 #
2022/2170(INI)
Motion for a resolution
Recital D d (new)
Recital D d (new)
Dd. whereas more investment is needed in professional education and up and reskilling; whereas employers know best the workforce, skills and competences they need; whereas the importance to match these needs with people's aspirations and to strengthen Europe's growth;
Amendment 74 #
2022/2170(INI)
Motion for a resolution
Recital D e (new)
Recital D e (new)
De. whereas having a skilled workforce that are aligned with the demands of the labour market contributes to sustainable growth, leads to more innovation and improves companies' competitiveness;
Amendment 75 #
2022/2170(INI)
Motion for a resolution
Recital D f (new)
Recital D f (new)
Df. whereas the green transition requires significant investments in reskilling and upskilling to equip the workers with the technical (specific to each occupation) and core (soft) skills required; whereas skills gaps and labour market shortages are almost inevitable whenever any new product or service appears, and the green and digital economy is no exception;
Amendment 76 #
2022/2170(INI)
Motion for a resolution
Recital D g (new)
Recital D g (new)
Dg. whereas learning or improving certain core skills is likely to be of greater relevance for a person’s employability than skills and competences that are highly specific to certain occupations or technologies; whereas competencies in literacy and numeracy, as well as in decision-making, teamwork and communication, are critical in that they affect people’s ability to function well in teams, thus enhancing their adaptability and their occupational mobility;
Amendment 77 #
2022/2170(INI)
Motion for a resolution
Recital D h (new)
Recital D h (new)
Dh. whereas the green and digital transitions, technological change, supply- chain transformations and changing consumer expectations are all generating demand for new jobs and skills across industries and regions and they are opening new opportunities for workers, employers and the EU economy; whereas these positive drivers are offset by growing geo-economics tensions and high inflation leading to a cost-of-living crisis;
Amendment 78 #
2022/2170(INI)
Motion for a resolution
Recital D i (new)
Recital D i (new)
Di. whereas targeted training by well- equipped teachers and trainers is essential;
Amendment 88 #
2022/2170(INI)
Motion for a resolution
Recital F
Recital F
F. whereas the participation of workers and workers representatives, including trade unions in the governance of the transition and the anticipation and social management of change is a prerequisite for a fair, inclusive and successful transition;
Amendment 91 #
2022/2170(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas the administrative and technical capacity of different stakeholders needs to be built; whereas the Member States still face many challenges in effectively managing and implementing the EU funds at local level, or in assessing the various impacts of climate policies;
Amendment 97 #
2022/2170(INI)
Motion for a resolution
Subheading 1
Subheading 1
Green and digital economy opportunities for tha competitive labour market
Amendment 108 #
2022/2170(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Emphasises that a transition towards renewable and circular societeconomies and economsocieties generates the potential both to create new jobs and to transform existing employment into green, competitive and sustainable jobs in virtually allmost sectors;
Amendment 117 #
2022/2170(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Notes that the job potential of the green transition is also connected to sustainable and growth enhancing economic activities such as energy renovation, repair and organic farming being moresome of which may be more labour- intensive than the activities they replace whereas others may be less labour- intensive than the activities they replace;
Amendment 128 #
2022/2170(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Notes that the green and digital transition has significant potential to create local jobs which cannotEuropean, national, regional and local quality jobs with decent working conditions which are difficult to be offshored, which wouldand that will contribute to strengthening European sovereignty and, resilience, and competitiveness;
Amendment 142 #
2022/2170(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Commission to work on conceptual guidelineWelcomes the ongoing work on international level by the OECD and the ILO on greening jobs and skills; Calls on the European and national social partners to discuss working conditions oin what constitutes a green job, based on its potential fthe economic sectors involved in the green transition, considering the sectors potential to enable a more greening the and digital economy, itsand contribution to people’s health and wellbeing and decent working conditions;
Amendment 149 #
2022/2170(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Stresses the need to help companies, in particular SMEs (small and medium enterprises), to address skills shortages in the EU and to promote a mindset of reskilling and upskilling, helping people to get the right skills for quality jobs;
Amendment 151 #
2022/2170(INI)
Motion for a resolution
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Highlights the regulatory burden on EU employers and its possible negative impact on competitiveness, growth and quality job creation in the context of the green and digital transitions; continues to support the ‘one in, one out’ principle and calls on the Commission to develop a more ambitious Better Regulation agenda, which should lead to a reduced regulatory burden for EU employers;
Amendment 152 #
2022/2170(INI)
Motion for a resolution
Paragraph 4 c (new)
Paragraph 4 c (new)
4c. Welcomes the Commission communication entitled ‘Long-term competitiveness of the EU: looking beyond 2030’ aiming to rationalise and simplify reporting requirements by 25 % for each of the green, digital and economic thematic areas, and the Commission’s presentation of a proposal for achieving this by autumn 2023; calls on the Commission to demonstrate this commitment swiftly, thereby improving the competitiveness of all undertakings in the EU, including small and medium- sized enterprises (SMEs), and enhancing the basic conditions for social justice and prosperity; recalls that SMEs are the backbone of our social cohesion;
Amendment 159 #
2022/2170(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Emphasises that the green transition of the joband digital transitions and impact on labour markets should go hand in hand with upwardincreased economic growth and upward social convergence towards better working conditions and attractive and competitive career paths;
Amendment 163 #
2022/2170(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Reiterates its call that EU funding, including State aid, should be conditional on public policy objectives, in particular social requirements; underlines that public authorities should lead by example and set social criteria in public procurement; calls to revise the Public Procurement Directive to ensure that benefiting companies supprecipients of EU funding should respect applicable obligations in the fields of environmental, social and labour law established by Union law, national law ort collective bargaining, high-quality jobs, high- quality apprenticeships, decent and equal pay and trainingagreements;
Amendment 171 #
2022/2170(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls on the Commission to enforce the social clause in the existing EU Public Procurement Directive and recalls that according to this directive, it is necessary for economic operators involved in public contracts to comply with all applicable obligations in the fields of environmental, social and labour law established by Union law, national law or collective agreements, or by applicable international environmental, social or labour law provisions, including respect for freedom of association, the right to organise and collective bargaining; recalls, in addition, that according to this directive, it is possible for Member States to exclude from participation in a procurement procedure economic operators that have been sentenced for not respecting existing legislation and collective agreements or for being in breach of their obligations relating to the payment of taxes or social security contributions; notes the relevance of reinforcing the selection of sustainability criteria to promote the best use of public spending, quality employment and social inclusion; calls on the Member States to make sure their judicial systems have sufficient capacity to exercise their authority and address primary contractors and subcontractors of joint liability who have repeatedly engaged in unfair competition, tax fraud or tax evasion; calls on the Commission and the Member States to ensure compliance with and monitoring and enforcement of the Public Procurement Directive;
Amendment 177 #
2022/2170(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Recalls that the EU health and safety strategy should takestrategic framework on health and safety at work 2021-2027 highlights the need to modernise and simplify EU occupational safety and health rules in the context of the green and digital transitions, taking into account specific risks in new sectors and incorporate risks deriving from climate change and environmental degradation;such as increased ambient temperature, air pollution and extreme weather.
Amendment 201 #
2022/2170(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Emphasises that gender equality should become an integral part of green economy strategies; calls on the Commission and the Member States to take all measures to ensure that pre-existing gender inequalities are not transferred to the emerging green economy; highlights the importance of the equal treatment and economic opportunities for women in context of climate change;
Amendment 208 #
2022/2170(INI)
Motion for a resolution
Subheading 3
Subheading 3
Skills and competences for a just transition set for the future
Amendment 212 #
2022/2170(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Stresses the need to offer education and training in areas linked to skills and competences needs that are identified in labour markets and future-oriented sectors to address skills mismatches and labour- market shortages, and make sure that the labour market is ready for the green transition and that training and education programs are aligned with the needs of the economy and the society of the future;
Amendment 225 #
2022/2170(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Warmly welcomes the European Year of Skills and the opportunities it provides to promote reskilling and upskilling, in particular the context of seizing the opportunities of the green and digital transition;
Amendment 228 #
2022/2170(INI)
10b. Welcomes the Commission proposal for a Net Zero Industry Act aiming to enhance skills for quality job creation, including the creation of European Net Zero Industry Academies and recognition of professional qualification;
Amendment 229 #
2022/2170(INI)
Motion for a resolution
Paragraph 10 c (new)
Paragraph 10 c (new)
10c. Emphasises that effective training depends on the availability of teachers and trainers with current knowledge on sustainable and green economy, energy efficiency and green and digital technologies; highlights that their role is critical in promoting the right skills and competences for both the younger and older generations of workers and appropriate reskilling and upskilling training for the persons affected by the green transition; stresses that the education and training of such teachers and trainers should therefore be a top priority in any skills response strategy at European, national, regional and local levels;
Amendment 237 #
2022/2170(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Stresses that every worker mustshould have an individual right to professional education, employee training and lifelong learning, which should be reflected in allrelevant EU and national environmental policies, as well in company mitigation and adaptation strategies where appropriate; highlights the fact that the right tosuch training should include paid educational leavetake place during working hours;
Amendment 240 #
2022/2170(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Stresses that education and training institutions need to enhance the relevance of their training in line with the competitive labour market needs and prepare learners, trainers and teachers with the relevant knowledge and skills to be active agents of change in a just transition towards environmentally sustainable economies and a society for all;
Amendment 244 #
2022/2170(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Stresses the crucial role of social dialogue, collective bargaining and social partners in designing national, sectoral and company- specific skills and competences for quality job strategies and training;
Amendment 246 #
2022/2170(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Highlights the importance of core and cognitive skills and the preparation of the necessary instruments to encourage citizens to consider also their personal development and growth with these skills, such as creative thinking, resilience, flexibility and agility; motivation and self- awareness; curiosity and lifelong learning – in recognition of the importance of workers ability to adapt to disrupted workplaces, self-efficacy, and working with others in teams;
Amendment 254 #
2022/2170(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Calls on the Member States to integrate sustainable development, digital and environmental competences and skills into training and education systems;
Amendment 262 #
2022/2170(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses that training should be of a good enough qualityhigh quality, aligned with the needs of the labour market, and lead to a qualification that is validated through transparent and clear recognition and certification systems which allow for comparabilitymutual recognition between Member States;
Amendment 268 #
2022/2170(INI)
Motion for a resolution
Subheading 4
Subheading 4
Public policy coherence to fully develop the job potential of the green and digital transition
Amendment 279 #
2022/2170(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Calls on the Commission to include for all environmentalHighlights the importance of science-based policy making and calls on the Commission to ensure diligent and comprehensive impact assessments for all proposed legislation, assessing the socio- economic impact assessment taking intond with due consideration to jobs, skills, competences and working conditions;
Amendment 284 #
2022/2170(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
Amendment 292 #
2022/2170(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Highlights the importance of the Member States in promoting sectoral social dialogue and collective bargaining, especially in newly emerging green and digital industries, and also in ensuring the inclusion of small and medium-sized businesses; stresses that the Minimum Wage Directive represents a great opportunity to strengthen collective bargaining on wage-setting and the presence of trade unionsocial partners in emerging sectors;
Amendment 296 #
2022/2170(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Calls for an update to Directive 2002/14/EC on informing and consulting employees in the EU in order to include on the Commission to consult social partners and evaluate the possible need for an update of the Directive 2002/14/EC on informationing and consultation rights in transition plans implemented by companies across their operations and value chaining employees in the EU;
Amendment 304 #
2022/2170(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Calls for mandatorythe adoption of just transition plans to be adopted by all companies affected by the green and digital transition, negotiated with trade unions and worker representatives;
Amendment 313 #
2022/2170(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Regrets that the Commission proposal on the economic governance review does not create enough fiscal space for Member States to make the green and social investment at the scale neededsolid enforcement mechanisms to ensure that economic governance rules and, in particular, debt sustainability are followed by Member States, and the lack of building sufficient fiscal buffers, i.e. fiscal space; Calls on Member States to implement structural reforms;
Amendment 318 #
2022/2170(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
Amendment 327 #
2022/2170(INI)
Motion for a resolution
Paragraph 22 a (new)
Paragraph 22 a (new)
22a. Takes note of the legality and advantages of fair and transparent tax competition as a way of improving tax efficiency in and among Member States; calls on the Commission and the Council to coordinate in order to simplify the regulatory burden in tax matters to boost Europe's competitiveness, to create jobs and to improve fiscal fairness; warns against the risks of establishing a wealth tax because of the difficulties in defining the tax base and the enormous and disproportionate bureaucratic effort on tax collection; recalls that the treaties do not provide any legal basis for an EU initiative on this matter; considers that tax authorities shall use their limited resources better than chasing an ill- defined wealth tax;
Amendment 330 #
2022/2170(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Highlights the importance of strong safety nets to complement job creation measures and ensure that no one is left behindand resilient national social security schemes, including adequate minimum income support, adequate unemployment benefits and minimum wages protection, combined with job creation measures, active labour markets integration measures, re- and upskilling efforts, in order to ensure that no one is left behind;
Amendment 339 #
2022/2170(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Recognises the importance of impact investing in providing finance tofacilitating access to funding for public and private companies, and organisations addressing social and, environmental needs with the explicit expectation of a measurable social and environmental return, including on employment and job quality; and digital skills and education needs in order to address skills mismatches and labour market shortages with the explicit expectation of quality job creation and sustainable economic growth;
Amendment 342 #
2022/2170(INI)
Motion for a resolution
Paragraph 24 a (new)
Paragraph 24 a (new)
24a. Calls on the Member States to make full use of the opportunities provided by Union funds such as the Just Transition Fund, the Recovery and Resilience Facility, and the European Social Fund Plus, to support Member States and regions to promote up and reskilling in order to ensure a skilled, resilient and competitive workforce, in particular in the context of the green and digital transitions;
Amendment 347 #
2022/2170(INI)
Motion for a resolution
Paragraph 24 b (new)
Paragraph 24 b (new)
24b. Calls for an increased investment in building administrative and technical capacity at local level, through training and the use of technical assistance available under different EU funds;
Amendment 348 #
2022/2170(INI)
Motion for a resolution
Paragraph 24 c (new)
Paragraph 24 c (new)
24c. Recalls that the JTF provides support for territories and people facing socio-economic and employment challenges deriving from the transition process towards a low-carbon economy of the Union by 2050; takes note of the Commission appropriations for 2024 of EUR 1,486 billion; highlights its importance for addressing the social aspects of the transition, in particular support to jobseekers and workers affected by the green transition;
Amendment 353 #
2022/2170(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Stresses the crucial role of the private and financial sector in channelling funding into sustainable investments and enabling the transition to a resilient, competitive and climate-neutral economy;
Amendment 366 #
2022/2170(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Calls for the swift creation of a European sovereignty fund with newly allocated EU money to mobilise large- scale investments in green technologyUnderlines the need to mobilise available money from EU funds and programmes as a first step to strengthen the EU technology base, skills sets and other initiatives to enhance competitiveness;
Amendment 372 #
2022/2170(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
Amendment 382 #
2022/2170(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Calls on the Commission to continue monitoring and fostering investment and spending onaccess to funding to stimulate quality job creation within NextGenerationEU, - the Recovery and Resilience Facility and the European Social Fund Plus and to ensure that the European Parliament remains closely involved;
Amendment 11 #
2022/2140(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
Aa. whereas equality between women and men is paramount and should never be compromised and the EU should remain a world leader in this field;
Amendment 12 #
2022/2140(INI)
Draft opinion
Recital A b (new)
Recital A b (new)
Ab. whereas on 1 January 2021, there were 229 million women and 219 million men in the European Union1a, which should be reflected in tailored policy measures within transport decision making in each Member State; whereas the different body morphology of men and women, different mobility patterns of both sexes as well as specific needs of various age groups should be particularly taken into account while designing and implementing chosen transport policy measures; whereas their monitoring and reporting could serve as a basis for further modification of measures already in place, in particular thanks to best practice sharing and consultations with local stakeholders; _________________ 1a https://ec.europa.eu/eurostat/cache/digpu b/demography/bloc-1b.html?lang=en
Amendment 17 #
2022/2140(INI)
Draft opinion
Recital B
Recital B
B. whereas there is a lack of the reliable gendersex-disaggregated data and gender analysis which are needed to further underpin policy initiatives to make the EU transport sector more inclusive and to ensure its accessibility to all user groups; whereas, at present the data available is not always comparable, standardised and cannot be efficiently used; whereas in order to sufficiently address gender differences, the data disaggregated by gender and socio-economic factors, such as income, family status and employment status could further serve as valuable input for science-based transport policy that adequately addresses gender differences2a; _________________ 2a https://www.europarl.europa.eu/RegData/ etudes/STUD/2021/701004/IPOL_STU(20 21)701004_EN.pdf
Amendment 23 #
2022/2140(INI)
Draft opinion
Recital C
Recital C
C. whereas too little attention is stilla comprehensive understanding of the different users of transport is needed in any attempt to advance inclusion in transport in an equitable manner; whereas still to this day not enough attention is being paid to women’s needs in publiccollective transport or infrastructure planning, including safety issues;
Amendment 26 #
2022/2140(INI)
Draft opinion
Recital C a (new)
Recital C a (new)
Ca. whereas understanding transport patterns and mobility needs are fundamental to the development of gender sensitive transport policies which should provide an enabling environment for both men and women to enjoy safe, accessible, reliable, sustainable and freely chosen mobility option;
Amendment 30 #
2022/2140(INI)
Draft opinion
Recital C b (new)
Recital C b (new)
Cb. whereas differences in body structure and biology between men and women are a key issue with regard to vulnerability in car crashes;
Amendment 31 #
2022/2140(INI)
Draft opinion
Recital D
Recital D
D. whereas EU legislation should further promote gender equality, diversity and inclusiveness in all modes and at all levels of transportation;
Amendment 37 #
2022/2140(INI)
Draft opinion
Recital D a (new)
Recital D a (new)
Da. whereas recent survey data collected by EIGE shows that 35% of women and 30% of men in the EU use public transportation as their main mean of transport3a; _________________ 3a https://eige.europa.eu/gender- mainstreaming/policy-areas/transport
Amendment 41 #
2022/2140(INI)
Draft opinion
Recital D b (new)
Recital D b (new)
Db. whereas more women than men use more sustainable transport means such as public transport, cycling and walking4a; _________________ 4a https://eige.europa.eu/gender- mainstreaming/policy-areas/transport
Amendment 42 #
2022/2140(INI)
Draft opinion
Recital D c (new)
Recital D c (new)
Dc. whereas the European Commission Cities Mission states that 100 EU cities shall become climate-neutral by 2030 through various incentives including the establishment of the car free city centres which could make the citizens solely reliant on collective transport and low emission transport solutions;
Amendment 44 #
2022/2140(INI)
Draft opinion
Recital D d (new)
Recital D d (new)
Dd. whereas the research performed across Europe has shown that gender- based violence in public spaces and public transport facilities is a major and growing problem; whereas the survey conducted by e.g. Barcelona Area Metropolitan Transport Authority (ATM), IERMB, Gencat revealed that 91.6% of women between the ages of 16 and 25 have experienced a situation of harassment on public transport; whereas by linking secure and efficient AI systems with facial recognition to the collective transport agencies’ and law enforcement's surveillance cameras could help law enforcement not only to prevent crimes, but also to react rapidly when they occur, providing a very powerful tool to investigate serious crimes committed in collective transport systems;
Amendment 45 #
2022/2140(INI)
Draft opinion
Recital D e (new)
Recital D e (new)
De. whereas the environment around transit infrastructure makes a real difference in both actual safety and the perception of safety particularly amongst women who are the most vulnerable group of passengers5a; _________________ 5a https://www.itf- oecd.org/sites/default/files/docs/womens- safety-security_0.pdf
Amendment 46 #
2022/2140(INI)
Draft opinion
Recital D f (new)
Recital D f (new)
Df. whereas the new European green policy seeks to promote zero-emission mobility including sustainable and zero emission urban logistics through sustainable mobility plans (SUMP) where a large emphasis is put on the development and promotion of active modes in urban nodes which could largely contribute to achieving union climate goals but which are not always an efficient mobility solution especially for women;
Amendment 47 #
2022/2140(INI)
Draft opinion
Recital D g (new)
Recital D g (new)
Dg. whereas in general women account only for 22 % of all transport workers;
Amendment 48 #
2022/2140(INI)
Draft opinion
Recital D h (new)
Recital D h (new)
Amendment 49 #
2022/2140(INI)
Draft opinion
Recital D i (new)
Recital D i (new)
Di. whereas the proportion of women employed in the urban public transport is only 17,5% 7a; whereas less than 10% of drivers are women and less than 6% of employees in other technical functions are women; whereas due to demographic changes the transport sector faces staff shortages; _________________ 7a https://www.itfglobal.org/sites/default/files /node/page/files/Women_in_Public_Trans port_OPT.pdf
Amendment 50 #
2022/2140(INI)
Draft opinion
Recital D j (new)
Recital D j (new)
Dj. whereas the truck transport accounts for 75% of Europe’s total freight volume8a; whereas the shortage of professional truck drivers is significant, continuously growing and has consequences for the entire logistic industry and economy; whereas there is a very low share of women truck drivers, despite important levels of female unemployment; whereas tailored policy measures at Member State level could attract more women working in the sector; whereas an important condition to facilitate greater women’s employment in the sector would be to tackle truck driver safety concerns, insufficient number of secure parking spaces and work-life balance related issues; _________________ 8a Eurostat 2021
Amendment 51 #
2022/2140(INI)
Draft opinion
Recital D k (new)
Recital D k (new)
Dk. whereas women account for only 29% of the overall workforce in the general maritime industry and 20% of workforce of national maritime authorities in Member States; whereas women seafarers make up just 2% of the crewing workforce and 34% in ship owning companies9a; _________________ 9a https://wistainternational.com/news/imo- wista-women-in-maritime-survey- highlights-current-gender-diversity- across-the-sector-and-sets-a-benchmark- for-progress/
Amendment 52 #
2022/2140(INI)
Draft opinion
Recital D m (new)
Recital D m (new)
Dm. whereas in the railway sector in Europe the average share of women is around 20%10a; _________________ 10a https://transport.ec.europa.eu/news/europ ean-commission-announces-winners- women-rail-award-2022-03-08_en
Amendment 53 #
2022/2140(INI)
Draft opinion
Recital D n (new)
Recital D n (new)
Dn. whereas in air transport women employees account for 40% of the total workforce in Europe11a; whereas the majority of female employees in aviation work in customer service and administration; whereas only 3% of the airline pilots worldwide are women; _________________ 11a Eurostat, 2017
Amendment 54 #
2022/2140(INI)
Draft opinion
Recital D o (new)
Recital D o (new)
Do. whereas private mobility and collective transport are essential for rural areas and outermost regions, especially considering the particular needs of the elderly, women, young people, tourists, or those who are economically marginalised; whereas preserving efficient mobility options for women and men in these territories are key for greater economic and social opportunities and very often for their survival;
Amendment 55 #
2022/2140(INI)
Draft opinion
Subheading 1
Subheading 1
A renewed push for more gender- disaggregated data collection and statistics to further optimise mobility
Amendment 56 #
2022/2140(INI)
Draft opinion
Subheading 1 a (new)
Subheading 1 a (new)
Calls on Member States, regional and local authorities to continue designing and implementing transport policy measures that correspond with demographic developments, mobility patterns and equality policies, in particular work life balance measures; Calls furthermore on Member States to implement the existing legislation with regards to transport, employment and equality policies;
Amendment 57 #
2022/2140(INI)
Draft opinion
Subheading 1 b (new)
Subheading 1 b (new)
Points out that monitoring and reporting of undertaken transport measures are essential for their further modification to match changing mobility patterns of women and men or of an aging society; in this regard, stresses that best practice sharing and consultations with local stakeholders are of added value to optimise transport policy measures;
Amendment 58 #
2022/2140(INI)
Draft opinion
Subheading 1 c (new)
Subheading 1 c (new)
Stresses that the stakeholder engagement is critical in order to better comprehend and meet transport users’ needs, especially specific needs of women as well as secure a stakeholder buy-in12a; _________________ 12a European Commission, Directorate- General for Mobility and Transport, Kouris, S., Study on the social dimension of the future EU transport system regarding users and passengers: final report, Publications Office of the European Union, 2022, https://data.europa.eu/doi/10.2832/482141
Amendment 59 #
2022/2140(INI)
Draft opinion
Subheading 1 d (new)
Subheading 1 d (new)
Welcomes the establishment of a Women in Transport – EU Platform for change, which was launched on November 27, 2017, where European stakeholders can learn from each other, for the benefit of women and men in the transport sector and exchange best practices also in the field of safety and security in transport; calls in this respect for more initiatives boosting and prioritising women’s employability in the transport sector;
Amendment 60 #
2022/2140(INI)
Draft opinion
Subheading 1 e (new)
Subheading 1 e (new)
Notes that an on-demand mobility service has been a popular solution proposed for low demand and rural areas as well as outermost regions and has the potential to meet some of the needs unmet by the declining quality of collective transport in these areas;
Amendment 61 #
2022/2140(INI)
Draft opinion
Subheading 1 f (new)
Subheading 1 f (new)
Welcomes the Commission guidance on cycling projects in the EU that brings together existing advice into a single, coherent and universal online guidance resource that enables users to identify the most relevant information for their situation; stresses that it is utmost important to improve security and safety of cyclist, including safety of bike lanes and common guidance on cycling safety equipment, which are key to increase interest in cycling among women; in this regard calls on the Parliament and the Council to agree on cycling infrastructure covered alongside publicly accessible road network by intelligent transport systems within reasonable period of time while amending Directive 2010/40/EU;
Amendment 63 #
2022/2140(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Considers that Member States and regional and local authorities should further collect data and establish key indicators, such as gender-sensitive statistics, socio-economic factors and age- related data, in order to identify and overcome barriers for women in transport and to understand travel patterns and to optimise mobility taking into account women’s needs and to contribute to publicsustainable transport design and policy initiatives related to both transport users and workers; recalls that EU policy- making in the field of, at all levels, in the transport sector should be based on reliable, accessible and detailed data, together with impact assessments, so as to help design better EU policiemore gender-sensitive EU policies to be able to effectively address women’s needs;
Amendment 69 #
2022/2140(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Calls on the Member States and regional and local authorities to make the collected data available to all interested parties;
Amendment 86 #
2022/2140(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls on the Commission to considerintensify efforts to include gender- related provisions in all relevant legislation, in line with the Sustainable and Smart Mobility Strategy13a, and Gender Equality Strategy14a in order to ensure a safe working environment for women in all transport modes, at all levels, as well as any necessary preventive and dissuasive measures (e.g. safe and secure parking areas); calls, furthermore, on the Commission to promote measures for emergency situations, such as camera surveillance systems and emergency call buttons in places where they are needed, such aspossible, for example in unattended charging stations, enabling an immediate connection to local emergency services, as recently envisaged in the proposal for a new Alternative Fuels Infrastructure Regulation3 ; _________________ 3; _________________ 13a https://eur-lex.europa.eu/legal- content/EN/TXT/?uri=CELEX%3A52020 DC0789 14a Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council (COM(2021)0559).
Amendment 89 #
2022/2140(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Underlines that new digital technologies, in particular AI, can greatly improve safety and security in the transport system; points out in this regard that since transport hubs are among the locations most exposed to crime and frequent locations for violence and serious disturbances, many citizens, women in particular, refrain from using collective transport due to the experience of insecurity; stresses, therefore, that the EU should create a strategy to increase the uptake of advanced AI based surveillance systems, in order to prevent and combat gender based violence in collective transport;
Amendment 94 #
2022/2140(INI)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Deplores that the AI Regulation which is currently underway would significantly hamper the law enforcement's ability to combat crime in the collective transport systems, especially violent offenses like robberies, assaults and sexual harassment that women fall victims to; Calls on the co-legislators to reject the parts of the Commission's proposed Regulation that would ban law enforcement's and transport agencies' use of AI in real-time surveillance systems; Underlines that such advanced AI systems could be a powerful tool to combat crimes that women fall victims to, and greatly improve safety, security and attractiveness of collective transport, in particular in locations without physical surveillance;
Amendment 99 #
2022/2140(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Council and all Member States to promote initiatives to prevent all kinds of discrimination, as well as to promote measures ensuring safe and secure workplaces, and training aimed at preventing gender-based violence and harassment in all transport-related workplaces.
Amendment 100 #
2022/2140(INI)
Draft opinion
Paragraph 3 – subparagraph 1 (new)
Paragraph 3 – subparagraph 1 (new)
A safe and secure transport and mobility
Amendment 105 #
2022/2140(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Member States to ensure that safety performance and crash tests include biofidelic female models and more attention to female physiology is paid when designing the ergonomics of vehicles and their safety systems;
Amendment 111 #
2022/2140(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Calls on the Member States and local authorities to set up walkable neighbourhoods, with well communicated, safe, collective transport services in order to deliver a cost and time efficient, sustainable, clean, equitable and vibrant city;
Amendment 113 #
2022/2140(INI)
Draft opinion
Paragraph 3 c (new)
Paragraph 3 c (new)
3c. Calls on the Member States to ensure that sustainable private mobility is complemented by appropriate collective transport, active mobility and other modes of transport; calls furthermore on Member States to encourage regional and local authorities to develop and implement sustainable urban mobility plans with a focus on integration of gender equality measures in their sustainable transport and urban transport planning, by improving the safety, comfort and physical accessibility of transportation modes and facilities; notes that the provision of better quality and improved quantity of transport services and systems, including an intermediate collective transport for safe and efficient first and last mile connectivity is of key importance;
Amendment 118 #
2022/2140(INI)
Draft opinion
Paragraph 3 d (new)
Paragraph 3 d (new)
Amendment 123 #
2022/2140(INI)
Draft opinion
Paragraph 3 e (new)
Paragraph 3 e (new)
3e. Notes that the ongoing implementation of sustainable transformation solutions in Europe, especially in city centres such as car free city zones, shall work towards citizens' safety and security as well as increased use of sustainable mobility solutions; calls in this respect on Member States and local authorities to improve safety in collective transport services, transit hubs and safer low emission mobility infrastructure such as e.g. safer cycling lanes and pedestrian areas.
Amendment 128 #
2022/2140(INI)
Draft opinion
Paragraph 3 f (new)
Paragraph 3 f (new)
3f. Calls on the Member States and local authorities to take into account adequate lighting and clear sight lines as well as eliminating nooks, corners, and isolated, eerie areas that could facilitate assaults when designing transport infrastructure especially in transit transport hubs15a; _________________ 15a https://www.itf- oecd.org/sites/default/files/docs/womens- safety-security_0.pdf
Amendment 129 #
2022/2140(INI)
Draft opinion
Paragraph 3 g (new)
Paragraph 3 g (new)
3g. Calls on the Member States to take appropriate measures when planning new transport infrastructure or when upgrading the existing one to ensure accessibility and safety for all users, especially women, persons with disabilities or reduced mobility and other people in situation of vulnerability; Notes that seeking synergies between different nodes and the promotion of active modes which contribute to reducing carbon footprint and reduction of congestion should take into account safety and security so that women are able to take advantage of active mode infrastructure without hindrances;
Amendment 131 #
2022/2140(INI)
Draft opinion
Paragraph 3 h (new)
Paragraph 3 h (new)
3h. Empowering women in transport sector through improved employment measures
Amendment 132 #
2022/2140(INI)
Draft opinion
Paragraph 3 i (new)
Paragraph 3 i (new)
3i. Notes that women employees are needed in all transport sectors and at all levels, which is not only a question of importance of gender equality and its various benefits for entire society, but also improved decision-making more effectively meeting women’s specific transport needs;
Amendment 133 #
2022/2140(INI)
Draft opinion
Paragraph 3 j (new)
Paragraph 3 j (new)
3j. Calls on the Member States to ensure that women are equally represented among decision-makers as well as in government-appointed bodies and institutions dealing with defining, planning and implementing transport policies, in order to better include the gender perspective; calls on the Member States and stakeholders to promote gender balance and ensure better representation of women in management and supervisory roles within the transport sector;
Amendment 134 #
2022/2140(INI)
Draft opinion
Paragraph 3 k (new)
Paragraph 3 k (new)
3k. Calls on the Member States, transport operators and national associations to facilitate access to the truck driver profession through a harmonised EU framework, as well as to encourage more women to the truck driver profession through education and training programmes, financial support to mitigate licence costs as well as the increased availability of safe and secure parking spaces and appropriate rest areas, showers and restrooms16a; _________________ 16a https://www.iru.org/resources/iru- library/iru-intelligence-briefing-truck- driver-profession-europe-access-and- attractiveness-executive-summary
Amendment 135 #
2022/2140(INI)
Draft opinion
Paragraph 3 l (new)
Paragraph 3 l (new)
Amendment 136 #
2022/2140(INI)
Draft opinion
Paragraph 3 m (new)
Paragraph 3 m (new)
3m. Welcomes initiatives, such as Aviation 4 Girls event, that encourage women to pursue careers in science, technology, engineering, and mathematics (STEM) where women are still underrepresented;
Amendment 137 #
2022/2140(INI)
Draft opinion
Paragraph 3 n (new)
Paragraph 3 n (new)
3n. Welcomes the recent signing of the agreement between the European social partners in the railway sector, the community of European Railway infrastructure companies (CER) and the European Transport Workers’ Federation, which sets minimum standards and introduces new measures to improve gender balance and diversity as well as establishes measures for combatting discrimination, gender segregation and harassment; calls on other European transport stakeholders to launch similar initiatives;
Amendment 138 #
2022/2140(INI)
Draft opinion
Paragraph 3 o (new)
Paragraph 3 o (new)
3o. Welcomes the thematic focus of the 2023 Edition of the Gender Equality Index by EIGE which will contribute to the knowledge base concerning the probable impacts of the transition towards a low carbon society from a gender and intersectional perspective; Supports the fact that it will focus on two specific priority sectors namely Energy and Transport; Notes that it will include survey data on women’s and men’s environmentally-friendly behaviours concerning transport and potential impacts on the time spent on unpaid care;
Amendment 5 #
2022/2133(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Recalls that in order to achieve climate neutrality, a substantial part of the 75% of inland freight carried today by road should shift onto rail and inland waterways; notes that automated and connected multimodal mobility will play an increasing role, together with smart traffic management systems enabled by digitalisation;
Amendment 7 #
2022/2133(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Salutes the new Sustainable and Smart Mobility Strategy of the Commission, launched in December 2020, which includes more concrete milestones for the railway sector to enhance a smart and sustainable future; notes that the Action Plan of 82 initiatives lays the foundation for how the EU transport system can achieve its green and digital transformation and become more resilient to future crises;
Amendment 9 #
2022/2133(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Highlights that the Horizon Europe programme should contribute to the high-speed rail traffic will increase of 50% by 2030; the scheduled collective travel of under 500 km should be carbon neutral within the Union and automated mobility will be deployed at large scale and by 2050 rail freight traffic should double; high-speed rail traffic should triple and the multimodal Trans- European Transport Network (TEN-T) equipped for sustainable and smart transport with high speed connectivity should be operational for the core network by 2030. A full deployment of ERTMS by 2030 is a matter of highest priority;
Amendment 11 #
2022/2133(DEC)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Notes that digital transformation can improve the ecosystems related to mobility and transport; notes that digitalisation can improve environmental and cost performance and simultaneously increase safety levels contributing to a higher quality of life; calls for more advanced levels of automation, faster and more reliable connectivity and IT enabled profound transformation of the management of mobility service; believes that the public could also benefit from fast internet connectivity for passengers on most stations and lines, user-oriented telematics and facilitated multi-modality;
Amendment 12 #
2022/2133(DEC)
Draft opinion
Paragraph 6 d (new)
Paragraph 6 d (new)
6 d. Commends, for the year 2021, the continued supervision by the Programme Office of the implementation of 105 projects and operational contracts of the Shift2Rail Programme, awarded and signed since 2016, for an estimated R&I total value of EUR 805,1 million;
Amendment 2 #
2022/2132(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Salutes the smooth transition to the new legal entity SESAR 3 Joint Undertaking and notes that the Undertaking developed several transversal coordination mechanisms, which allowed transparent and structured cooperation and relied on the individual expertise of each of the member of the organisation, in particular, a Transition Coordination Group was established in February 2021;
Amendment 3 #
2022/2132(DEC)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Recognises the ongoing effects of the COVID-19 crisis on the sector; notes that the Undertaking implemented a number of measures, including extending the duration of grants where necessary, to allow projects to conclude their validation activities and deliver the technical outcomes in accordance with the timelines of the European Air Traffic Management (ATM) Master Plan; notes that the Undertaking's members and partners were successful in advancing new technologies and procedures through the SESAR innovation pipeline release process, in accordance with the timeline set by the European ATM Master Plan – Europe’s roadmap for the digital transformation of ATM;
Amendment 4 #
2022/2132(DEC)
Draft opinion
Paragraph 3 c (new)
Paragraph 3 c (new)
3 c. Salutes the organisation of the 1th edition of the SESAR Innovation Days and all the projects dedicated to young scientists;
Amendment 11 #
2022/2132(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Stresses the importance of Single European Sky 2+ and calls for its timely adoption and implementation. The use of satellites systems for navigation, communications and tracking, and the complete deployment of the Single European Sky Air Traffic Management Research (SESAR) will contribute to the completion of the European Digital Single Sky;
Amendment 13 #
2022/2132(DEC)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Welcomes that the overall R&I activities that the SESAR 3 Joint Undertaking will carry out from 2021 to 2031, referred to as the Digital European Sky programme, organised in the SESAR Innovation Pipeline; salutes as well other priorities set for SESAR 3 Joint Undertaking such as: leveraging synergies with other European partnerships and with national or regional ATM modernisation programmes; ensuring the engagement of institutional and industry stakeholders; securing cooperation with third countries and international organisations; promoting the SESAR 3 Joint Undertaking' s activities and results through communication initiatives;
Amendment 4 #
2022/2126(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Regrets that there was no call launched in 2021 for proposals;
Amendment 8 #
2022/2126(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Notes that Clean Sky 2 programme clearly demonstrates the benefits of a true public private partnership; notes that stake holder participation was at a high level, including SMEs (often their first participation in the European framework programme), research centres and academia; also notes that the industry is increasingly using Clean Sky as the focus of their research and innovation programmes because of the efficiency and effectiveness of Clean Sky research at European level; emphasizes that the Undertaking has proven tobe an appropriate management body;
Amendment 9 #
2022/2126(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Welcomes the adoption of the Strategic Research and Innovation Agenda (SRIA) in December 2021; notes that the adoption of the SRIA also confirmed the three key thrusts for the research and innovation efforts in Clean Aviation, that will drive energy efficiency and emissions reductions of future aircraft and they will also form the architecture of the Joint Undertaking’s10-year programme focusing on hybrid electric and full electric architectures, ultra-efficient aircraft architectures and disruptive technologies to enable hydrogen-powered aircraft;
Amendment 10 #
2022/2126(DEC)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Salutes that Clean Sky engages the best talent and resources in Europe and is jointly funded and governed by the Union and the major European aeronautics companies; notes that it utilises the key skills and knowledge of the leading European aeronautic research establishments and academic faculties; emphasizes that small and medium-size enterprises and innovative sub-sector leaders will help to shape promising new supply chains;
Amendment 11 #
2022/2126(DEC)
Draft opinion
Paragraph 6 d (new)
Paragraph 6 d (new)
6 d. Welcomes the ongoing progress on delivering vital full-scale in-flight demonstrations of novel architectures and configurations, as well as on advanced technology inserted and demonstrated at full systems level enabling step-changes in environmental and economic performance and bring crucial competitiveness benefits to European industry;
Amendment 17 #
2022/2126(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Notes with satisfaction that the ex- post audit results in 2021 had a representative error rate of 2.52 % and that the corresponding residual error rate (remaining error after implementing corrective actions resulting from the ex- post controls) of 1.10 %, is well below the 2 % target;
Amendment 10 #
2022/2113(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Welcomes in this regard the work of the Agency on the revision of the TSI package, which shall be delivered in 2022. Salutes the extensive work carried by the Agency in 2021 to assess the VA National Rules and is looking forward to the finalisation of the assessment for the remaining MSs in 2022, as well as to the results in terms of rules reduction over the next years;
Amendment 11 #
2022/2113(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Regrets the limited resources available to perform NSA and NoBo monitoring and provide only targeted scope;
Amendment 12 #
2022/2113(DEC)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Recalls that 2021 was also the European Year of rail, and highlighted rail as one of the most sustainable, innovative, and safest transport modes available. Notes that as part of the European Year of Rail, a special EU train travelled across the continent stopping in over 100 cities in 26 countries and this initiative showcased the potential of rail, as well as its achievements in development interoperable railways across Europe, together with the importance of removing any of the persisting cross-border barriers;
Amendment 13 #
2022/2113(DEC)
Draft opinion
Paragraph 6 d (new)
Paragraph 6 d (new)
6 d. Highlights that the implementation of the 4thRailway Package in particular and the European Year of Rail 2021; calls for more resources for the Agency to be able to effectively deliver on the policy objectives for sustainable transport and mobility; calls for the Management Board to closely follow the implementation of the Strengthening Plan to make sure that the Agency will be granted an adequate level of resources in order to effectively cope with the priorities of work for the years to come, while highlighting its efforts for increasing efficiency;
Amendment 14 #
2022/2113(DEC)
Draft opinion
Paragraph 6 e (new)
Paragraph 6 e (new)
6 e. Welcomes the publication by the European Commission of an ambitious Action Plan, with the aim to boost long- distance and cross-border passenger rail services, combined with changes to the Trans-European Transport Network (TEN-T) and to increase high-speed rail capacity and improve cross border connectivity and interoperability; Urges that completion of the core TEN-T rail network shall be a key priority; calls for anew European Investment Bank (EIB) support for investment in rail, and measures to prepare the ground for the renaissance of rail;
Amendment 15 #
2022/2113(DEC)
Draft opinion
Paragraph 6 f (new)
Paragraph 6 f (new)
6 f. Salutes the very high degree of digitalisation, eliminating paper-processes and bringing forward online solutions such as e-procurement, e-invoicing etc. - on digitalisation;
Amendment 21 #
2022/2113(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Commends the work on drafting the ERA Strengthening Plan. The structure for the Strengthening Plan included the identification of the streams of work for which the Agency does not have sufficient resources in line with the full level of ambition, together with the Agency’s commitments for an efficient and effective use of its human and financial resources;
Amendment 2 #
2022/2111(DEC)
Draft opinion
Paragraph 3
Paragraph 3
3. Welcomes the Agency’s continued implementation of its 2020-2024 strategy that will enable it to fulfil its maritime surveillance, safety and security tasks while contributing efficiently to the Union’s digital and environmental priorities; welcomes in particular the Agency’s publication - with the European Environment Agency - of the first European Maritime Transport Environmental Report, collecting verified information on the environmental footprint of shipping activities; recalls in this matter that all future climate and environmental measures have to be based on throughout impact assessment and global approach on emission reduction via IMO is crucial;
Amendment 5 #
2022/2111(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Commends the launch of EMSA’s Cloud Strategy enabling the creation of state-of-art technological landscape accelerating maritime digital services; salutes the development of Maritime Picture and making the new SafeSeaNet operational;
Amendment 8 #
2022/2111(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Commends the fact that the Agency continues to be a key partner to the Commission and Member states when it comes to developing maritime safety standards, the digitalisation and simplification of EU shipping; also salutes the technical and operational assistance the Agency provides; highlights in this regard the new alternative energy systems for ships and autonomous systems, multi- dimensional safety aspects of electrical systems related to shore side electricity;
Amendment 10 #
2022/2111(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Salutes the implementation of the Multipurpose Maritime Operations in the European sea basin; notes the Multipurpose Maritime Operation in the Black Sea and support given to the Romanian and Bulgarian authorities carrying out Coast Guard Functions;
Amendment 12 #
2022/2111(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Welcomes the adoption of the EMSA Environmental Policy and the strategic pillars and objectives for the following years; notes that EMSA continued updating its environmental statement and program 2021-2022, for the same all-embracing scope as well as the implementation of its Environmental Management System (EMS) in day-to-day business; notes that in 2021, EMSA carried out projects and greening activities;
Amendment 15 #
2022/2111(DEC)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Notes that as from January 2021 EMSA changed its contract with its energy provider and only consumes 100% renewable green energy; welcomes the installations of photovoltaic solar panels on the roof of the EMSA building;
Amendment 4 #
2022/2097(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Salutes the approval of several European Partnerships to accelerate the green and digital transition, including on Single European Sky ATM Research 3 with the aim to accelerate the digital transformation of ATM in line with the European ATM Master Plan; Recalls in this regards the importance of Single European Sky 2+ to achieve harmonization, improved interoperability and efficiency;
Amendment 8 #
2022/2097(DEC)
Draft opinion
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Commends the implementation of the EASA Sustainable Aviation Programme which aims to coordinate actions and address policy changes, support research and development, increase transparency and strengthen international cooperation –as well as to support the EU lead on standards, leveraging knowledge between stakeholders and embedding sustainability in EASA’s core tasks to ensure the timely certification and oversight of new technologies; notes that entering its second year, 2021 saw developments towards the uptake of Sustainable Aviation Fuels (SAF), including preparations for EASA’s growing role under the upcoming ReFuelEU Aviation legislation, establishment of a competency roadmap on hydrogen technologies in support of introduction as electric, hydrogen &hybrid powered Aviation and completion of Environment Label Programme pilot phase;
Amendment 10 #
2022/2097(DEC)
Draft opinion
Paragraph 10 b (new)
Paragraph 10 b (new)
10 b. Salutes the intense cooperation with the European Member States, the aviation industry and international partners; Welcomes the fact that EASA continued to produce in 2021 guidance material and safety information including an update of the COVID-19 Safety Risk Portfolio in April 2021 and publication of an updated version of the Aviation Health Safety Protocol on 17th June 2021(together with European Centre of Disease Control ECDC and the European Commission);
Amendment 12 #
2022/2097(DEC)
Draft opinion
Paragraph 10 c (new)
Paragraph 10 c (new)
10 c. Commends the continued work on programme establishing a risk based, operation centric EU regulatory framework for Unmanned Aircraft Systems (UAS) forming the basis for a common and safe European drones market and enable UAS integration in urban airspace (U-Space);
Amendment 17 #
2022/2097(DEC)
Draft opinion
Paragraph 11 a (new)
Paragraph 11 a (new)
11 a. Calls for more synergy between civilian and military needs under the Action Plan on Military Mobility by simplifying processes and aligning rules; stresses that this could provide scope for EASA to further support states and industry competitiveness, for example through common rulemaking and the certification of state aircraft;
Amendment 19 #
2022/2097(DEC)
Draft opinion
Paragraph 11 b (new)
Paragraph 11 b (new)
11 b. Notes the ongoing EPPO investigation of EASA budget 2021;
Amendment 20 #
2022/2097(DEC)
Draft opinion
Paragraph 11 c (new)
Paragraph 11 c (new)
11 c. Commends the continuous efforts of the Agency to increase its efficiency through its digitalisation and transformation programme incorporating the ongoing digitalisation initiative, which is predicted to deliver overall efficiency gains of 20 to 25 % by 2025;
Amendment 4 #
2022/2081(DEC)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Welcomes the Court of Auditor’s special report on EU co-funded investments in tourism, which assesses the effectiveness of the ERDF/CF funding for public investments in tourism as well as the Commission progress in Transition Pathway for Tourism; Reiterates the Parliament’s request for the creation of a new budgetary line for Tourism, to support this sector severely hit by the Covid-19 and now suffering from energy crisis and inflation;
Amendment 7 #
2022/2081(DEC)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Welcomes the Court’s Special Report 05/2021: Infrastructure for charging electric vehicles, commending the Commission success in promoting a common EU plug standard for charging electric vehicles, pointing out remaining obstacles to travel across the EU in electric vehicles and presenting recommendations;
Amendment 8 #
2022/2081(DEC)
Draft opinion
Paragraph 1 c (new)
Paragraph 1 c (new)
1 c. Notes that the pandemic is not over, new variants are emerging, and continued vigilance is essential. Inflation has reached levels not seen in decades, reducing the effective financial capacity of the EU budget, which is updated by a fixed deflator of 2% – well below the actual level of inflation. Supply-chain tensions are contributing to high inflationary pressures and are affecting the EU’s open strategic autonomy;
Amendment 10 #
2022/2081(DEC)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Notes that almost three quarters of Recovery and Resilience Financing, related to mitigating and addressing climate change, is focused on the energy transition and building sustainable transport in order to reach carbon neutrality by 2050;
Amendment 13 #
2022/2081(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Notes that for CEF transport sector, the 2021commitment appropriations were allocated to the first set of 13 calls for proposals and more than 400 proposals submitted. The evaluation of these proposals is currently ongoing. Consequently, no payment appropriations were used in 2021 in relation to calls;
Amendment 14 #
2022/2081(DEC)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. The selection concerned studies addressing the preparatory steps for forth coming works under the CEF 2021-2027 programme, focusing on the construction of sustainable transport modes infrastructures along the Core Network Corridors. Furthermore the last cut-off date of the Blending Facility was completed, reaching 45 projects co-funded under the two priorities (ERTM and Alternative Fuels), for an overall CEF contribution of more than EUR 305 million, supporting total eligible costs for more than € 1,2 billion;
Amendment 15 #
2022/2081(DEC)
3 c. Notices that as of 31 December 2020, the European Fund for Strategic Investments had supported transport infrastructure investment amounting to approximately EUR 9.3 billion to promote transport networks and cleaner fleet and to reduce congestion and bottlenecks;
Amendment 16 #
2022/2081(DEC)
Draft opinion
Paragraph 3 d (new)
Paragraph 3 d (new)
3 d. Rejoices the resounding success of the 2021 European Year of Rail, which included a series of events, campaigns and initiatives promoting rail as a sustainable, innovative and safe mode of transport, highlighting its benefits for people, the economy and the climate and focusing on the remaining challenges to create a true Single European Rail Area without borders;
Amendment 17 #
2022/2081(DEC)
Draft opinion
Paragraph 3 e (new)
Paragraph 3 e (new)
Amendment 18 #
2022/2081(DEC)
Draft opinion
Paragraph 3 f (new)
Paragraph 3 f (new)
3 f. Commends the proposals of DG MOVE Fuel Maritime, Refuel Aviation and AFIR and other Fit for 55 proposals on which DG MOVE collaborated. Stresses that implementation of AFIR is crucial to deliver on majority of all the proposals;
Amendment 19 #
2022/2081(DEC)
Draft opinion
Paragraph 3 g (new)
Paragraph 3 g (new)
3 g. Welcomes the launch a new NAIADES III action plan “Boosting future-proof European inland waterway transport”, aligned with the new multiannual financial framework (2021- 2027) and focused on shifting more freight transport to inland waterways; Stresses that European harmonisation and standardisation for both quality navigability and equipment, as well as proper funding, are crucial in this regard;
Amendment 20 #
2022/2081(DEC)
Draft opinion
Paragraph 3 h (new)
Paragraph 3 h (new)
3 h. Welcomes proactivity of DG MOVE in 2021 to promote the best progress at International Maritime Organisation on GHG emissions reduction as the global approach is the key element how achieve the goal set in Paris Agreement;
Amendment 29 #
2022/2081(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Underlines that the funding of the TEN-T network revision shall well reflect and further focus on the extension of connection towards the Eastern Neighbourhood as well as revising priorities of the Eastern Member States towards cross-border missing links. Requests also the Commission to propose an 'EU-Eastern Europe' or 'Eastern Partnership' Transport Community, including an Eastern Europe Investment Framework; in this regard insists to not further delay the acceptation of Bulgaria and Romania to the Schengen Area to ensure seamless transport connection to the East;
Amendment 34 #
2022/2081(DEC)
6 a. Welcomes Action Plan on Military Mobility 2.0 and the Joint Communication on an EU cyber defence policy put forward by the European Commission and the High Representative in order to address the deteriorating security environment following illegal, unjustified Russia's aggression against Ukraine and to boost the EU's capacity to protect its citizens and infrastructure;
Amendment 37 #
2022/2081(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Calls for better connected and protected infrastructure and streamlining of regulatory issues; calls for a reinforced cooperation with NATO and to promote connectivity and dialogue with key partners;
Amendment 39 #
2022/2081(DEC)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Calls for the identification of possible gaps in the infrastructure, informing future actions to prioritise improvements and integrate fuel supply chain requirements, to support short- notice large-scale movements of military forces;
Amendment 40 #
2022/2081(DEC)
Draft opinion
Paragraph 6 d (new)
Paragraph 6 d (new)
6 d. Calls for the a reinforced cooperation with NATO and key strategic partners, such as the US, Canada and Norway, while promoting connectivity and dialogue with regional partners and enlargement countries, such as Ukraine, Moldova and the Western Balkans;
Amendment 41 #
2022/2081(DEC)
Draft opinion
Paragraph 6 e (new)
Paragraph 6 e (new)
6 e. Calls on the Commission to provide the necessary funding in the EU Member States for developing of the dual use infrastructure with strategic role required in meeting present and future needs; emphasises the necessity to improve the EU capacity to assess and control the ownership and the investments in the field of strategic infrastructure, as a key aspect for guaranteeing the security of the EU and our citizens;
Amendment 42 #
2022/2081(DEC)
Draft opinion
Paragraph 6 f (new)
Paragraph 6 f (new)
6 f. Calls for the digitalisation of administrative processes related to customs logistics and military mobility systems; stresses that it is crucial to invest in measures to protect transport infrastructure from cyber-attacks and other hybrid threats;
Amendment 48 #
2022/2081(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Taking into consideration current unjustified and illegal Russian war in Ukraine, appreciates the Commission Implementing Regulation, defining transport infrastructure requirements necessary for dual civilian and military mobility; Welcomes the decision to extend the flexibilities of the remaining 2014- 2020 cohesion policy funds, including REACT-EU;
Amendment 49 #
2022/2081(DEC)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Requests the Commission to monitor the increasing risk of contingent liabilities to the EU budget being triggered in connection with illegal and unjustified Russia’s war of aggression against Ukraine, and take action as necessary to ensure that risk mitigation tools maintain sufficient capacity;
Amendment 53 #
2022/2081(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Welcomes the establishment of European Climate Infrastructure and Environment Executive Agency (CINEA) which will take over activities of Innovation and Networks Executive Agency (INEA) and looks forward to publication of its 2021 annual activity report;
Amendment 54 #
2022/2081(DEC)
Draft opinion
Paragraph 8 b (new)
Paragraph 8 b (new)
8 b. Notes that at the end of December 2021, DG MOVE had 420 staff, including external staff (contract agents and SNEs). Calls on EPSO to adjust the selection procedure in line with recommendations of the ECA Special Report 23/2020 in order to directly employ specialists for permanent positions or to leave the EPSO system for specialists completely and develop a new targeted hiring procedure similar to the one of ECB;
Amendment 11 #
2022/2051(INL)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
Amendment 14 #
2022/2051(INL)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
2 b. Notes that the Conference on the Future of Europe shows that any reform of the Union demands the full engagement of the Parliament, the Commission, the Council and the relevant stakeholders, as well as the direct engagement of the citizens through petitions;
Amendment 18 #
2022/2051(INL)
Draft opinion
Paragraph 2 c (new)
Paragraph 2 c (new)
2 c. Points out that the most recent crises call for stronger common European solutions; Notes the importance of qualified majority voting for sanctions of any type;
Amendment 33 #
2022/2051(INL)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Welcomes the proposal for the establishment of a permanent mechanism for monitoring and examining foreign direct investments in the Union , through which the Union may prohibit transactions that endanger European security interests;
Amendment 35 #
2022/2051(INL)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Welcomes the proposal for the amendment of the Treaties, aiming at making the Union stronger and resilient in the current geopolitical context;
Amendment 3 #
2022/2046(INI)
Draft opinion
Recital B
Recital B
B. whereas the recent crises, in particular the Russian war against Ukraine, pose severe challenges for the EU transport sector, its businesses and its workers, in particular supply chain disruptions and rising fuel and energy prices, and require a coordinated response at EU level backed by adequate budgetary means;
Amendment 7 #
2022/2046(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
B a. whereas a combination of higher energy and transport prices would impact all citizens, and in particular low-income households, with increased risk of transport poverty;
Amendment 8 #
2022/2046(INI)
Draft opinion
Recital B b (new)
Recital B b (new)
B b. whereas higher fuel cost for aviation, road and maritime transport is having a direct impact on final goods and services prices and the increase of fuel prices is affecting the recovery of tourism from the pandemic;
Amendment 10 #
2022/2046(INI)
Draft opinion
Recital B c (new)
Recital B c (new)
B c. whereas Members states should aim to reduce the cost of doing business by lowering VAT and energy taxes, abolishing levies on energy and flexible application of state aid rules;
Amendment 12 #
2022/2046(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Calls on the Commission to urgently carry out an economic and social assessment of the consequences of the war on all modes of transport in the EU market and to swiftly present, where necessary, support, including through further legislative and/or financial measures within MFF framework, to mitigate the negative effects and to ensure the well-functioning, level-playing field and the fair completion for the European transport sector;
Amendment 15 #
2022/2046(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Calls on the Commission to continue exploring ways to support the transport of passengers or any kinds of goods towards/from Ukraine and its neighbouring EU countries as humanitarian aid and to provide for the necessary relief in terms of road tolls, infrastructure charges, access during weekends, taxation etc;
Amendment 16 #
2022/2046(INI)
Draft opinion
Paragraph 1 c (new)
Paragraph 1 c (new)
1 c. Supports the Commission’s proposal to conclude transport agreements with Ukraine and Moldova, by partly liberalising road transport for their hauliers, which will allow to shift important export goods from sea routes – currently unavailable due to the Russian military aggression – and to make increased use of EU sea ports for the export and import goods to and from Ukraine; strongly supports in this respect the rapid rehabilitation of formerly abandoned rail and waterway links between Ukraine and Romania in particular; calls on the Commission to explore financial support within the MFF;
Amendment 19 #
2022/2046(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Reiterates its calls for increased financing of transport infrastructure through EU funding, particularly the Connecting Europe Facility (CEF); suggests to this end, for the current multiannual financial framework (MFF), the mobilisation of unused funds under the Recovery and Resilience Facility and calls on the Commission to plan an ambitious successor programme to CEF II for the MFF 2028- 2034, with reinforced funding;
Amendment 21 #
2022/2046(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Calls on the Commission to support Ukraine and its efforts to strengthen rail connections between Ukraine and the EU. Specific funds should be provided to increase the wagon shifting and transhipment capacity at the Ukrainian border in connection with increasing upstream and downstream rail infrastructure capacity both on the EU and Ukrainian side;
Amendment 25 #
2022/2046(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Strongly regrets the severe cut of the final envelope on the newly created military mobility budget line under the Connecting Europe Facility (CEF II) programme 2021-2027, when adopting the figures under the Multiannual Financial Framework 2021-2027, especially in light of the current needs; calls on the Commission to find and present solutions to significantly increase the military mobility budget line under the CEF II programme and suggests the mobilisation of unused funds under the Recovery and Resilience Facility (RRF) in this regard in order to strengthen our common European security; emphasizes the importance of ensuring that military mobility aspects are thoroughly assessed and addressed both in terms of infrastructure and funding, with a view to ensure optimal cross-border cooperation and mobility within the Union; in this respect, calls on the Commission to propose targeted support of major infrastructure projects better connecting all Member States and to increase transport infrastructure connections with the Western Balkans, Moldova, Georgia and Ukraine; asks in particular for a strengthening of all major dual use infrastructure leading to the Union’s Eastern border;
Amendment 29 #
2022/2046(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Reiterates that the funding for European transport agencies and joint undertakings should match their level of responsibility;
Amendment 30 #
2022/2046(INI)
Draft opinion
Paragraph 3 c (new)
Paragraph 3 c (new)
3 c. Regrets the recent downscale of the EU funding available to the European Railway Agency (ERA) and recommends that over the next few years the Agency is provided with a level of resources and EU subsidies more commensurate to the increasingly urgent tasks concerned with the implementation of the Fourth Railway Package and with the need to ensuring sustained progress towards the creation of the Single European Railway Area;
Amendment 31 #
2022/2046(INI)
Draft opinion
Paragraph 3 d (new)
Paragraph 3 d (new)
3 d. Highlights the importance of TEN-T network for stronger connectivity with our strategic partners in non-EU countries. In the view of the Russian war in Ukraine, stresses that the funding of the TEN-T network revision shall well reflect and further focus on the extension of connection towards the Eastern Neighbourhood as well as revising priorities of the Eastern Member States towards cross-border missing links. Requests also the Commission to propose an 'EU-Eastern Europe' or 'Eastern Partnership' Transport Community, including an Eastern Europe Investment Framework, which could be partly modelled on the Western Balkans Transport Community;
Amendment 32 #
2022/2046(INI)
Draft opinion
Paragraph 3 e (new)
Paragraph 3 e (new)
3 e. Calls on the Commission to provide the necessary funding in the EU Member States for developing of the dual use infrastructure with strategic role required in meeting present and future needs; emphasises the necessity to improve the EU capacity to assess and control the ownership and the investments in the field of strategic infrastructure, as a key aspect for guaranteeing the security of the EU and our citizens;
Amendment 33 #
2022/2046(INI)
Draft opinion
Paragraph 3 f (new)
Paragraph 3 f (new)
3 f. Considers that the Russian attack on Ukraine and the resulting transport needs within the EU have underlined the necessity for the EU railway system to accommodate higher volumes of passengers and freight; calls therefore on Member States to accelerate the standardisation, harmonisation and interoperability of the railway systems across Member States and on the Commission to continue monitoring the implementation and the remaining shortcomings.
Amendment 36 #
2022/2046(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Recommends further strengthening synergies between the CEF and other programmes such as Horizon Europe and, InvestEU and RePowerEU, in order to support competitiveness, innovation, sustainability and safety in the transport sector and optimise the use of budgetary resources;
Amendment 39 #
2022/2046(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Welcomes new strategic initiatives, such as the EU Chips Act and the Secure Connectivity Programme, in response to the current geopolitical crisis and acknowledges the lack of dedicated budgetary lines in the current MFF; reiterates that reallocation of resources from existing Programmes should be limited and that should not negatively affect the overall CEF Transport objectives and the deployment of sustainable transport infrastructure. In this regard, calls on the Commission to carry out a solid budgetary assessment of those initiatives in the context of the mid- term review of the Multiannual Financial Framework 2021-2027, in order to provide new adequate resources;
Amendment 40 #
2022/2046(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4 b. Calls on the Commission to evaluate and to present a strategy for EU airlines and airports and their workforces and to explore further financial instruments within the MFF to support the sector, which has been severely hit, first by the COVID-19 pandemic and now by overflight bans for Russia and Belarus, high fuel and energy prices and dropping demand; stresses, however, the need to ensure a level-playing field and fair competition between airlines, in particular when providing financial support;
Amendment 43 #
2022/2046(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Underlines the urgent need to significantly increase the Union domestic production, supply and storage of renewable and low carbon fuels/energy and to further increase the diversification of the European Union’s energy supplies, also through imports of alternative fuels in the short-term, including through EU port terminals for LNG as a transitional fuel, whilst carefully avoiding lock-in affects and stranded assets, and in alignment with EU climate goals; further underlines the need to strengthen energy interconnections between Member States. Calls on the Commission to develop within the MFF a Strategic Autonomy Fund for Europe (SAFE) to provide the necessary investments in key areas such as energy infrastructure, transport and industrial competitiveness and food security;
Amendment 44 #
2022/2046(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Stresses the importance of creating a diversification strategy to ensure the supply of critical raw materials, such as rare earth metals so as to increase resilience to shocks and crises;
Amendment 45 #
2022/2046(INI)
Draft opinion
Paragraph 5 c (new)
Paragraph 5 c (new)
5 c. Considers that the synergies and complementarities of the TEN-T and TEN-E should be promoted, while fully ensuring existing and future funding opportunities and levels of funding for the development of the TEN-T;
Amendment 46 #
2022/2046(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Stresses that the transition to a smart and sustainable mobility system has to be fair and inclusive and requires mitigating the risk of energy and mobilitytransport poverty and protecting the most vulnerable; considers that to ensure a successful transition, it is essential to investments in the upskilling and reskilling of workers should be accompanied by measures to support the most impacted EU industrial supply chains, such as the automotive one; therefore insists on targeted measures and financing opportunities within the ‘Fit for 55’ package in that respect, in coordination with Member States’ plans;
Amendment 50 #
2022/2046(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Regrets the fragmentation of the funding possibilities available for tourism in the current MFF; highlights that this economically important sector, especially themade for 99% of small and medium-sized enterprises, is struggling to overcome the effects of the COVID-19 pandemic and the crisis caused by the current war; reiterates the urgency of creating a specific EU programme on sustainable tourism and introducing a dedicated budget line to address the needs of the sector; reiterates that coordination is key for the recovery of the EU tourism industry as a short-term solution and insists on its request for the establishment of a European crisis mechanism for the EU tourism sector and of a European agency for tourism. to maintain Europe's standing as a leading destination;
Amendment 53 #
2022/2046(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Asks the Commission to create specific calls and actions for tourism ecosystem under the current funding programmes of the MFF 2021-2027;
Amendment 1 #
2022/2008(INI)
Draft opinion
Citation 4 a (new)
Citation 4 a (new)
— having regard to the European Parliament resolution of 25 March 2021 ‘on establishing an EU strategy for sustainable tourism’ (2020/2038(INI)),
Amendment 5 #
2022/2008(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
Aa. whereas the tourism sector represents 11.6 % of all jobs in 2019; whereas The World Travel & Tourism Council (WTTC) reported that 3.6 million jobs were lost in Europe in 20201a; The COVID-19 pandemic has had a dramatic, and unprecedented impact on the tourism sector sharply reducing tourism flows and thus the revenues of tourism-related businesses with an overall contribution of tourism to total GDP in Europe that halved from 9.5% in 2019 to 4.9% in 2020; _________________ 1a Relaunching transport and tourism in the EU after COVID-19 Part IV: Tourism sector
Amendment 12 #
2022/2008(INI)
Draft opinion
Recital B
Recital B
B. whereas the Commission’s policy report ‘Transition Pathway for Tourism’ highlights the need to further accelerate the green and digital transition of the tourism ecosystem, which is mostly composed of small and medium-sized enterprises (SMEs); ith more than 99% of the businesses in the EU tourism sector is composed of small and medium-sized enterprises (SMEs)1b; _________________ 1b European Commission, Annual Single Market Report 2021, SWD(2021) 351 final.
Amendment 16 #
2022/2008(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
Ba. whereas travel patterns have changed because of the health emergency, showing a tendency towards uncrowded and close-to-home destinations; whereas the new challenges caused by the geo- political situation;
Amendment 19 #
2022/2008(INI)
Draft opinion
Recital B b (new)
Recital B b (new)
Bb. whereas tourism is an important and multifaceted industry with significant multiplier effects on other industries, making it a priority in the EU Agenda, yet more visibility is required regarding the coverage of tourism in financial programs and EU policies;
Amendment 20 #
2022/2008(INI)
Draft opinion
Recital B c (new)
Recital B c (new)
Bc. whereas destinations in peripheral regions, rural areas and islands, including the EU outermost regions, have specific challenges relating to the travelling options available for visitors and thus they are also more vulnerable towards negative socio-economic impact of the green transition;
Amendment 21 #
2022/2008(INI)
Draft opinion
Recital B d (new)
Recital B d (new)
Amendment 22 #
2022/2008(INI)
Draft opinion
Recital B e (new)
Recital B e (new)
Be. whereas the Trans-European Transport Network (TEN-T) should ensure economic, social and territorial cohesion and accessibility across the EU and its regions, including rural, remote, mountainous, sparsely populated, peripheral, island and outermost regions, thus stimulating economic growth and job creation and reducing inequalities, fostering digitalisation and innovation, enhancing adaptability and resilience with direct impact on tourism industry;
Amendment 23 #
2022/2008(INI)
Draft opinion
Recital B f (new)
Recital B f (new)
Bf. whereas a balanced development of transport corridors across Europe, ensuring north-south and east-west connectivity in the whole of Europe, is necessary in order to further strengthen economic, territorial and social cohesion while boosting the recovery and resilience of tourism;
Amendment 24 #
2022/2008(INI)
Draft opinion
Recital B g (new)
Recital B g (new)
Bg. whereas the adoption by the Commission of the Fit for 55 Package, which intends to achieve climate neutrality by 2050 does not took in consideration the impacts of some specific legislation on the tourism ecosystem and its competitiveness;
Amendment 25 #
2022/2008(INI)
Draft opinion
Recital B h (new)
Recital B h (new)
Bh. whereas the Commission policy report ‘Transition Pathway for Tourism’ does not include a clear governance and an action plan to answer Tourism challenges and common solutions;
Amendment 27 #
2022/2008(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas the Russian war of aggression against Ukraine has shown once again that the EU is highly dependent on energy supply from third countries;
Amendment 29 #
2022/2008(INI)
Motion for a resolution
Recital B b (new)
Recital B b (new)
Bb. whereas a high level of energy supply dependency, such as on Russia, and high energy prices can be detrimental to the production capacities of European companies;
Amendment 33 #
2022/2008(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes the Transition Pathway for Tourism and calls on the Commission to establish an online stakeholders’ collaboration platform, managed by the Commission to further implement the co- creation process;
Amendment 36 #
2022/2008(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Regrets that the monitoring and co-implementation process of the Transition pathway for tourism does not involve the European Parliament, TRAN Committee and the Tourism Task Force, neither other EU institutions such as the Committees of Regions and the European Economic and Social Committee; calls on the Commission to establish a new governance between the EU Institutions;
Amendment 40 #
2022/2008(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Considers it regrettable that the EU multiannual financial framework and NextGenerationEU did not provide any specific funding for the tourism industry which have been significantly negatively impacted by the Covid-19 pandemics, current war in Ukraine and soaring fuel prices weighing on the demand; therefore calls for an overview of the financing opportunities from the Recovery and Resilience Facility (RRF) and the Multiannual financial framework (MFF) 2021-2027 to better inform and promote financial opportunities for tourism stakeholders in Member States;
Amendment 50 #
2022/2008(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Encourages the Commission to create specific calls and actions for tourism ecosystem under the current funding programmes of the MFF 2021- 2027;
Amendment 53 #
2022/2008(INI)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Welcomes the Guide on EU funding for tourism and calls on the Commission to map the difficulties and create appropriate tools, by analysing which programmes of the guide are suitable for implementing targets of the transition pathways, to increase the share of tourism and travel companies on total using of funds;
Amendment 55 #
2022/2008(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Commission to support SMEs and micro-businesses (including artisans) in the tourism sector, by fostering innovative initiatives, simplifying bureaucracy and encouraging education and training and provision of funding for upskilling and reskilling (mainly on new digital and green skills), to stimulate new tourism offerings in terms of destinations and experiences; calls on the Commission to establish an European Union Tourism Academy Platform;
Amendment 61 #
2022/2008(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission to set out a new strategy for the EU tourism ecosystem, with a clear action plan, to support investments that contribute to a more sustainable form of tourism and to maintain Europe's standing as a leading destination while maximising the industry's contribution to growth and employment and promoting cooperation between EU member states, particularly through the exchange of good practice;
Amendment 65 #
2022/2008(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Encourages Member States to apply selection procedures and easing the access to the tourism ecosystem for ERDF- funded tourism investments to support this new strategic orientation;
Amendment 66 #
2022/2008(INI)
Draft opinion
Paragraph 3 c (new)
Paragraph 3 c (new)
3c. Highlights the importance of sharing knowledge in digitalisation and tourism between different stakeholders to promote entrepreneurship, innovation and research; to develop creative and innovative solutions; and to collaborate with universities, tourism schools and knowledge centres to transfer and produce knowledge for the industry;
Amendment 67 #
2022/2008(INI)
Draft opinion
Paragraph 3 d (new)
Paragraph 3 d (new)
Amendment 68 #
2022/2008(INI)
Draft opinion
Paragraph 3 e (new)
Paragraph 3 e (new)
3e. Stresses the need for all Member States to have a well-developed, smart, safe and sustainable TEN-T network which facilitates mobility, connectivity and territorial accessibility across the EU, particularly in peripheral regions, island and outermost regions, in order to promote and boost European and international tourism; calls on the Commission to pay particular attention to missing cross-border links and their completion and to connectivity;
Amendment 69 #
2022/2008(INI)
Draft opinion
Paragraph 3 f (new)
Paragraph 3 f (new)
3f. Stresses that a paradigm shift is necessary in order to rebuild the tourism industry; the weak financial situation of tourism operators and liquidity problems, mainly among small and medium-sized enterprises (SMEs), may negatively affect investments in the digital and green transition;
Amendment 70 #
2022/2008(INI)
Draft opinion
Paragraph 3 g (new)
Paragraph 3 g (new)
3g. Requests the Commission to propose a roadmap towards achieving a major reduction in administrative burdens affecting SMEs in the tourism and transport sectors and reiterates its request to the Commission to draft a comprehensive strategy for the tourism sector.
Amendment 71 #
2022/2008(INI)
Draft opinion
Paragraph 3 h (new)
Paragraph 3 h (new)
Amendment 81 #
2022/2008(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission to include the tourism industry in the EU data strategy and to support the establishment of data spaces that will benefit the sector by creating a framework for improved data sharing; in this context, invites the Commission to harmonise data collection rules on tourism statistics and calls on the Commission to create a Tourism common data space;
Amendment 84 #
2022/2008(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Believes that short run solutions are very important and tourism governance needs to be improved by developing a bold and dedicated EU tourism strategy (The European Agenda for tourism 2030/2050), in partnership with different authorities at all governance levels and industry players, with clear aims, objectives, funding opportunities and implementation plan;
Amendment 87 #
2022/2008(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Highlights that investments in digital infrastructure, tourism data strategy, implementation of emerging technologies and development of employees' digital skills and competences are essential.
Amendment 96 #
2022/2008(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls on the Commission to facilitate multimodal journey planning and ticketing through digital services while better regulating the activity of online booking platforms and booking platform intermediaries; calls for the EU framework for short-term rentals to be strengthened, proportional and for new policies to be implemented with a view to enhancing transparency;
Amendment 102 #
2022/2008(INI)
Draft opinion
Paragraph 6
Paragraph 6
Amendment 104 #
2022/2008(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls on the Commission to set up a European Agency for Tourism, which among other tasks, shall provide intelligence to the EU and its Member States, enabling them to devise informed strategies based on collected and analysed tourism data, operating crisis management mechanisms, technical support to micro enterprises and SMEs to increase their ability to access and make use of EU funding and financial instruments, and to promote the EU destinations;
Amendment 116 #
2022/2008(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission to consider the impact of the Russian war of aggression against Ukraine on the European industry and its capacities in current and future initiatives and objectives;
Amendment 117 #
2022/2008(INI)
Motion for a resolution
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Calls on the Commission and Members States to ensure technology neutrality across the whole transition in order to secure competitiveness; stresses that the exclusion of certain technologies will only weaken the industries ability to pivot in times of crisis or when technologies prove themselves financially, economically or environmentally unsustainable; insists therefore that the most sustainable way of achieving the climate goals is a technological open and cost-efficient way, including all technologies that contribute to reach climate neutrality;
Amendment 155 #
2022/2008(INI)
6a. Calls on the Commission and Member States to adopt a holistic approach when it creates incentives to support strategic industrial sectors and their supply chains, such as food, pharmaceutics and others, which are facing a sharp increase of energy, transport and raw materials' costs due to the current conflict in Ukraine; stresses that ensuring sufficient access to affordable, secure and diversified clean energy throughout the single market is going to be key to continue with its integration and to pursue the European industry’s transformation plans, boost its green transition and its global competitiveness; underlines how the development of efficient and integrated logistics networks and infrastructures can ensure a smoother access to transport, energy and digital services increase competitiveness of businesses, reduce barriers in the single market and widen markets for products and jobs; reminds the importance of diversification of supplies and material circularity in particular to reduce reliance on third country imports and increase Union's energy and resources independence;
Amendment 175 #
2022/2008(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Underlines the importance of a fully integrated circular economy to create an efficient and decarbonised industry; calls on the Commission to undertake analyses on how products can be recycled and reintroduced into the product cycle; calls on the Commission to give particular consideration when it comes to funding and tender opportunities of the European Union to projects of companies that are innovative frontrunners as regards building and advancing the circular economy;
Amendment 220 #
2022/2008(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Is concerned about the increasing level of administrative burden for companies; stresses that Europe is experiencing a turning point due to the Russian war of aggression against Ukraine and the consequences of the Covid-19 pandemic; calls on the Commission to introduce a moratorium on bureaucracy, as companies are already severely challenged by high industrial energy prices, in some cases insufficient energy infrastructure, complications in logistics and shortage of skilled workers;
Amendment 247 #
2022/2008(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Underlines that the Carbon Border Adjustment Mechanism (CBAM) intends to prevent the risk of carbon leakage on the EU market; states that it is essential to avoid the risk that products exported from the EU are replaced by more carbon intensive goods on the global market; calls on the Commission to present a legislative proposal to develop WTO- compatible solutions, such as an export adjustment mechanism, to be implemented to avoid carbon leakage on European exports, while preserving emission reduction targets; reiterates that in order for CBAM to be efficient in lowering carbon leakage, all possible circumvention practices should be addressed;
Amendment 252 #
2022/2008(INI)
Motion for a resolution
Paragraph 12 b (new)
Paragraph 12 b (new)
12b. Considers the roll out of the hydrogen economy for the success of the Fit For 55 goals essential; in this regard stresses the need for a broad-based strategy for the importation of renewable electricity, renewable hydrogen and low- carbon energy from as many naturally suitable regions as possible is necessary, also to reduce fossil dependencies;
Amendment 254 #
2022/2008(INI)
Motion for a resolution
Paragraph 12 c (new)
Paragraph 12 c (new)
12c. Calls on Member States to diversify their energy mix in order to increase the EUs energy security; the energy mix needs to continue to include sources such as LNG and nuclear in order to avoid energy crisis, market distortion, inflation and energy poverty; emphasizes the need for biomass as a renewable source, as well as support for sustainable forest and land management, needed for long-term storage, adaption and removal of carbon;
Amendment 262 #
2022/2008(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Calls on the Commission and the Member States to bring down the time needed to issue permits substantially and create fast-track permitting procedures for infrastructure that supports industry in the energy transition; calls on Member States and the Commission to establish permitting procedures with a clear governance structure that establishes legal certainty in order to attract the necessary investors and lower the investment risk;
Amendment 109 #
2022/0396(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) In line with the waste hierarchy set out in Article 4(21) of Directive 2008/98/EC, and with the requirement set in paragraph 2 of Article 4 of the same Directive, which foresees that specific waste streams may depart from the hierarchy where this is in line with life- cycle thinking to deliver the best overall environmental outcome, the measures provided for under this Regulation aim at reducing the amount of packaging placed on the market in terms of its volume and weight, and preventing the generation of packaging waste, especially through packaging minimisation, avoiding packaging where it is not needed, and increased re-use of packagingand recycling of packaging while delivering the best environmental outcome. In addition, the measures aim at increasing the use of recycled content in packaging, especially in plastic packaging where the uptake of recycled content is very low, as well as higher recycling rates for all packaging and high quality of the resulting secondary raw materials while reducing other forms of recovery and final disposal.
Amendment 158 #
2022/0396(COD)
Proposal for a regulation
Recital 61
Recital 61
Amendment 171 #
2022/0396(COD)
Proposal for a regulation
Recital 67
Recital 67
(67) In order to reduce the increasing proportion of packaging that is single use and the growing amounts of packaging waste generated, it is necessary to establish quantitative re-use and refill targets on packaging in sectors, which have been assessed as having the greatest potential for packaging waste reduction, namely food and beverages for take-away, large-white goods and transport packaging. This was appraised based on factors such as existing systems for re-use, necessity of using packaging and the possibility of fulfilling the functional requirements in terms of containment, tidiness, health, hygiene and safety. Differences of the products and their production and distribution systems, were also taken into account. The setting of the targets is expected to support the innovation and increase the proportion of re-use and refill solutions. The use ofIn accordance with Article 4 §2 of Directive 2008/98/EC, restriction shall not apply for single -use packaging for food and beverages filled and consumed within the premises in the HORECA sector should not be alloweddelivering a better overall environmental outcome justified by life- cycle thinking, as well as a better overall economic and health impact. In accordance with Article 4 §2 of Directive 2008/98/EC, restriction shall not apply for single-use packaging delivering a better overall environmental outcome justified by life-cycle thinking, as well as a better overall economic and health impact.
Amendment 175 #
2022/0396(COD)
Proposal for a regulation
Recital 68
Recital 68
(68) To increase their effectiveness and ensure the equal treatment of economic operators, the re-use and refill targets should be placed on the economic operators. In cases of targets for beverages, they should be additionally placed also on the manufacturers, as these actors are able to control the packaging formats used for the products they offer. The targets should be calculated as a percentage of sales in reusable packaging within a system for re-use or through refill or, in case of transport packaging, as a percentage of uses. The targets should be material neutral. In order to ensure uniform conditions for the implementation of targets for re-use and refill, the power to adopt an implementing act in accordance with Article 291 of the Treaty on the methodology for their calculation, should be delegated to the Commission.
Amendment 216 #
2022/0396(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 4 a (new)
Article 3 – paragraph 1 – point 4 a (new)
(4a) `plastic packaging’ means a packaging that is wholly or predominantly (i.e. more than 50%) made of plastic.
Amendment 222 #
2022/0396(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 19
Article 3 – paragraph 1 – point 19
(19) ‘composite packaging’ means a unit of packaging made of two or more different materials, excluding materials used for labels, closures and sealing, which cannot be separated manually and therefore form a single integraloatings, linings, paints, inks, adhesives, closures and sealing which are considered as part of the weight of the main packaging material, which cannot be separated manually and therefore form a single integral unit, unless a given material constitutes an insignificant part of the packaging unit and in no case more than 15% of the total mass of the packaging unit;
Amendment 246 #
2022/0396(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 37
Article 3 – paragraph 1 – point 37
(37) ‘innovative packaging’ means a form of packaging that is manufactured using new materials, design or production processes, resulting in a significant improvement in the functions of packaging, such as containment, protection, handling, delivery or presentation of products, and in demonstrable environmental benefits, with the exception of packaging that is the result of modification of existing packaging for the sole purpose of improved presentation of products and marketing;
Amendment 248 #
2022/0396(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) In line with the waste hierarchy set out in Article 4(21) of Directive 2008/98/EC, with the requirement set in paragraph 2 of Article 4 of the same Directive, which foresees that specific waste streams may depart from the hierarchy where this is and in line with life-cycle thinking to deliver the best overall environmental outcome, the measures provided for under this Regulation aim at reducing the amount of packaging placed on the market in terms of its volume and weight, and preventing the generation of packaging waste, especially through packaging minimisation, avoiding packaging where it is not needed, and increased re-use of packagingand recycling of packaging while delivering the best environmental outcome. In addition, the measures aim at increasing the use of recycled content in packaging, especially in plastic packaging where the uptake of recycled content is very low, as well as higher recycling rates for all packaging and high quality of the resulting secondary raw materials while reducing other forms of recovery and final disposal.
Amendment 360 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
1. From 1 January 2030, the plastic part in packaging shall contain the following minimum percentage of recycled content recovered from post-consumer plastic waste, per unit of packaging or biobased content:
Amendment 362 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point b
Article 7 – paragraph 1 – point b
Amendment 366 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point d
Article 7 – paragraph 1 – point d
(d) 35 % for plastic packaging other than those referred to in points (a), (b) and (c).
Amendment 378 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 2 – introductory part
Article 7 – paragraph 2 – introductory part
2. From 1 January 2040, the plastic part in packaging shall contain the following minimum percentage of recycled content recovered from post-consumer plastic waste, per unit of packaging or biobased content:
Amendment 380 #
2022/0396(COD)
Amendment 382 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point a a (new)
Article 7 – paragraph 2 – point a a (new)
(aa) Targets shall be calculated as an average of the plastic packaging placed by a producer on the Union market.
Amendment 384 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 3 – point d a (new)
Article 7 – paragraph 3 – point d a (new)
(da) packaging for non-medical products which should be manufactured to ISO standard 15378 to ensure the safety and quality of the product for consumer health.
Amendment 390 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 4
Article 7 – paragraph 4
4. Paragraphs 1 and 2 shall not apply to compostable plastic packaging nor to bio-based plastic packaging, to lacquers, inks, adhesives, cold seal, varnishes, primers, glues, coatings and all liquid process components used on packaging.
Amendment 396 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 6
Article 7 – paragraph 6
6. By 1 January 2030, the financial contributions paid by producers to comply with their extended producer responsibility obligations as laid down in Article 40 shall be modulated based on the percentage of either recycled or biobased content used in the plastic packaging.
Amendment 409 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 7
Article 7 – paragraph 7
7. By 31 December 2026, the Commission is empowered to adopt implementing acts establishing the methodology for the calculation and verification of the percentage of recycled content recovered from post-consumer plastic waste, per unit of plastic packaging, and the format for the technical documentation referred to in Annex VII. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 59(3).
Amendment 411 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 8
Article 7 – paragraph 8
8. As of 1 January 2029, the calculation and verification of the percentage of recycled content contained in plastic packaging under paragraph 1 shall comply with the rules laid down in the implementing act referred to in paragraph 7.
Amendment 427 #
2022/0396(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
1. By [OP: please insert the date = 24 months from the entry into force of this Regulation], packaging referred to in Article 3(1), points (f) and (g), sticky labels attached to fruit and vegetables and very lightweight plastic carrier bags shall be compostable in industrially controlled conditions in bio-waste treatment facilities.
Amendment 437 #
2022/0396(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. Packaging not necessary to comply with any of the performance criteria set out in Annex IV and packaging with characteristics that are only aimed to increase the perceived volume of the product, including double walls, false bottoms, and unnecessary layers, shall not be placed on the market, unless the packaging design is subject to geographical indications of origin protected under Union legislation.
Amendment 444 #
2022/0396(COD)
Proposal for a regulation
Recital 62
Recital 62
Amendment 461 #
2022/0396(COD)
Proposal for a regulation
Recital 67
Recital 67
(67) In order to reduce the increasing proportion of packaging that is single use and the growing amounts of packaging waste generated, it is necessary to establish quantitative re-use and refill targets on packaging in sectors, which have been assessed as having the greatest potential for packaging waste reduction, namely food and beverages for take-away, large-white goods and transport packaging. This was appraised based on factors such as existing systems for re-use, necessity of using packaging and the possibility of fulfilling the functional requirements in terms of containment, tidiness, health, hygiene and safety. Differences of the products and their production and distribution systems, were also taken into account. The setting of the targets is expected to support the innovation and increase the proportion of re-use and refill solutions. The use ofIn accordance with Article 4(2) of Directive 2008/98/EC, restriction shall not apply for single -use packaging for food and beverages filled and consumed within the premises in the HORECA sector should not be alloweddelivering a better overall environmental outcome justified by life- cycle thinking, as well as a better overall economic and health impact.
Amendment 468 #
2022/0396(COD)
Proposal for a regulation
Recital 68
Recital 68
(68) To increase their effectiveness and ensure the equal treatment of economic operators, the re-use and refill targets should be placed on the economic operators. In cases of targets for beverages, they should be additionally placed also on the manufacturers, as these actors are able to control the packaging formats used for the products they offer. The targets should be calculated as a percentage of sales in reusable packaging within a system for re-use or through refill or, in case of transport packaging, as a percentage of uses. The targets should be material neutral. In order to ensure uniform conditions for the implementation of targets for re-use and refill, the power to adopt an implementing act in accordance with Article 291 of the Treaty on the methodology for their calculation, should be delegated to the Commission.
Amendment 519 #
2022/0396(COD)
Proposal for a regulation
Article 22
Article 22
Amendment 556 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 2
Article 26 – paragraph 2
Amendment 575 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 3
Article 26 – paragraph 3
Amendment 590 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 4
Article 26 – paragraph 4
Amendment 608 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 5
Article 26 – paragraph 5
Amendment 619 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 6
Article 26 – paragraph 6
Amendment 633 #
2022/0396(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 18 a (new)
Article 3 – paragraph 1 – point 18 a (new)
(18a) ‘plastic packaging’ means a packaging that is wholly or predominantly (i.e. more than 50%) made of plastic.
Amendment 640 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 7 – point b
Article 26 – paragraph 7 – point b
Amendment 643 #
2022/0396(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 19
Article 3 – paragraph 1 – point 19
(19) ‘composite packaging’ means a unit of packaging made of two or more different materials, excluding materials used for labels, closures and sealing, which cannot be separated manually and therefore form a single integraloatings, linings, paints, inks, adhesives, closures and sealing which are considered as part of the weight of the main packaging material, which cannot be separated manually and therefore form a single integral unit, unless a given material constitutes an insignificant part of the packaging unit and in no case more than 15% of the total mass of the packaging unit;
Amendment 652 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 8 – point b
Article 26 – paragraph 8 – point b
Amendment 664 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 9 – point b
Article 26 – paragraph 9 – point b
Amendment 676 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 10 – point b
Article 26 – paragraph 10 – point b
Amendment 723 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 15
Article 26 – paragraph 15
15. Economic operators shall be exempted from the obligation to meet the targets in paragraphs 2 to 6 if, during a calendar year, they have a sales area of not more than 100 m2, including also all storage and dispatch areas and if it is not technically feasible to use reusable packaging or to obtain access to the infrastructure necessary for the functioning of a re-use system.
Amendment 732 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 15 a (new)
Article 26 – paragraph 15 a (new)
15a. Economic operators shall be exempted from the obligation to meet the targets in this article when duly justified by concerns related to public health, food hygiene and safety, product integrity or environmental issues.
Amendment 735 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 15 b (new)
Article 26 – paragraph 15 b (new)
15b. Economic operators shall be exempted from the obligation to meet the targets in this article if, in accordance with paragraph 2 of Article 4 of Directive 2008/98/EC, they can show that alternative packaging formats deliver a better overall environmental outcome justified by life-cycle thinking, as well as a better overall economic and human health impact.
Amendment 739 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 16 – point a
Article 26 – paragraph 16 – point a
Amendment 747 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 16 – point c
Article 26 – paragraph 16 – point c
Amendment 779 #
2022/0396(COD)
Proposal for a regulation
Article 43 – paragraph 1
Article 43 – paragraph 1
1. By 1 January 2029, Member States shall ensure that systems are set up to provide for the return and separate collection of 90% of all packaging waste from the end users for each packaging format listed in Table 1 of Annex II, in a given year, in order to ensure that it is treated in accordance with Articles 4 and 13 of Directive 2008/98/EC, and to facilitate its preparation for re-use and high quality recycling.
Amendment 790 #
2022/0396(COD)
Proposal for a regulation
Article 43 – paragraph 3 a (new)
Article 43 – paragraph 3 a (new)
3a. By 1 January 2029, the final distributor making available on the market food and beverages filled and consumed within the premises in the HORECA sector shall ensure that separate collection systems are set up for the different fractions of packaging waste materials, to help the consumer sort packaging waste.
Amendment 793 #
2022/0396(COD)
Proposal for a regulation
Article 43 – paragraph 3 b (new)
Article 43 – paragraph 3 b (new)
3b. By 1 January 2029, Member States shall ensure that, in public spaces, separate collection systems are set up for the different fractions of packaging waste materials used in sales packaging in the market of food and beverages filled and consumed for take-away, to help the consumer sort packaging waste.
Amendment 808 #
2022/0396(COD)
Proposal for a regulation
Article 45 – paragraph 2 – point b
Article 45 – paragraph 2 – point b
Amendment 809 #
2022/0396(COD)
Proposal for a regulation
Article 45 – paragraph 2 – point c
Article 45 – paragraph 2 – point c
Amendment 812 #
2022/0396(COD)
Proposal for a regulation
Article 47 – paragraph 4
Article 47 – paragraph 4
4. Composite packaging and other packaging composed of more than one material shall be calculated and reported per material contained in the packaging. Member States may derogate from this requirement where a given material constitutes an insignificant part of the packaging unit, and in no case more than 15 % of the total mass of the packaging unit.
Amendment 822 #
2022/0396(COD)
Proposal for a regulation
Article 62 – paragraph 1
Article 62 – paragraph 1
1. By [OP: Please insert the date = 24 months after the date of entry into force of this Regulation], Member States shall lay down the rules on penalties applicable to infringements of this Regulation and shall take all measures necessary to ensure that they are implemented. The penalties provided for shall be effective, proportionate and dissuasive. Failure to comply with the requirements of Articles 21 to 26 shall be sanctioned by an administrative fine imposed on the relevant economic operator.
Amendment 823 #
2022/0396(COD)
Proposal for a regulation
Article 62 – paragraph 2
Article 62 – paragraph 2
Amendment 838 #
2022/0396(COD)
Proposal for a regulation
Annex V
Annex V
Amendment 1114 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
1. From 1 January 2030, the plastic part in packaging shall contain the following minimum percentage of recycled content recovered from post-consumer plastic waste, per unit of packaging or biowaste content:
Amendment 1125 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point b
Article 7 – paragraph 1 – point b
Amendment 1139 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point d
Article 7 – paragraph 1 – point d
(d) 35 % for plastic packaging other than those referred to in points (a), (b) and (c).
Amendment 1174 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 2 – introductory part
Article 7 – paragraph 2 – introductory part
2. From 1 January 2040, the plastic part in packaging shall contain the following minimum percentage of recycled content recovered from post-consumer plastic waste, per unit of packaging or biobosed content:
Amendment 1176 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point a
Article 7 – paragraph 2 – point a
Amendment 1211 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 3 a (new)
Article 7 – paragraph 3 a (new)
3a. packaging for non-medical products which shall be manufactured to ISO standard 15378 to ensure the safety and quality of the product for consumer health.
Amendment 1241 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 6
Article 7 – paragraph 6
6. By 1 January 2030, the financial contributions paid by producers to comply with their extended producer responsibility obligations as laid down in Article 40 shall be modulated based on the percentage of either recycled or biobased content used in the plastic packaging.
Amendment 1268 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 7
Article 7 – paragraph 7
7. By 31 December 2026, the Commission is empowered to adopt implementing acts establishing the methodology for the calculation and verification of the percentage of recycled content recovered from post-consumer plastic waste, per unit of plastic packaging, and the format for the technical documentation referred to in Annex VII. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 59(3).
Amendment 1279 #
2022/0396(COD)
Proposal for a regulation
Article 7 – paragraph 8
Article 7 – paragraph 8
8. As of 1 January 2029, the calculation and verification of the percentage of recycled content contained in plastic packaging under paragraph 1 shall comply with the rules laid down in the implementing act referred to in paragraph 7.
Amendment 1419 #
2022/0396(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. Packaging not necessary to comply with any of the performance criteria set out in Annex IV and packaging with characteristics that are only aimed to increase the perceived volume of the product, including double walls, false bottoms, and unnecessary layers, shall not be placed on the market, unless the packaging design is subject to geographical indications of origin protected under Union legislation.
Amendment 1693 #
2022/0396(COD)
Proposal for a regulation
Article 22
Article 22
Amendment 1802 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 2
Article 26 – paragraph 2
Amendment 1832 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 3
Article 26 – paragraph 3
Amendment 1867 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 4
Article 26 – paragraph 4
Amendment 1888 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 5
Article 26 – paragraph 5
Amendment 1914 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 6
Article 26 – paragraph 6
Amendment 1950 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 7 – point b
Article 26 – paragraph 7 – point b
Amendment 1966 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 8 – point b
Article 26 – paragraph 8 – point b
Amendment 1991 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 9 – point b
Article 26 – paragraph 9 – point b
Amendment 2020 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 10 – point b
Article 26 – paragraph 10 – point b
Amendment 2108 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 15
Article 26 – paragraph 15
15. Economic operators shall be exempted from the obligation to meet the targets in paragraphs 2 to 6 if, during a calendar year, they have a sales area of not more than 100 m2, including also all storage and dispatch areas and if it is not technically feasible to use reusable packaging or to obtain access to the infrastructure necessary for the functioning of a re-use system.
Amendment 2114 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 15 a (new)
Article 26 – paragraph 15 a (new)
Amendment 2122 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 15 b (new)
Article 26 – paragraph 15 b (new)
15b. Economic operators shall be exempted from the obligation to meet the targets in this article if, in accordance with paragraph 2 of Article 4 of Directive 2008/98/EC, they can show that alternative packaging formats deliver a better overall environmental outcome justified by life-cycle thinking, as well as a better overall economic and human health impact.
Amendment 2143 #
2022/0396(COD)
Proposal for a regulation
Article 26 – paragraph 16 – point c
Article 26 – paragraph 16 – point c
Amendment 2302 #
2022/0396(COD)
Proposal for a regulation
Article 43 – paragraph 1
Article 43 – paragraph 1
1. By 1 January 2029, Member States shall ensure that systems are set up to provide for the return and the separate collection of 90% of all packaging waste from the end users for each packaging format listed in Table 1 of Annex II, in a given year, in order to ensure that it is treated in accordance with Articles 4 and 13 of Directive 2008/98/EC, and to facilitate its preparation for re-use and high quality recycling.
Amendment 2349 #
2022/0396(COD)
Proposal for a regulation
Article 43 – paragraph 1
Article 43 – paragraph 1
1. By 1 January 2029, Member States shall ensure that systems are set up to provide for the return and the separate collection of 90% of all packaging waste from the end users for each packaging format listed in Table 1 of Annex II, in a given year, in order to ensure that it is treated in accordance with Articles 4 and 13 of Directive 2008/98/EC, and to facilitate its preparation for re-use and high quality recycling.
Amendment 34 #
2022/0379(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) It is necessary to strengthen the development of cross-border interoperability of network and information systems which are used to provide or manage public services in the Union, to allow public administrations in the Union to cooperate and make public services function across borders. The existing informal cooperation should be replaced with a clear legal framework to enable interoperability across different administrative levels and sectors and to ensure seamless cross-border data flows for truly European digital services. Public sector interoperability has an important impact on the right to free movement of goods and, services, capital and citizens laid down in the Treaties, as burdensome administrative procedures can create significant obstacles, especially for small and medium-sized enterprises (‘SMEs’).
Amendment 38 #
2022/0379(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) Member States and the Union have been working for more than two decades to support the modernisation of administrations through digital transformation and foster the deep interconnections needed for a truly European digital space. The use of electronic data should be considered as an important strategic activity and policy to improve the public sector connection. The communication from the Commission ‘2030 Digital Compass: the European way for the Digital Decade’ (COM(2021) 118) underlines the need to speed up the digitalisation of public services by 2030, including by ensuring interoperability across all levels of government and across public services. Furthermore, the COVID- 19 pandemic increased the speed of digitalisation, pushing public administrations to adapt to the online paradigm, including for cross-border digital public services, as well as for the smarter and greener use of technologies in accordance with the climate and energy targets set in the European Green Deal and the Regulation (EU) 2021/1119 of the European Parliament and of the Council36. This Regulation aims to significantly contribute to these Union goals by creating a structured cooperation framework on cross-border interoperability amongst Member States and the Commission to support the setup of digital public services, helping to reduce cost and time for citizens, businesses and for the public sector itself. _________________ 36 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).
Amendment 41 #
2022/0379(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The new governance structure should havallow local and regional authorities to have a fair say concerning the pace and degree of implementation in line with the principle of subsidiarity. This would give the governance structure a legal mandate to drive the further development of the European Interoperability Framework and other common interoperability solutions, such as specifications and applications. Local and regional authorities should not be expected to go beyond their means in terms of available funding because of tasks concerning interoperability implementation. Furthermore, this Regulation should establish a clear and easily recognisable label for some interoperability solutions. The creation of a vibrant community around open government technology solutions should be fostered.
Amendment 44 #
2022/0379(COD)
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
(3a) In order to make the process sufficiently democratic and bottom up, citizens, business and SMEs of European Member States should have a say concerning priorities of interoperability solutions. To this end, in line with the objective of the Interoperable Europe Act, local and regional authorities may conduct direct consultations with citizens, business and SMEs once every two years, in order to survey which interoperability solutions citizens deem to be of priority. The European Commission shall allocate appropriate financial support for local and regional authorities to conduct such dialogues with their citizens. Local and regional authorities shall share the results of the consultations with the Interoperable Europe Board and the Interoperable Europe community.
Amendment 53 #
2022/0379(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) Cross-border interoperability is not solely enabled via centralised Member State digital infrastructures, but also through a decentralised approach. This entails data exchange between local administrations in different Member States without necessarily going through national nodes. Therefore, it is necessary to develop common solutions across all administrative levels, particularly for specifications and applications. Needs for cross-border digital interactions are increasing, which requires solutions that can fulfil these needs. With this Regulation, the intention is to facilitate and encourage the exchange between all levels of administration and to contribute to government efficiency, and reduce administrative burdens and costs for citizens and businesses.
Amendment 55 #
2022/0379(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) Cross-border interoperability is not solely enabled via centralised Member State digital infrastructures, but also through a decentralised approach. This entails a strong connection of trust between public administrations and a constant data exchange between local administrations in different Member States without necessarily going through national nodes. Therefore, it is necessary to develop common solutions across all administrative levels, particularly for specifications and applications. Needs for cross-border digital interactions are increasing, which requires solutions that can fulfil these needs. With this Regulation, the intention is to facilitate and encourage the exchange between all levels of administration.
Amendment 59 #
2022/0379(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) Interoperability facilitates successful implementation of policies, in particular those with a strong public sector connection, such as justice and home affairs, taxation and customs, transport and energy, health, agriculture, employment, as well as in business and industry regulation. However, a single sector interoperability perspective is associated with the risk that the adoption of different or incompatible solutions at national or sectoral levels will give rise to new electronic barriers that impede the proper functioning of the internal market and the associated freedoms of movement. Furthermore, it risks undermining the openness and competitiveness of markets and the delivery of services of general interest to businesses and citizens. Therefore, this Regulation should also facilitate, encourage and apply to cross- sector interoperability.
Amendment 63 #
2022/0379(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) To set up cross-border interoperable public services, it is important to focus on the interoperability aspect as early as possible in the policymaking process. Therefore, the public organisation that intends to set up a new or to modify an existing network and information system that is likely result in high impacts on the cross-border interoperability, should carry out an interoperability assessment. This assessment is necessary to understand the magnitude of impact of the planned action and to propose measures to reap up the benefits and address potential costs. The interoperability assessment should be mandatory in three cases, which are in scope for cross-border interoperability. In In order to ensure the smooth implementation of the interoperability assessment, the Interoperable Europe Board should publish specific guidelines on which services are covered by the directive. The interoperability assessment should be mandatory in three cases, which are in scope for cross-border interoperability. In cases where an interoperability assessment is mandatory, the Commission shall ensure that the resources for the additional costs incurred are made available to local and regional authorities. In other situations, the public organisations may decide to carry out the interoperability assessment on a voluntary basis.
Amendment 77 #
2022/0379(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) At the moment, the Union’s public services delivered or managed electronically depend in many cases on non-Union providers. It is in the Union’s strategic interest to ensure that it retains and develops essential technological capacities to secure its Digital Single Market, and in particular to ensure service delivery, protect critical network and information systems, and to provide key services. The Interoperable Europe support measures should help public administrations to evolve and be capable of incorporating new challenges and new areas in cross-border contexts. Interoperability between data processing services is a condition for avoiding technological lock-in, saving development cost, enabling technical developments, and fostering innovation, which should boost the global competitiveness of the Union. It is also necessary to facilitate the in- parallel use of multiple data processing services with complementary functionalities. This is important, inter alia, for the successful deployment of ‘multi-cloud’ strategies, which allow customers to implement future-proof IT strategies and which decrease dependence on individual providers of data processing services.
Amendment 79 #
2022/0379(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) All levels of government should cooperate with innovative organisations, be it companies or non-profit entities, in design, development and operation of public services. Supporting GovTech cooperation between public sector bodies, Universities and start-ups and innovative SMEs, or cooperation mainly involving civil society organisations (‘CivicTech’), is an effective means of supporting public sector innovation and promoting use of interoperability tools across private and public sector partners. Supporting an open GovTech ecosystem in the Union that brings together public and private actors across borders and involves different levels of government should allow to develop innovative initiatives aimed at the design and deployment of GovTech interoperability solutions.
Amendment 83 #
2022/0379(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) It is necessary to enhance a good understanding of interoperability issues, especially among public sector employees. Continuous training is key in this respect and cooperation and coordination on the topic should be encouraged. Beyond trainings on Interoperable Europe solutions, all initiatives should, where appropriate, build on, or be accompanied by, the sharing of experience and solutions and the exchange and promotion of best practices. Moreover, in order to have high skilled specialists in this field, the Commission shall ensure the financial support through measures such as: investing in digital education, research and development, through continuous lifelong learing training, supporting digital innovations, providing increased and broader access to easily readable and interoperable high quality industrial and public data, increasing the general availability of digital skills at local and regional level;
Amendment 85 #
2022/0379(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) Advancing public sector interoperability needs the active involvement and commitment of experts, practitioners, users and the interested public across Member States, across all levels of government, national, regional and local and involving international partners, Universities and the private sector. In order to tap into their expertise, skills and creativity, a dedicated open forum (the ‘Interoperable Europe Community’) should help channel feedback, user and operational needs, identify areas for further development and help scope priorities for EU interoperability cooperation. The establishment of the Interoperable Europe Community should support the coordination and cooperation between the strategic and operational key players for interoperability.
Amendment 90 #
2022/0379(COD)
Proposal for a regulation
Recital 35
Recital 35
(35) An Interoperable Europe Agenda should be established as the Union’s main instrument for the coordination of public investments in interoperability solutions and digital infrastructure. It should deliver a comprehensive overview of funding possibilities and funding commitments in the field, integrating where appropriate the related Union programmes. This should contribute to creating synergies and coordinating financial support related to interoperability and digital infrastructure development and avoiding duplication.
Amendment 91 #
2022/0379(COD)
Proposal for a regulation
Recital 35 a (new)
Recital 35 a (new)
(35a) The future Interoperable Europe Agenda should be in line with the principles of the Digital Europe Programme, the central programme for digital in the MFF. It aims to accelerate economic recovery and drive the digital transformation of Europe and it is designed to fill the gap between research and deployment of digital technologies. It will bring the results of research to the market for the benefit of Europe's citizens and businesses, in particular small and medium-sized enterprises SMEs.
Amendment 92 #
2022/0379(COD)
Proposal for a regulation
Recital 35 b (new)
Recital 35 b (new)
(35b) Since the objective of this Regulation is to promote the cross-border interoperability of network and information systems which are used to provide or manage public services in the Union, the Union should strengthen investments in a range of areas, including, supercomputing and data processing capacities, core artificial intelligence (AI) capacities such as data spaces and libraries of AI algorithms, cybersecurity, digital skills, expanding the best use of digital capacity in EU’s society and economy, support to the digitalisation of businesses and public administrations.
Amendment 93 #
2022/0379(COD)
Proposal for a regulation
Recital 35 c (new)
Recital 35 c (new)
Amendment 97 #
2022/0379(COD)
Proposal for a regulation
Recital 39
Recital 39
(39) The application of this Regulation should be deferred to threwelve months after the date of its entry into force in order to provide Member States and the institutions, bodies and agencies of the Union with sufficient time to prepare for the application of this Regulation. Such time is necessary to establish the Interoperable Europe Board and the Interoperable Europe Community and for the designation of national competent authorities and interoperability coordinators.
Amendment 100 #
2022/0379(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1 a (new)
Article 2 – paragraph 1 – point 1 a (new)
(1a) ‘cross-border services’ means data exchange between information systems of public sector bodies in different Member States and institutions, bodies, and agencies of the Union across national jurisdictions by means of dedicated functions and procedures across national jurisdictions in support of the provision of public services;
Amendment 101 #
2022/0379(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2 a (new)
Article 2 – paragraph 1 – point 2 a (new)
(2a) ‘key public services’ means a key public service as defined in Article 2, point (8), of Decision (EU) 2022/2481;”
Amendment 102 #
2022/0379(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3
Article 2 – paragraph 1 – point 3
(3) ‘interoperability solution’ means a technical specification, including a standard, or another solution, includinga conceptual frameworks, a guidelines, and applications, a platform, portal or software describing legal, organisational, semantic or technical requirements to be fulfilled by a network and information system in order to enhance cross-border interoperability;
Amendment 109 #
2022/0379(COD)
Proposal for a regulation
Article 3 – paragraph 3
Article 3 – paragraph 3
3. The national competent authorities and the interoperability coordinators shall provide the necessary support to carry out the interoperability assessment. The Commission may provide technical tools to support the assessment. The national competent authorities shall provide support in pre-assessing whether the intended operation falls within the scope of this Regulation.
Amendment 131 #
2022/0379(COD)
Proposal for a regulation
Article 8 – paragraph 1 – point e a (new)
Article 8 – paragraph 1 – point e a (new)
(ea) listing best practices and knowledge sharing of technical, operational, organizational or administrative guidelines supporting interoperability and competitiveness in the context of public procurement, information security, IT integration and data management;
Amendment 132 #
2022/0379(COD)
Proposal for a regulation
Article 8 – paragraph 1 – point g
Article 8 – paragraph 1 – point g
(g) allowing citizens and, businesses and SMEs and the civil society organisations to provide feedback on the published content.
Amendment 134 #
2022/0379(COD)
(ca) financial support opportunities to assist the implementation of interoperability solutions.
Amendment 143 #
2022/0379(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. Regulatory sandboxes shall be operated under the responsibility of the participating public sector bodies and, where the sandbox entails the processing of personal data by public sector bodies, under the supervision of other relevant national or sub-national authorities, or where the sandbox entails the processing of personal data by institutions, bodies, and agencies of the Union, under the responsibility of the European Data Protection Supervisor.
Amendment 144 #
2022/0379(COD)
Proposal for a regulation
Article 11 – paragraph 3 – point b
Article 11 – paragraph 3 – point b
(b) facilitate cross-border cooperation between national, regional and local competent authorities and synergies in public service delivery;
Amendment 145 #
2022/0379(COD)
Proposal for a regulation
Article 11 – paragraph 3 – point c
Article 11 – paragraph 3 – point c
(c) facilitate the development of an open European GovTech ecosystem, including cooperation with small and medium enterprises, Universities and start- ups;
Amendment 146 #
2022/0379(COD)
Proposal for a regulation
Article 11 – paragraph 3 – point d
Article 11 – paragraph 3 – point d
(d) enhance authorities’ understanding of the opportunities or barriers to cross- border interoperability of innovative interoperability solutions, including legal or infrastructure barriers;
Amendment 150 #
2022/0379(COD)
Proposal for a regulation
Article 12 – paragraph 1
Article 12 – paragraph 1
1. The participating public sector bodies shall ensure that, to the extent the innovative interoperability solution involves the processing of personal data or otherwise falls under the supervisory remit of other national or sub-national authorities providing or supporting access to data, the national data protection authorities and those other national or sub- national authorities are associated to the operation of the regulatory sandbox. As appropriate, the participating public sector bodies may allow for the involvement in the regulatory sandbox of other actors within the GovTech ecosystem such as national or European standardisation organisations, notified bodies, research and experimentation labs, innovation hubs, and companies wishing to test innovative interoperability solutions. Cooperation may also be envisaged with third countries establishing mechanisms to support innovative interoperability solutions for the public sector.
Amendment 154 #
2022/0379(COD)
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. The Commission shall organise training courses on interoperability issues at Union level to enhance cooperation and the exchange of best practices between the staff of public sector bodies, institutions, bodies and agencies of the Union. The courses shall be announced on the Interoperable Europe portal. targeted at decision-makers and/or practitioners shall be announced into all official languages of the institutions of the Union on the Interoperable Europe portal and may comprise online information sessions, video tutorials and workshops, train-the- trainers materials and guidelines for on- the-job learning.
Amendment 158 #
2022/0379(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point b – point i a (new)
Article 15 – paragraph 2 – point b – point i a (new)
(ia) the European Parliament;
Amendment 162 #
2022/0379(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point b – point iii a (new)
Article 15 – paragraph 2 – point b – point iii a (new)
(iiia) the European Cybersecurity Competence Centre and Network;
Amendment 163 #
2022/0379(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point b – point iii b (new)
Article 15 – paragraph 2 – point b – point iii b (new)
(iiib) the EU Cybersecurity Agency (ENISA).
Amendment 169 #
2022/0379(COD)
Proposal for a regulation
Article 15 – paragraph 4 – point b a (new)
Article 15 – paragraph 4 – point b a (new)
(ba) adopt guidelines on sharing the interoperability solutions reffered to in Article 4;
Amendment 175 #
2022/0379(COD)
Proposal for a regulation
Article 15 – paragraph 4 – point p
Article 15 – paragraph 4 – point p
(p) propose measures to collaborate with international bodies and Universities that could contribute to the development of the cross- border interoperability, especially international communities on open source solutions, open standards or specifications and other platforms without legal effects;
Amendment 176 #
2022/0379(COD)
Proposal for a regulation
Article 15 – paragraph 4 – point r
Article 15 – paragraph 4 – point r
(r) inform regularly and coordinate with the interoperability coordinators and the Interoperable Europe Community on matters concerning cross-border interoperability of network and information systems and on relevant EU-funded projects and networks.
Amendment 182 #
2022/0379(COD)
Proposal for a regulation
Article 16 – paragraph 4 – point c a (new)
Article 16 – paragraph 4 – point c a (new)
(ca) support public sector bodies, institutions, agencies or bodies of the Union in carrying out interoperability assessments.
Amendment 185 #
2022/0379(COD)
Proposal for a regulation
Article 17 – paragraph 2 – point f
Article 17 – paragraph 2 – point f
(f) coordinate and encourage the active involvement of a diverse range of national entities, including local and regional authorities, in the Interoperable Europe Community and their participation in policy implementation support projects as referred to in Article 9 and innovation measures referred to in Article 10;
Amendment 187 #
2022/0379(COD)
Proposal for a regulation
Article 17 – paragraph 3
Article 17 – paragraph 3
3. The Member States shall ensure that the competent authority has adequate competencies and resources to carry out, in an effective and efficient manner, the tasks assigned to it. The Commission shall ensure that competent authorities of Member States receive appropriate funding and technical assistance to support the performance of related tasks.
Amendment 188 #
2022/0379(COD)
Proposal for a regulation
Article 19 – paragraph 2 – point a
Article 19 – paragraph 2 – point a
(a) needs for the development of interoperability and infrastructure solutions;
Amendment 192 #
2022/0379(COD)
Proposal for a regulation
Article 19 – paragraph 3
Article 19 – paragraph 3
3. The Interoperable Europe Agenda shall not constitute financial obligations and further administrative burden. After its adoption, the Commission shall publish the Agenda on the Interoperable Europe portal.
Amendment 200 #
2022/0379(COD)
Proposal for a regulation
Article 21 – paragraph 1 – point c a (new)
Article 21 – paragraph 1 – point c a (new)
(ca) the additional costs incurred by the competent authorities as a result of their work on interoperability.
Amendment 202 #
2022/0379(COD)
Proposal for a regulation
Article 22 – paragraph 2
Article 22 – paragraph 2
It shall apply from [312 months after the date of entry into force of this Regulation].
Amendment 38 #
2022/0164(COD)
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
(3 a) The phasing out of the dependency on Russian fossil fuel imports should lead to a reduction of the overall energy dependency of the European Union ; in line with the Recovery and Resilience Facility, the REPowerEU chapters of the RRF should contribute to increase and strengthen the strategic autonomy of the Union, by enabling the Union to increase its own energy production.
Amendment 39 #
2022/0164(COD)
Proposal for a regulation
Recital 3 b (new)
Recital 3 b (new)
(3 b) Reducing the Union’s dependency on fossil fuels imports should never lead to an increase of its dependency on raw materials imports from third countries.
Amendment 40 #
2022/0164(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4 a) REPowerEU should reduce our dependency on primary critical raw materials, strengthen domestic sourcing of raw materials in the EU and diversify sourcing from third countries.
Amendment 46 #
2022/0164(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The REPowerEU chapter should include new reforms and investments contributing to the REPowerEU aims. Furthermore, that chapter should contain an outline of other measures, financed from sources other than the Recovery and Resilience Facility, contributing to the energy-related objectives outlined in recital (3). The outline should cover measures whose implementation should take place between 1 February 2022 to 31 December 2026, the period during which the objectives set by this Regulation are to be achieved. As regards natural gas infrastructure, the investments and reforms of the REPowerEU chapters to diversify supply away from Russia should build on the needs currently identified through the assessment conducted and agreed by the European Network of Transmission System Operators for Gas (ENTSOG), established in the spirit of solidarity as regards security of supply and take into account the reinforced preparedness measures, including gas storage, taken to adapt to new geopolitical threats. Finally, the REPowerEU chapters should provide an explanation and a quantification of the effects of the combination of the reforms and investments financed by the Recovery and Resilience Facility and the other measures financed by other sources than the Recovery and Resilience Facility.
Amendment 48 #
2022/0164(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) An appropriate and technologically neutral assessment criterion should be added to serve as a basis for the Commission to assess reforms and investments included in the REPowerEU chapter sand to ensure that reforms and investments are fit for achieving the specific REPowerEU-related objectives, with a special focus on electricity production and gas storage capacities. An A rating should be required under this new assessment criterion for the relevant recovery and resilience plan to be positively assessed by the Commission.
Amendment 49 #
2022/0164(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Investments in infrastructure and technologies alone are not sufficient to ensure a reduction of dependency from fossil fuels. Resources should be dedicated to the reskilling and upskilling of people, to further equip the workforce with green skillsThe current crisis reveals the critical needs of qualified professionals in energy sectors. Resources should be dedicated to the reskilling and upskilling of people. Jobs and training related to electricity production, transport and distribution should benefit from increased support. This is in line with the objective of the European Social Fund Plus, which aims at supporting Member States in achieving a skilled and resilient workforce ready for the future world of work. In light of this, resources transferred from the European Social Fund Plus should help support measures for the reskilling and upskilling of the workforce. The Commission will assess whether the measures included in the REPowerEU chapters significantly contribute to supporting a requalification of the workforce towards green skills.
Amendment 50 #
2022/0164(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The recovery and resilience plan, including the REPowerEU chapter, should contribute to effectively addressing all or a significant subset of the challenges identified in the relevant country-specific recommendations, taking into account the specificities of the energy mix of each Member State, including the country- specific recommendations to be adopted under the 2022 Semester cycle which refer inter alia to the energy challenges that Member States are facing.
Amendment 56 #
2022/0164(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) The application of the ‘do no significant harm’ principle is essential to ensure that the investments and reforms undertaken as part of the recovery from the pandemic are implemented in a sustainable manner. It should continue to apply to the reforms and investments supported by the Facility, with one targeted exemption to safeguard the EU’ immediate energy security concerns. Considering the objective of diversifying energy supplies away from Russian suppliers and reducing the overall energy dependency of the European Union, the reforms and investments set out in those REPowerEU chapters which aim to improve energy infrastructure and facilities to meet immediate security of supply needs for oil and gas should temporarily not be required to comply with the principle of ‘do no significant harm’ and should therefore be exempted from such assessment.
Amendment 67 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EU) 2021/241
Article 4 – paragraph 1
Article 4 – paragraph 1
1. In line with the six pillars referred in Article 3 of this Regulation, the coherence and synergies they generate, and in the context of the COVID-19 crisis, the general objective of the Facility shall be to promote the Union’s economic, social and territorial cohesion by improving the resilience, crisis preparedness, adjustment capacity and growth potential of the Member States, by mitigating the social and economic impact of that crisis, in particular on women, by contributing to the implementation of the European Pillar of Social Rights, by supporting the green transition, by contributing to the achievement of the Union’s 2030 climate targets set out in point (11) of Article 2 of Regulation (EU) 2018/1999,and by complying with the objective of EU climate neutrality by 2050 and of the digital transition, by increasing the resilience of the Union energy system through a decrease of dependence on fossil fuels and, diversification of energy supplies, increase of electricity production and energy storage capacities at Union level (‘REPowerEU objectives’) thereby contributing to the upward economic and social convergence, restoring and promoting sustainable growth and the integration of the economies of the Union, fostering high quality employment creation, and contributing to the strategic autonomy of the Union alongside an open economy and generating European added value.
Amendment 71 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2021/241
Article 19 – paragraph 3 – point da
Article 19 – paragraph 3 – point da
(da) whether the reforms and investments referred to in Article 21c(1) effectively contribute towards energy security, security of supply, the diversification of the Union’s energy supply or, reduction of dependence on fossil fuels, increase of electricity production and energy storage capacities before 2030. ;
Amendment 72 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2021/241
Article 19 – paragraph 3 – point da
Article 19 – paragraph 3 – point da
(da) whether the reforms and investments referred to in Article 21c(1) effectively contribute towards the diversification of the Union’s energy supply or reduction of dependence on fossil fuels before 2030. and towards the EU's climate neutrality objective;
Amendment 74 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2021/241
Article 21a – paragraph 1
Article 21a – paragraph 1
(1) EUR 20 000 000 000 in current prices shall be available, in line with Article 10e(4) of Directive 2003/87/EC, for implementation under this Regulation to increase the resilience of the Union energy system through a decrease of dependence on fossil fuels and, diversification of energy supplies, increase of electricity production and energy storage capacities at Union level. That amount shall be made available in the form of external assigned revenue within the meaning of Article 21(5) of the Financial Regulation.
Amendment 83 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2021/241
Article 21c – paragraph 1 – point a b (new)
Article 21c – paragraph 1 – point a b (new)
(a b) boosting low-carbon energy sources production within the Union,
Amendment 84 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2021/241
Article 21c – paragraph 1 – point a c (new)
Article 21c – paragraph 1 – point a c (new)
(a c) increasing energy storage capacities in the Union,
Amendment 85 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2021/241
Article 21c – paragraph 1 – point a d (new)
Article 21c – paragraph 1 – point a d (new)
(a d) reducing dependency on primary critical raw materials, strengthening domestic sourcing of raw materials in the Union and diversifying sourcing from third countries,
Amendment 89 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2021/241
Article 21c – paragraph 1 – point b
Article 21c – paragraph 1 – point b
(b) boosting energy efficiency in buildings, decarbonising industry, increasing production and uptake of sustainable biomethane and renewable or fossil-free and low-carbon hydrogen and increasing the share of renewable and low- carbon energy,
Amendment 90 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2021/241
Article 21c – paragraph 1 – point b a (new)
Article 21c – paragraph 1 – point b a (new)
(b a) supporting the secure life extension of operating fossil-free electricity production facilities, such as nuclear plants, in all the Union, at least as long as the Union’s energy security is not recovered,
Amendment 94 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2021/241
Article 21c – paragraph 1 – point c
Article 21c – paragraph 1 – point c
(c) addressing internal and cross- border energy transmission bottlenecks and supporting zero and low emission transport and its infrastructure, including railways,
Amendment 99 #
2022/0164(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2021/241
Article 21c – paragraph 2 – point c
Article 21c – paragraph 2 – point c
(c) an explanation on how the combination of the measures referred to in paragraph 1 and points (a) and (b) of this paragraph is coherent, effective and expected to contribute to the REPowerEU objectives, including a quantification of the energy savingsproduction and savings, and contribution to energy storage.
Amendment 112 #
2022/0164(COD)
Proposal for a regulation
Annex I – paragraph 1 – point a
Annex I – paragraph 1 – point a
Regulation (EU) 2021/241
Annex V – section 2 – point 2.12 – subparagraph 2 – indent 1
Annex V – section 2 – point 2.12 – subparagraph 2 – indent 1
— the implementation of the envisaged measures is expected to significantly contribute to the improvement of energy infrastructure and facilities to meet immediate security of supply needs for oil and gas, notably to enable diversification of supply, reduction of dependency to fossil fuels and to all overall energy imports, in the interest of the Union as a whole,
Amendment 114 #
2022/0164(COD)
Proposal for a regulation
Annex I – paragraph 1 – point a
Annex I – paragraph 1 – point a
Regulation (EU) 2021/241
Annex V – section 2 – point 2.12 – subparagraph 2 – indent 2
Annex V – section 2 – point 2.12 – subparagraph 2 – indent 2
— the implementation of the envisaged measures is expected to significantly contribute to boosting energy efficiency in buildings, decarbonising industry, increasing production and uptake of low-carbon or carbon-free electricity, sustainable biomethane and renewable or fossil free and low-carbon hydrogen and increasing the share of renewable and low- carbon energy,
Amendment 116 #
2022/0164(COD)
Proposal for a regulation
Annex I – paragraph 1 – point a
Annex I – paragraph 1 – point a
Regulation (EU) 2021/241
Annex V – section 2 – point 2.12 – subparagraph 2 – indent 3
Annex V – section 2 – point 2.12 – subparagraph 2 – indent 3
— the implementation of the envisaged measures is expected to address energy infrastructure bottlenecks, in particular by constructing cross-border links with other Member States, or supports zero- and low emission transport and its infrastructure, including railways,
Amendment 118 #
2022/0164(COD)
Proposal for a regulation
Annex I – paragraph 1 – point a
Annex I – paragraph 1 – point a
Regulation (EU) 2021/241
Annex V – section 2 – point 2.12 – subparagraph 2 – indent 4
Annex V – section 2 – point 2.12 – subparagraph 2 – indent 4
— the implementation of the envisaged measures is expected to significantly contribute to supporting a requalification of the workforce towards green skillenergy sectors, as well as supporting value chains in key materials and technologies linked to the green transidecarbonisation of energy production,
Amendment 106 #
2022/0039(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The EU adopted the GOVSATCOM component of Regulation (EU) 2021/696 on 28 April 2021, to ensure the long-term availability of reliable, secure and cost-effective satellite communications services for GOVSATCOM users. Regulation (EU) 2021/696 envisages that in a first phase, of the GOVSATCOM component until approximately 2025, existing capacity would be usedpooled and shared through the GOVSATCOM Hub. In that context, the Commission is to procure GOVSATCOM capacities from Member States with national systems and space capacities and from commercial satellite communication or service providers, taking into account the essential security interests of the Union. In that first phase, GOVSATCOM services are to be introduced by a step-by-step approach, also in light of the scaling up of the GOVSATCOM Hub infrastructure capabilities. It is also based on the premise that if in the course of the first phase a detailed analysis of future supply and demand reveals that this approach was insufficient to cover the evolving demand, willit may be necessary to move to a second phase and develop additional bespoke space infrastructure or capacities through cooperation with the private sector, e.g. with Union satellite operators.
Amendment 109 #
2022/0039(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) It is now clear that the Union’s current satellite communication assets cannot meet new needs of then a rapidly evolving scenario, governmental users who are moving towards higher security solutions, low latency and global coverage. Although r to meet their new needs. Recent technical progress has allowed non- geostationary-orbit (NGSO) communications constellations to emerge and gradually offer high-speed and low- latency connectivity services. There is a window of opportunity for addressing the evolving needs of the governmental users by developing and deploying additional infrastructure as filings for the frequencies necessary to provide the required services are currently available within the European Union. If not used, these filings will become obsolete and be attributed to other players. As frequencies are an increasingly scarce resource, the EU may not get this opportunity againCommission may take the opportunity to conclude dedicated licensing agreements with those Member States providing the frequencies filings. This open and transparent process should take place for frequencies filings for the provision of governmental services based on the governmental infrastructure.
Amendment 116 #
2022/0039(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Therefore, it is important to establish a new, Union Secure Connectivity Programme (‘the Programme’) to provide for the Union satellite based communication infrastructure, which should be built upon the GOVSATCOM component of the Union Space Programme and which should alsorelated infrastructure, takeing advantage of additional national and European capacities, which exist at the time the from an infrastructure, communication capacition is being carried out and develop furtheres and service perspective, with gradual integration of the European Quantum Communication Infrastructure (EuroQCI) initiative.
Amendment 123 #
2022/0039(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) In order to expand the Union satellite communication capacities, the Programme infrastructure should integratebe based on the infrastructure developed for the purposes of the of the GOVSATCOM component of the Union Space Programme. In particular, the Programme’s ground infrastructure should encompassbe based on the GOVSATCOM Hubs, and other ground segment assets progressively scaled up through other ground segment assets, on the basis of users and service needs.
Amendment 132 #
2022/0039(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) It is vital for the security of the Union and its Member States and for ensuring the security and integrity of the governmental services, that, where possible,To ensure the security and integrity of the governmental services and the competitiveness of the Union in a rapidly evolving market, it is vital that the space assets of the Programme are launched from the territory of the Member StatesUnion. Furthermore, microlaunchers are able tomay provide additional flexibility to allow for a rapid deployment of the space assets.
Amendment 136 #
2022/0039(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Operational requirements for the governmental services should be based on the use-case analysineeds of governmental users, while also taking into account the capabilities of current market offerings. From those operational requirements, in combination with security requirements and evolving demand of governmental services, the portfolio of governmental services should be developed. The service portfolio should establish the applicable baseline for the governmental services. The service portfolio for the governmental services should take into accountbe based on the service portfolio of the GOVSATCOM services established within the framework of Regulation (EU) 2021/696. In order to maintain the best possible match between the demand and supplied services, the service portfolio for governmental services should be regularly updated.
Amendment 139 #
2022/0039(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) The Programme should prioritise the delivery of governmental services and also allow for the provision of commercial services by the private sector. Such commercial services could in particular contribute to availability of high-speed broadband and seamless connectivity throughout Europe, removing communication dead zones and increasing cohesion across Member State territories, including rural, peripheral, remote and isolated areas and islands, and provide connectivity over geographical areas of strategic interest.
Amendment 144 #
2022/0039(COD)
Proposal for a regulation
Recital 25
Recital 25
(25) This Regulation lays down a financial envelope, which is to constitute the prime reference amount, within the meaning of point 18 of the Interinstitutional Agreement of 16 December 2020 between the European Parliament, the Council of the European Union and the European Commission on budgetary discipline, on cooperation in budgetary matters and on sound financial management, as well as on new own resources, including a roadmap towards the introduction of new own resources22 , for the European Parliament and the Council during the annual budgetary procedure. Since the Programme is a new initiative that was not part of the Multiannual Financial Framework for 2021-2027, new financial resources should be deployed. Priority should be given to unallocated margins under the MFF ceilings or mobilized through the non-thematic MFF special instruments, in order to limit cuts to other Union programmes. _________________ 22 OJ L 433 I, 22.12.2020, p. 28.
Amendment 148 #
2022/0039(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) The Horizon Europe Programme will allocate a dedicated share of its Cluster 4 components to R&I activities related to development and validation of the secure connectivity system, including for the potential technologies that would be developed under New Space. The Neighbourhood, Development and International Cooperation Instrument (NDICI) will allocate a dedicated share of its Global Europe funds for activities related to the operation of the system and the worldwide provision of services that will allow to offer an array of services to international partners. The Union Space Programme will allocate a dedicated share of its GOVSATCOM component for the activities related to the development and completion of the GOVSATCOM Hub which will form part ofbe necessary for the ground infrastructure of the Secure Connectivity system. The funding stemming from these programmes should be implemented in accordance with the rules of these programmes. Since those rules may differ significantly from the rules under this Regulation, the need to achieve effectively the intended policy objectives should be taken into account when deciding to finance actions from both the allocated funds from Horizon Europe and NDICI and from the Union Secure Connectivity Programme.
Amendment 150 #
2022/0039(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) Due to its inherent implications on the security of the Union and its Member States, the Programme also shares objectives and principles with the European Defence Fund established by Regulation (EU) 2021/697 of the European Parliament and of the Council28 . Therefore, part of the funding from that Programme should be provided to fund the activities under this Programme, particularly the actions related to the deployment of its governmental infrastructure. _________________ 28 Regulation (EU) 2021/697 of the European Parliament and of the Council of 29 April 2021 establishing the European Defence Fund and repealing Regulation (EU) 2018/1092 (OJ L 170, 12.5.2021, p. 149).
Amendment 153 #
2022/0039(COD)
Proposal for a regulation
Recital 30 a (new)
Recital 30 a (new)
(30 a) In the context of the mid-term review of the Multiannual Financial Framework 2021-2027, a solid budgetary assessment of the initiative should be carried out in order to provide adequate resources to the Programme.
Amendment 158 #
2022/0039(COD)
Proposal for a regulation
Recital 40 a (new)
Recital 40 a (new)
(40 a) The results of the feasibility study for SMEs in the space industry “New Space Solutions for Long-term Availability of Reliable, Secure, Cost Effective Space Based Connectivity” are not yet available. The results of this study should be taken into account prior to the adoption of this legislative proposal and are crucial for the participation of SMEs in the secure connectivity initiative and its feasibility.
Amendment 159 #
2022/0039(COD)
Proposal for a regulation
Recital 40 b (new)
Recital 40 b (new)
(40 b) Union-wide initiatives, such as the secure connectivity initiative, are shaped by the broad participation of innovative small, medium and large enterprises from all over Europe. The innovative potential in the Union vastly lies in small and medium sized “New Space” undertakings.
Amendment 176 #
2022/0039(COD)
Proposal for a regulation
Recital 64
Recital 64
(64) In principle, the governmental services should be provided free of charge to users of the governmental services. If, after analysis, the Commission concludes that there is a shortage of capacities, it should be permitted, however a pricing policy could be developed ex ante in order to dprevelop a pricing policy as part of those detailed rules on the service provision in order to avoid a distortion of the marketnt distortions of the market and to apply in case of shortage of capacities. The Commission should be conferred with implementing powers to adopt such pricing policy. Those powers should be exercised in accordance with Regulation (EU) No 182/2011.
Amendment 179 #
2022/0039(COD)
Proposal for a regulation
Recital 71 a (new)
Recital 71 a (new)
(71 a) The Programme complements the existing Union Space Programme, by integrating and extending its objectives and actions to create a secure and space- based connectivity system for the Union. Therefore, in the future, this Programme should be integrated in the Union Space Programme.
Amendment 184 #
2022/0039(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 6
Article 2 – paragraph 1 – point 6
(6) ‘New Space industry’ means private companies,ecosystem’ means new business models where non-traditional space players, in particular small and medium- sized enterprises and start-ups that develop innovelative, market-driven space technologies and applications. Such ecosystem covers the whole space value chain, encompassing upstream, midstream and downstream segments;
Amendment 186 #
2022/0039(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 9 a (new)
Article 2 – paragraph 1 – point 9 a (new)
(9 a) ‘EU classified information’ means EU classified information as defined in Article 2(25) of Regulation (EU) 2021/696;
Amendment 188 #
2022/0039(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 9 b (new)
Article 2 – paragraph 1 – point 9 b (new)
(9 b) ‘sensitive non-classified information’ means sensitive non- classified information as defined in Article 2(26) of Regulation (EU) 2021/696.
Amendment 190 #
2022/0039(COD)
Proposal for a regulation
Article 3 – paragraph 1 – introductory part
Article 3 – paragraph 1 – introductory part
1. The general objective of the Programme is to establish a secure and autonomous space-based connectivity system for the provision of guaranteed and resilient satellite communication services, through the integration of the capacities of the GOVSATCOM component of the Union Space Programme, in particular to:
Amendment 193 #
2022/0039(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a
Article 3 – paragraph 1 – point a
(a) ensure the long-term availability of worldwide uninterrupted access to secure and cost-effective satellite governmental communication services to governmental users in accordance with paragraphs 1 to 3 of Article 7, which supports protection of critical infrastructures, surveillance, external actions, crisis management and applications that are critical for the economy, environment, security and defence, thereby increasing the resilience of Member States;
Amendment 198 #
2022/0039(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point b
Article 3 – paragraph 1 – point b
(b) allow forenable the provision of commercial services by the private sector in accordance with Article 7(4)or services offered to governmental users based on commercial infrastructure at market conditions by the private sector in line with applicable Union’s competition law.
Amendment 204 #
2022/0039(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a
Article 3 – paragraph 2 – point a
(a) improve the resilience of the Union communication services by developing, building and operating a multi-orbital connectivity infrastructure, continuously adapted to evolution of demand for satellite communications, while taking into accountbuilt on the exploitation of the existing and future assets and communication capacities of the Member States used in the frame of the GOVSATCOM component of the Union Space Programme established by Regulation (EU) 2021/69643 ; _________________ 43 Regulation (EU) 2021/696 of the European Parliament and of the Council of 28 April 2021 establishing the Union Space Programme and the European Union Agency for the Space Programme and repealing Regulations (EU) No 912/2010, (EU) No 1285/2013 and (EU) No 377/2014 and Decision No 541/2014/EU (OJ L 170, 12.5.2021, p. 69).
Amendment 213 #
2022/0039(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point d
Article 3 – paragraph 2 – point d
(d) incentivise the deployment of innovative and disruptive technologies, in particular by leveraging and new business models provided by the New Space industryecosystem; and
Amendment 230 #
2022/0039(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
2. The exploitation activities referred to in paragraph 1, point (d), shall begin progressively with the provision of a preliminary set of services by 2024. Those early services shall be improved through the gradual, based on the exploitation of the GOVSATCOM Hub infrastructure. Those early services shall be improved through the gradual scaling up of the GOVSATCOM Hub infrastructure. They may be further improved through the deployment of the space and ground infrastructure leading to full operational capability aimed by 2027.
Amendment 235 #
2022/0039(COD)
Proposal for a regulation
Article 4 – paragraph 3 a (new)
Article 4 – paragraph 3 a (new)
3 a. The Programme implementation, infrastructure, exploitation, services provision and maintenance shall be in line with the Union space traffic management legislation.
Amendment 236 #
2022/0039(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1 – introductory part
Article 5 – paragraph 2 – subparagraph 1 – introductory part
The governmental infrastructure of the secure connectivity system shall includebe built upon the GOVSATCOM Hub ground segment infrastructure as set out in Article 67 of Regulation (EU) 2021/696 and include progressively all the related ground and space assets which are required for the provision of the governmental services, as set out in Article 7(1), including the following assets:
Amendment 237 #
2022/0039(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1 – point e
Article 5 – paragraph 2 – subparagraph 1 – point e
Amendment 245 #
2022/0039(COD)
Proposal for a regulation
Article 5 – paragraph 4
Article 5 – paragraph 4
4. The commercial infrastructure referred to in paragraph 1 shall include all space and ground assets other than those being part of the governmental infrastructure. The commercial infrastructure, and any related risk, shall be entirely financed by the contractor referred to in Article 15(2).
Amendment 250 #
2022/0039(COD)
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
1. The Programme shall support an innovative and competitive Union space sector and stimulate the New Space industry in the Union, and in particular the initiatives and activities listed in Article 6 of Regulation (EU) 2021/696, including, where appropriate, support of commercial services.
Amendment 253 #
2022/0039(COD)
Proposal for a regulation
Article 6 – paragraph 2 – introductory part
Article 6 – paragraph 2 – introductory part
2. The Commission shall contribute to the activities referred to in paragraph 1stimulate the New Space ecosystem in the Union, by taking the following measures:
Amendment 258 #
2022/0039(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point b
Article 6 – paragraph 2 – point b
(b) require that the contractor referred to in Article 15(2) provides a plan onto maximise the integration of start-ups and SMEs from across the Union in the activities under the contracts referred to in Article 15;
Amendment 266 #
2022/0039(COD)
Proposal for a regulation
Article 7 – paragraph 1
Article 7 – paragraph 1
1. The provision of governmental services shall be ensured as laid down in the service portfolio referred to in paragraph 3 and in accordance with the operational requirements set out in in paragraph 2services portfolio shall consist at least of the following categories of services: (a) services offered to governmental users based on the governmental infrastructure; (b) services offered to governmental users based on the commercial infrastructure; (c) quantum communication services. These categories complement the portfolio of GOVSATCOM services referred to in Article 63(3) of Regulation (EU) 2021/696.
Amendment 272 #
2022/0039(COD)
Proposal for a regulation
Article 7 – paragraph 4
Article 7 – paragraph 4
4. The provision of commercial services shall be financed entirely by the contractor referred to in Article 15(2). The terms and conditions for the provision of commercial services shall be determined in the contracts referred to in Article 15. They shall in particular specify how the Commission will assess and approve the provision of commercial services to ensure that the Union’s essential interests and the Programme’s general and specific objectives referred to in Article 3 are preserved. They shall also include adequate safeguards to prevent distortions of competition in the provision of commercial services, to avoid any conflict of interest, undue discrimination and any other hidden indirect advantages to the contractor referred to in Article 15(2). Such safeguards mayshall include the obligation of accounting separation between the provision of governmental services and the provision of commercial services, including the setting up of a structurally and legally separate entity from the vertically integrated operator for the provision of governmental services, and the provision of open, fair and non- discriminatory access to infrastructure necessary for the provision of commercial services.
Amendment 278 #
2022/0039(COD)
Proposal for a regulation
Article 8 – paragraph 4 – subparagraph 2
Article 8 – paragraph 4 – subparagraph 2
By determining this pricing policy, the Commission shall ensure that the provision of the governmental services does not distort competition, that there is no shortage of the governmental services and that the price identified will not result in an overcompensation of the beneficiarcontractor. Any revenue from the pricing policy shall be used to increase capacity of the secure connectivity system or to procure additional capacity.
Amendment 290 #
2022/0039(COD)
Proposal for a regulation
Article 11 – paragraph 1 – subparagraph 1
Article 11 – paragraph 1 – subparagraph 1
The financial envelope for the implementation of the Programme for the period from 1 January 2023 to 31 December 2027 and for covering the associated risks shall be EUR 1,600 billion in current prices. This amount shall be drawn primarily from unallocated margins under the MFF 2021-2027 ceilings or mobilized through the non- thematic MFF special instruments.
Amendment 295 #
2022/0039(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. The Programme shall be complemented by funding implemented under the Horizon Europe Programme, the Union Space Programme and the Neighbourhood, Development and International Cooperation Instrument (NDICI) for a maximum indicative amount of EUR 0,430 billion, EUR 0,220 billion and EUR 0,150 billion respectively. This funding shall be implemented in accordance with Regulation (EU) No 2021/695, Regulation (EU) No 2021/696 and Regulation (EU) No. 2021/947 respectively, and with full respect for their objectives, criteria and implementation modalities.
Amendment 298 #
2022/0039(COD)
Proposal for a regulation
Article 11 – paragraph 3 a (new)
Article 11 – paragraph 3 a (new)
3 a. The amount referred to in paragraph 1 may not be used to cover any risk related to the commercial infrastructure.
Amendment 322 #
2022/0039(COD)
Proposal for a regulation
Article 17 – paragraph 2 – point a
Article 17 – paragraph 2 – point a
(a) to promote in all Member States throughout the Union and throughout the supply chain, the widest and most open participation possible by economic operators, in particular start-ups, new entrants and SMEs, including in the case of sub-contracting by the tendererors, by requiring, where appropriate, a minimum number of operators established in different Member States;
Amendment 335 #
2022/0039(COD)
Proposal for a regulation
Article 18 – paragraph 1 a (new)
Article 18 – paragraph 1 a (new)
1 a. For contracts above EUR 10 million, the contracting authority shall ensure that at least 30 % of the value of the contract is subcontracted by competitive tendering at various levels of subcontracting to companies outside the group of the prime tenderer, particularly in order to enable the cross-border participation of SMEs.
Amendment 350 #
2022/0039(COD)
Proposal for a regulation
Article 24 – paragraph 2 – introductory part
Article 24 – paragraph 2 – introductory part
2. The Commission mayshall entrust, by means of one or more contribution agreements, the following tasks to the Agency:
Amendment 351 #
2022/0039(COD)
Proposal for a regulation
Article 24 – paragraph 2 – point a
Article 24 – paragraph 2 – point a
(a) management of the operation of the governmental infrastructure of the Programme;
Amendment 355 #
2022/0039(COD)
Proposal for a regulation
Article 24 – paragraph 2 – point c
Article 24 – paragraph 2 – point c
(c) provision of the governmental services, in particular through the GOVSATCOM Hub;
Amendment 359 #
2022/0039(COD)
Proposal for a regulation
Article 24 – paragraph 4
Article 24 – paragraph 4
4. Where activities are entrusted to the Agency, appropriate financial, human and administrative resources shall be ensured for their implementation. For this purpose, the Commission mayshall allocate part of the budget for the activities entrusted to the Agency for the funding of human resources necessary for their implementation.
Amendment 383 #
2022/0039(COD)
Proposal for a regulation
Article 39 – paragraph 2 – subparagraph 1 – point b a (new)
Article 39 – paragraph 2 – subparagraph 1 – point b a (new)
(b a) the participation and leveraging of New Space, especially start-ups and SMEs, across the Union.
Amendment 385 #
2022/0039(COD)
Proposal for a regulation
Article 39 – paragraph 3
Article 39 – paragraph 3
3. The evaluation of the Programme shall take into consideration the results of the evaluation of the GOVSATCOM component of the Union Space Programme, carried out in accordance with Article 102 of Regulation (EU) 2021/696. If the Commission considers it appropriate, in view of the overall coherence of the Union space sector and in line with the Interinstitutional Agreement on Better Law-Making, the evaluation shall be accompanied by an appropriate proposal to integrate this Programme into the Union Space Programme.
Amendment 400 #
2022/0039(COD)
Proposal for a regulation
Annex I – paragraph 1 – subparagraph 5 – introductory part
Annex I – paragraph 1 – subparagraph 5 – introductory part
Specific objective 4: Incentivise the development of innovative and disruptive technologies, in particular by leveraging the New Space industryecosystem.
Amendment 402 #
2022/0039(COD)
Proposal for a regulation
Annex I – paragraph 1 – subparagraph 5 – subparagraph 1
Annex I – paragraph 1 – subparagraph 5 – subparagraph 1
Indicator 1: Number of start-up, SME and midcap companies participating in the development of the infrastructure and total value of the contracts allocated to them by their prime tenders
Amendment 16 #
2021/2251(INI)
Draft opinion
Recital B
Recital B
B. whereas the RRF created an unprecedented structure adapted to addressing the complex effects of the COVID-19 pandemic on economy, society and institutions and is positively contributing to the EU’s recovery and resilience, including economic growth, cohesion, jobs, productivity, competitiveness, research, development and innovation, and a well-functioning internal market with robust small and medium enterprises SMEs;
Amendment 35 #
2021/2251(INI)
Draft opinion
Recital C a (new)
Recital C a (new)
C a. whereas a large number of reforms and investments aim to improve territorial infrastructure and services provided at local level; whereas these measures can also boost the local economy, national competitiveness and institutional resilience;
Amendment 41 #
2021/2251(INI)
Draft opinion
Recital C b (new)
Recital C b (new)
C b. whereas the importance of local and regional involvement in implementing the national recovery and resilience plans (NRRPs); whereas local and regional authorities are responsible for one third of all public expenditure and more than half of public investment in the EU1a, a large portion of which is in policy areas that are key for the RRF; _________________ 1a OECD, Key data on Local and Regional Governments in the European Union (brochure), 2018. Available at: https://www.oecd.org/regional/EU-Local- government-key-data.pdf
Amendment 49 #
2021/2251(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Highlights that the COVID-19 crisis has already left many people jobless or in precarious employmentunemployed and young people are particularly affected by the COVID-19 crisis in terms of employment, education, training and mental well-being; calls on the Commission and Member States to fight against youth unemployment and to ensure that young people, especially those not in employment, education or training (NEETs), receive adequate, pairemunerated and quality first working experience;
Amendment 55 #
2021/2251(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Welcomes the Recovery and Resilience Facility (RRF) as an ambitious and timely tool to enable the EU to emerge stronger from the COVID-19 crisis. Supports the European Commission's view that most Member States have satisfactory drawing up the (NRRPs) in a short space of time;
Amendment 59 #
2021/2251(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Emphasizes that in several Member States the NRRPs are only part of broader national recovery plans, and points to the need for more exchange of best practices between Member States and a comprehensive approach at European level, in order to overcome the crisis and make the EU economy more robust, resilient and competitive for the future;
Amendment 75 #
2021/2251(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Stresses Member States should focus on reforms and investments to support job creation, and the transition to new sectors and occupations, to boost competitiveness and improve the performance, functioning and resilience of the labour markets. Special attention should be given to horizontal upskilling programmes in digital skills, green skills and especially financial literacy;
Amendment 80 #
2021/2251(INI)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
Amendment 86 #
2021/2251(INI)
Draft opinion
Paragraph 2 c (new)
Paragraph 2 c (new)
2 c. Welcomes that over a third of measures and around two thirds of the expenditure linked to the effectiveness of public administration and to business and public service continuity relate to the digital transformation1d; Highlights that the measures to enhance civil service diminish regulatory and administrative burdens, improve public procurement procedures and contribute to the effectiveness of the public administration; _________________ 1d Report from the Commission to the European Parliament and the Council on the implementation of the Recovery and Resilience Facility.
Amendment 90 #
2021/2251(INI)
2 d. Emphasizes that 10 NRRPs contain measures to improve the training development and work conditions of civil servants by facilitating flexible working arrangements, implementing a better pay system in the public service and the modernisation of recruitment processes and notably the effectiveness of the judicial systems are found in 13 NRRPs;
Amendment 91 #
2021/2251(INI)
Draft opinion
Paragraph 2 e (new)
Paragraph 2 e (new)
2 e. Calls for clear coordination between the NRRPs and the ESIF programmes, as this is mandatory in accordance with Article 17 of the RRF Regulation; therefore calls on the Commission to draw attention to this in the agreements concluded with the Member States on the NRRPs. The synergies between the NRRPs and the ESIF programmes should also be part of the Commission's annual reports on the implementation of the RRF and of the scrutiny by the European Parliament;
Amendment 93 #
2021/2251(INI)
Draft opinion
Paragraph 2 f (new)
Paragraph 2 f (new)
2 f. Calls for coordination with the other programmes funded by NextGenEU (e.g. REACT-EU) and for the alignment between the seven existing and new programmes funded by NextGenEU concerning ambitions for a green and digital transition and effective implementation by local and regional authorities of the recovery programmes;
Amendment 95 #
2021/2251(INI)
Draft opinion
Paragraph 2 g (new)
Paragraph 2 g (new)
2 g. Invites the European Commission to actively support local and regional authorities that have experienced problems while absorbing EU funds in the past, in addressing these problems, so that the NRRP scan be successfully implemented across the European Union;
Amendment 96 #
2021/2251(INI)
Draft opinion
Paragraph 2 h (new)
Paragraph 2 h (new)
2 h. Calls on the Member States to focus on a more decentralized approach in order to tackle possible territorial differences, both in terms of challenges and opportunities. Believes that, in this way, NRRPs could be more efficient; Points out that regions that were already lagging behind in their development before the outbreak of the pandemic are at risk of an even greater development gap, in employment, educational attainment, business support, digitalisation, mobility or other key policy areas;
Amendment 98 #
2021/2251(INI)
Draft opinion
Paragraph 2 i (new)
Paragraph 2 i (new)
2 i. Emphasizes that apprenticeships and remunerated traineeships, including strong training components, in particular for young people, contribute to labour market transitions, notably towards activities contributing to climate and environmental objectives, and sectors facing particular skills shortages. Increasing adult participation in lifelong learning should be promoted to meet upskilling and reskilling needs, inter alia by empowering individuals to seek training that is tailored to their needs and via short, quality-assured courses on skills for the green transition;
Amendment 109 #
2021/2251(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Commission and the Member States to support legislative and policy initiatives aimed at reducing inequalities and promoting decent working conditions for all, with a particular focus on telework, the right to disconnect, mental well-being at work, occupational health and safety, ensuring quality jobs for essential workers, and strengthenpromoting the role of the social partners and collective bargaining; calls in this regard for the swift adoption of the directives on improving working conditions in platform work and on adequate minimum wages in the European Union;
Amendment 126 #
2021/2251(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Welcomes the creation and publication of the Recovery and Resilience Scoreboard., and should be further developed; asks the European Commission to ensure the "territorial dimension" and to ensure the role of local and regional authorities is properly reflected in the biannual scoreboard, without leading to excessive administrative burden for the relevant authorities;
Amendment 3 #
2021/2156(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Notes that, by the end of 2020, the Programme reached pivotal milestones in term of Programme implementation with almost all its resources committed for the Programme activities and at least 60% of the Programme completed;
Amendment 7 #
2021/2156(DEC)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Welcomes that the Undertaking’s projects are progressing towards their demonstration in 2022-2023 paving the way for Europe’s rail joint undertaking research and innovation activities;
Amendment 10 #
2021/2156(DEC)
5 c. Salutes the continued contribution of the Undertaking to the goals of the European Green Deal;
Amendment 12 #
2021/2156(DEC)
Draft opinion
Paragraph 5 d (new)
Paragraph 5 d (new)
5 d. Commends the mitigation measures taken by the Undertaking to limit delays in the projects following the Covid-19 crisis;
Amendment 3 #
2021/2155(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Notes that the Commission provided funds to the Undertaking from the Seventh Framework Programme and the Horizon 2020, as well as from the Trans-European Transport Network (TEN-T) under the Multiannual Financial Framework 2007-2013 and from the Connecting Europe Facility (CEF) under the Multiannual Financial Framework 2014-2020;
Amendment 5 #
2021/2155(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Reiterates the central role the Undertaking plays in driving and coordinating air traffic management innovation in the Union;
Amendment 6 #
2021/2155(DEC)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Commends the preparatory work accomplished by the Undertaking to pave the way for SESAR 3 and the future of air traffic management research;
Amendment 7 #
2021/2155(DEC)
Draft opinion
Paragraph 6 d (new)
Paragraph 6 d (new)
6 d. Welcomes the Undertaking’s outreach activities, in particular the organisation by SESAR Digital Academy of numerous webinars to present its achievements;
Amendment 8 #
2021/2155(DEC)
Draft opinion
Paragraph 6 e (new)
Paragraph 6 e (new)
6 e. Welcomes that the Internal Audit Service auditors concluded that, overall, the internal controls put in place by the Undertaking for the implementation of grant agreements under Horizon 2020 are adequately designed and efficiently and effectively implemented; takes note with satisfaction that there were no ‘critical’ or ‘very important’ recommendations;
Amendment 9 #
2021/2155(DEC)
Draft opinion
Paragraph 6 f (new)
Paragraph 6 f (new)
6 f. Welcomes the fact that the Undertaking was not subject to an investigation led by the European Anti- Fraud Office (OLAF) in 2020;
Amendment 2 #
2021/2149(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Welcomes the fact that the Undertaking participates in a total of 1887 funded projects including 29 % SMEs (555 participations), 22 % IND (411 participations), 24 % UNI (459 participations), 25 % RES (461 participations);
Amendment 3 #
2021/2149(DEC)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Salutes the Undertaking’s continuous contribution to improving the environmental impact of aeronautical technologies as well as to developing a strong and globally competitive aeronautical industry and supply chain in Europe;
Amendment 4 #
2021/2149(DEC)
Draft opinion
Paragraph 5 c (new)
Paragraph 5 c (new)
5 c. Notes that the Internal Audit Officer (IAO) confirmed to the Governing Board its organisational independence according to the IIA standards although it highlighted a potential lack of objectivity for some specific activities and processes of the Undertaking, for which the IAO took over direct operational responsibility; notes however that these processes of the Undertaking were fully covered by other auditors through assurance audits or through risk assessment;
Amendment 5 #
2021/2149(DEC)
Draft opinion
Paragraph 5 d (new)
Paragraph 5 d (new)
5 d. Welcomes that the Undertaking established its specific Clean Sky 2 Antifraud Strategy and action plan in 2020; takes note that two alleged fraud cases, which had been notified to OLAF in 2018, and on which OLAF opened investigations, are still on-going; notes with satisfaction that no new case has been reported to OLAF by Clean Sky 2 during 2020;
Amendment 10 #
2021/2136(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Salutes the efforts of the agency to tackle the effect of the Covid-19 crisis for the railway sector, in particular by drafting guidance documents and EU Covid-19 roadmaps for public transport by rail;
Amendment 11 #
2021/2136(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Salutes that the Agency did good use of the funds made available by cancellations of missions abroad to ensure the continuity of its tasks; regrets however the budget constraints under which the Agency has to operate;
Amendment 15 #
2021/2136(DEC)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Salutes the Agency’s effective maintenance of the One-Stop Shop (OSS) and the advancements made to develop ERTMS long-term evolution, through for instance the issuance of its ERTMS Opinion service pack 3 on the handling of change requests;
Amendment 16 #
2021/2136(DEC)
Draft opinion
Paragraph 6 d (new)
Paragraph 6 d (new)
6 d. Notes that the Management Board of the Agency strongly recommends to the Budget Authority to dedicate sufficient resources to the EU, Agency for Railways, in line with the expected prioritisation of tasks; supports this request, in particular when it comes to the Human resources necessary to implement the 4th Railway package;
Amendment 17 #
2021/2136(DEC)
6 e. Welcomes the Agency’s work on establishing a multi-annual planning for the revision of the complete Technical Specifications for Interoperability (TSI) package by 2022;
Amendment 18 #
2021/2136(DEC)
Draft opinion
Paragraph 6 f (new)
Paragraph 6 f (new)
6 f. Notes that 2020 was an important milestone for the 4th Railway Package implementation, with the transition milestone of 16 June 2020 finally moved to the end of October 2020, marking the moment by which all Member States have transposed the technical pillar;
Amendment 19 #
2021/2136(DEC)
Draft opinion
Paragraph 6 g (new)
Paragraph 6 g (new)
Amendment 20 #
2021/2136(DEC)
Draft opinion
Paragraph 6 h (new)
Paragraph 6 h (new)
6 h. Calls for the expansion of high- speed rail lines in the main rail freight corridors and the timely completion of the TEN-T core network by 2030 and closure of remaining missing links in cross- border infrastructure;
Amendment 5 #
2021/2134(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Welcomes the rapid expansion of the Copernicus Maritime Surveillance Services, both in terms of the number of organisations served and earth surveillance products delivered;
Amendment 9 #
2021/2134(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Welcomes that for the second year in a row, EMSA gathered data on the CO2 emissions from ships of over 5000 GT operating in EU waters and made this information public in June 2020 for 12000 ships thanks to the THETIS-MRV system managed by the Agency;
Amendment 13 #
2021/2134(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Salutes the Agency’s quick adaptation to the Covid-19 crisis and the fact that it was able to continue providing its stakeholders with the range and quality of services they expect;
Amendment 15 #
2021/2134(DEC)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Calls on the Agency to further strengthen its cooperation with EFCA and Frontex on coast guard functions, in particular through the further reinforcement of EMSA Integrated Maritime Services offered by the Agency to EFCA and continuation of RPAS services offered to Frontex;
Amendment 3 #
2021/2121(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Takes note that, due to Brexit, the Agency had to take back the oversight of 129 third country organisations that were previously outsourced to the UK Civilian Aviation Authority;
Amendment 5 #
2021/2121(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Salutes the work the Agency performed on the project for the B737 Max European return to service demonstrating strong leadership and resilience;
Amendment 6 #
2021/2121(DEC)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Salutes the Agency's swift response to the COVID situation that provided the basis for a clear and harmonised approach across Europe: publication of the Aviation Health Safety Protocol together with the European Centre for Disease Control and Prevention and Control (ECDC), launch of a charter programme with airlines and aerodromes operators to monitor the implementation of the Protocol, initiation of the Return to Normal Operations (RNO) project and creation of the Covid- 19 Safety Risk Portfolio;
Amendment 7 #
2021/2121(DEC)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Takes note that the COVID-19 impacted heavily Agency’s ability to progress on international activities, in particular for technical assistance projects, due to the extended travel restrictions, availability of international counterparts/stakeholders and social distancing;
Amendment 12 #
2021/2121(DEC)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Welcomes steps taken by the Agency to achieve gender balance, such as encouragement of female applications during selection procedures, offering favourable working conditions and flexible arrangements linked to maternity;
Amendment 1 #
2021/2106(DEC)
Draft opinion
Paragraph 4
Paragraph 4
4. Notes that, at the end of 2020, Innovation and Networks Executive Agency under Horizon 2020 Transport had a portfolio of 291 ongoing R&I implementation activities in the transport area for EUR 1,9 billion; to contribute to the achievement of a resilient, environmentally friendly and affordable European transport system; calls for the creation of incentives for further massive investments in technological development for the Union to become a technological leader in the green and digital innovations in energy and related sectors, and propulsion technologies in transport, calls on the Commission to establish Union-level governance to provide for faster standardisation, harmonisation and investment into technological measures.
Amendment 3 #
2021/2106(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Welcomes the progress of the Horizon Europe to prepare for the launch of new EU partnerships in areas such as clean hydrogen, batteries, clean aviation, rail, connected and automated mobility, zero-emission road and waterborne transport, in particular for the Work Programme 2021-2022;
Amendment 4 #
2021/2106(DEC)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4 b. Notes that in 2020, several Research and Innovation activities under Horizon 2020 took place to support innovation in smart and sustainable mobility and to advance the progress in digitalisation and automation of aviation and rail through the SESAR and Shift2Rail Joint Undertakings;
Amendment 5 #
2021/2106(DEC)
Draft opinion
Paragraph 4 c (new)
Paragraph 4 c (new)
4 c. Notes with regret that current modal split of inland freight transport in EU is highly disproportional, e.g. 76.3 % for road freight transport, followed by rail and inland waterway transport (17.6 % and 6.1 % respectively); calls for further actions to create incentives and intensify investments in railway and inland waterway transport and its harmonisation and standardisation to achieve more competitive, climate-resilient and affordable transport system of the future;
Amendment 7 #
2021/2106(DEC)
Draft opinion
Paragraph 5
Paragraph 5
5. Welcomes the fact that, in 2020, the 2019 multi annual call for proposals under the Connecting Europe Facility (CEF) was successfully completed, selecting 125 projects with an overall contribution of more than EUR 2 billion; notes that more than 90% of the CEF contribution was allocated to projects expected to address climate related objectives and in particular railway, inland waterways and maritime ports infrastructures and deployment of alternative fuels infrastructure;
Amendment 9 #
2021/2106(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Is convinced that the work on the modernisation of the railway sector is contributing both to the objectives of A Europe fit for the digital age and of the European Green Deal; welcomes in this regard the fact that in 2020 twelve actions related to European Rail Traffic Management System (ERTMS) were supported, under both the 2019 MAP call and the CEF Transport Blending Facility in order to improve interoperability, sustainability and security of railway transport; regrets however that currently roughly 30 national signalling systems exist across the Union; it is therefore necessary to foster the cooperation between European Commission, Member States, Infrastructure Managers and Railway Undertakings while improving funding opportunities to incentivise investments in ERTMS;
Amendment 14 #
2021/2106(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Regrets the low implementation rate of CEF during the 2014-2020 period: calls on Member States to significantly speed up investments to deliver the European Green Deal objectives, and on the Commission to step up its monitoring in view of the urgent need for infrastructure investment in order to facilitate a swift recovery from the Covid- 19 crisis; is concerned that a significant under- execution of payments for transport infrastructure financed by the Cohesion Fund contribution to CEF for 2021 is expected, and that implementation delays and decommitment of funds might occur;
Amendment 18 #
2021/2106(DEC)
Draft opinion
Paragraph 7
Paragraph 7
7. Welcomes the positive evaluation of the Trans-European Transport Network (TEN-T) policy progress and the agreement on the Streamlining Directive, which will play a key role in accelerating pre-identified cross-border projects on the core network; notes however that there are bottlenecks along the corridors where more focus is needed to guarantee connectivity and cohesion across the Union and the timely completion of the core network by 2030; is concerned that phased and new projects along the TEN-T network are at risk due delays insuch as Struma Motorway (Bulgaria), Albert Canal (Belgium), E75 railway line, Czyzew-Bialystok (Poland), the West Link - Kvarnberget railway tunnel (Sweden), Lefkosia South Orbital Motorway (Cyprus) are at risk due delays in the implementation of the 2014-2020 period and the adoption of partnership agreements and cohesion programmes for the 2021- 2027 period; commends the progress achieved by the Commission implementing the Action Plan on military mobility and defining the dual - military and the TEN-T - uses requirements, following the modification of the military requirements, agreed by the Member States;
Amendment 21 #
2021/2106(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Regrets that poor planning, diverging priorities and procedures of the Member States impact the pace of implementation of cross-border transport projects; calls, therefore for the fast adoption of the European Cross-Border Mechanism; calls also for initiation of a legislation to further reduce administrative burden and increase efficiency in transport services;
Amendment 24 #
2021/2106(DEC)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Is concerned that the price hike in construction and raw materials change the total budget for many projects and could lead to underbudgeting, missed milestones, impossible implementations and therefore undermines the TEN-T core network completion;
Amendment 25 #
2021/2106(DEC)
Draft opinion
Paragraph 7 c (new)
Paragraph 7 c (new)
7 c. Welcomes the fact that EU reaffirms road safety policy as a long- term strategic goal of the Union and welcomes the adoption of the Stockholm Declaration on Road Safety in February 2020; points out that investments in existing infrastructure and the construction of new infrastructure are essential elements in improving road safety in different EU regions and therefore contribute to the goal of reducing deaths and serious injuries by 50% by 2030;
Amendment 27 #
2021/2106(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Stresses that the COVID-19 pandemic placed transport and tourism in Union under an unprecedented pressure and welcomes the Commission’s efforts to provide relief to the sectors and financing using the Coronavirus Response Investment Initiatives (CRII and CRII+), CEF, RRF, Cohesion Fund, InvestEU, ERDF; welcomes in this regard the Commission’s initiatives such as the green lanes to ensure that freight vehicles are moving freely across the Union, the temporary relief on airport slots and the platform Re-open EU; regrets however that the lack of coordination between the Member States and the individual measures to prevent the spread of COVID-19 do not facilitate the recovery of transport and tourism sectors;
Amendment 1 #
2021/2077(INI)
Draft opinion
Citation 1
Citation 1
— having regard to Directive (EU) 2018/844 of the European Parliament and of the Council of 30 May 2018 amending Directive 2010/31/EU on the energy performance of buildings, and its potential review, as well as Directive 2012/27/EU on energy efficiency1 , _________________ 1 OJ L 156, 19.6.2018, p. 75.
Amendment 2 #
2021/2077(INI)
Draft opinion
Citation 1 a (new)
Citation 1 a (new)
— having regard to the recently published ‘Fit for 55 package’,
Amendment 4 #
2021/2077(INI)
Draft opinion
Citation 7 a (new)
Citation 7 a (new)
— Whereas electric vehicles (EV) constitute an important component of a clean energy transition based on energy efficiency measures, alternative fuels, renewable energy and innovative solutions for the management of energy flexibility;
Amendment 5 #
2021/2077(INI)
Draft opinion
Citation 7 b (new)
Citation 7 b (new)
— Whereas the Energy Performance of Buildings Directive (EPBD) complements the Alternative Fuels Infrastructure Directive by providing legal basis for the deployment of recharging points in residential and non- residential buildings; whereas with the majority of recharging highly likely to happen in private and in publicly accessible non-residential sites, the EPBD is the only law at European level to support the smart, private recharging;
Amendment 6 #
2021/2077(INI)
Draft opinion
Citation 7 c (new)
Citation 7 c (new)
— Whereas a critical analysis of the implementation of the existing provisions of the EPBD contrasted with the EU's increased climate ambitions for 2030 and 2050, should serve as a reference point for the future revision of EPBD, proposal of which is expected to be published by the end of 2021 (Q4 2021);
Amendment 7 #
2021/2077(INI)
Draft opinion
Citation 7 d (new)
Citation 7 d (new)
— Whereas the existing private chargers have different applications and technical requirements than public charging points as they are supplied with lower power and are used for longer charging periods, they remain the most affordable type of charging method;
Amendment 8 #
2021/2077(INI)
Draft opinion
Citation 7 e (new)
Citation 7 e (new)
— Whereas all new cars and vans will have to reduce their greenhouse gas emissions by 2035, and whereas the EPBD would need to reflect upon requirements for the installation of a minimum number of recharging points in parking spaces in buildings by mandating the deployment of adequate pre-cabling for EV charging by that date; whereas from 2025, Member States shall set requirements to define a minimum requirement of recharging points for all non-residential buildings, both public and private, with more than twenty parking spaces according to national conditions;
Amendment 11 #
2021/2077(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Welcomes the recognition of the importance of the pre-cabling infrastructure requirements in new residential and non-residential buildings as one of the conditions for the rapid deployment of recharging points; calls upon the European Commission to stream importance of such requirements in the National Policy Frameworks (NFPs);
Amendment 14 #
2021/2077(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Stresses that the availability of the charging points is one of the incentives for a private owner to opt for an electro- mobility solution; notes however that the existing EPBD is only setting the ducting infrastructure requirements for new residential buildings and residential buildings undergoing major renovation, with more than ten parking spaces; points out that the Directive provides for an opt out in case the cost of the recharging and ducting installations exceeds 7 % of the total cost of the major renovation of the building; calls upon the Commission in cooperation with Member States to examine through a cost analysis possible ways to encourage developers to foresee the adequate infrastructure for the EVs users;
Amendment 18 #
2021/2077(INI)
Draft opinion
Paragraph 1 c (new)
Paragraph 1 c (new)
1 c. Welcomes the recognition of the importance of the measures facilitating the deployment of recharging infrastructure by addressing barriers such as split incentives and administrative burdens;
Amendment 20 #
2021/2077(INI)
Draft opinion
Paragraph 1 d (new)
Paragraph 1 d (new)
1 d. Notes that the existing EPBD requires from the Member States to facilitate the deployment of recharging points in new and renovated buildings under certain conditions; notes that consumer-friendly and cost effective provisions, focusing on installation of recharging points for electric vehicles in shared garage of multi-dwelling buildings would incentivise smart and efficient infrastructure planning and permitting;
Amendment 24 #
2021/2077(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Underlines the notion that recharging electric vehicles in residential and officenon-residential buildings needs to complement publicly accessible recharging infrastructure;
Amendment 38 #
2021/2077(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Underlines the fact that European SMEs, also from the transport and tourism sectors, will play an essential role in the ‘Renovation Wave’; stresses in this regard the need for the EU to focus on the workforce shortages and EU wide incentives in order to create a skilled Europe’s labour force able to cope with ambitious climate targets;
Amendment 51 #
2021/2077(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Encourages Member States to explore possible measures, such as tax relief, the adoption of effective bank loans systems and other solutions in order to support private users and SMEs in deploying smart, private recharging points;
Amendment 54 #
2021/2077(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Stresses the importance of the financial support for the deployment of smart, private recharging infrastructure for SMEs willing to transform their fleet of light-duty cars into electric cars;
Amendment 55 #
2021/2077(INI)
Draft opinion
Paragraph 5 c (new)
Paragraph 5 c (new)
5 c. Notes the importance to identify shortcomings in the implementation of the existing EPBD, the revision of which should foster provisions to further encourage and facilitate the deployment of private and public charging infrastructure in residential and non- residential buildings;
Amendment 10 #
2021/2075(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Recognises the key role of urban mobility, in particular public transport, in local economy and in environmentally sustainable post-COVID-19 recovery. It also emphasises the need to decrease significant external costs of transport in urban areas linked to the current model of mobility.
Amendment 26 #
2021/2075(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Stresses the need for local authorities to adapt and reengineer public transport and infrastructure in order to ensure safe, healthymart, user-friendly, affordable and environmentally sustainable commuting options and to complement public transport with. Increasing the share of clean vehicles in the public transport fleets is key for reducing carbon emissions as well as improving air quality in cities. Public transport needs to be further complement by safe, competitive and affordable on-demand and shared transport services and smart parking;
Amendment 81 #
2021/2075(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Emphasizes that Cohesion Policy can provide decisive support to urban areas that aim to develop inclusive and fair smart-city initiatives. It can help them fulfil the stringent conditions necessary to seize the potential of both AI and the smart-city model (for instance, by improving administrative capacity and digital skills); Cohesion Policy should also encourage a shift from experimentation to scaling-up smart-city initiatives with funding and related support;
Amendment 87 #
2021/2075(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Calls on the Commission to provide Member States with all the necessary guiding materials, differentiating between cities/regions based on their level of digitalisation and to facilitate access to funds for making alternative and sustainable mobility more attractive both for public authorities and the citizens;
Amendment 107 #
2021/2075(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Stresses the need to properly coordinate the different EU initiatives and the different visions and strategies of smart cities within the Urban Agenda; believes that in order to increase the coherence and visibility of the objectives of these strategies, the European Parliament could collaborate closely with the Committee of the Regions;
Amendment 111 #
2021/2075(INI)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Calls on the Member States to mobilise Digital Innovation Hubs, as these have a key role to play in supporting urban authorities in rolling out effective smart-city strategies, in particular, the AI should address the specific needs of public authorities in designing the new mobility and transportation models;
Amendment 114 #
2021/2075(INI)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Believes that all future measures must be science-based, technologically neutral and they should follow comprehensive impact assessments that take into account the economic, environmental and social consequences;
Amendment 10 #
2021/2046(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Stresses the need for ambitious policies to reduce transport’s reliance on fossil fuels without delayAcknowledges transport’s reliance on fossil fuels and stresses the need for ambitious policies to decarbonise all transport modes; calls on the Commission and Member States to adopt and implement a coherent long-term strategy for the transition towards a sustainable transport system, and to design a stable regulatory framework to ensure predictability for stakeholders, businesses, SMEs as well as citizens;
Amendment 16 #
2021/2046(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Points out the essential role played by transport in safeguarding the well- being and strengthening the competitiveness of the EU single market, while ensuring the free movement of people and goods within EU internal borders;
Amendment 18 #
2021/2046(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Reiterates the importance to base the policy measures set out in the Sustainable and Smart Mobility Strategy on comprehensive impact assessments that take into account economic, environmental and social consequences as well as the diverse mobility needs of users;
Amendment 22 #
2021/2046(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Believes that the challenges ahead are also, especially in the aftermath of the COVID- 19 pandemic, are an opportunity for the Union industrial leadership in clean technologies such as gaseous fuels, batteries or hydrogen, as well as in the related industrial ecosystems, for boosting jobs and supporting strategic value chains; stresses the need to avoid dependence from external suppliers in strategic sectors to achieve the strategic autonomy of our Union; welcomes the new European partnerships under Horizon Europe related to mobility; and the EU strategy for critical raw materials
Amendment 24 #
2021/2046(INI)
Motion for a resolution
Recital A
Recital A
A. whereas the Green Deal outlines that the transport sector needs to cut at least 90 % of its emissions by 2050, while at the same time transport needs to be kept affordable and the industry competitive at least at current levels;
Amendment 26 #
2021/2046(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas the results of the assessment of the impact of a provision in the context of Mobility Package I, published on 18 February 2021 by the European Commission show that the provision of regular return of the vehicle to the Member State of establishment every eight weeks will result in up to 2,9 million tonnes of additional CO2 emissions in 2023, representing an increase of 4,6% on the international road freight emissions in 2023.1а _________________ 1аAssessment of the impact of a provision in the context of the revision of Regulation (EC) No 1071/2009 and Regulation (EC) No 1072/2009 Final Report, Study contract no. MOVE/C1/SER/2050-557/SI2.830443 https://op.europa.eu/en/publication- detail/-/publication/b35587b8-72a1-11eb- 9ac9-01aa75ed71a1
Amendment 34 #
2021/2046(INI)
Motion for a resolution
Recital B
Recital B
B. whereas the White Paper ‘Roadmap to a Single European Transport Area’ identified the main shortcomichallenges of mobility in the Union already in 2011, most of which are still present today;
Amendment 35 #
2021/2046(INI)
Motion for a resolution
Recital C
Recital C
C. whereas transport is the only major economic sector in the Union where greenhouse gas emissions have increased since 1990, and even with the measures currently planned, emission levels will remain above 1990 levels in 2030; whereas inland freight transport could increase by over 50 % between now and 2050;he fuel efficiency of transport increased considerably over the last decades while the Euro class regulation successfully decreased road borne pollutants at the same time; Transport got safer for all Europeans and due to deregulation and technological progress all Europeans could afford to increase their mobility. The backside of this positive development was an overall increase of CO2 emissions from the sector, which needs to be addressed until 2050 while at the same time the achievements and benefits for our Citizens have to be safeguarded.
Amendment 41 #
2021/2046(INI)
Motion for a resolution
Recital D
Recital D
D. whereas the decarbonisation of transport will only reduce the Union’s dependence on imports of fossil fuels and strengthen Europe’s energy security if biofuels and synthetic fuels are produced in Europe;
Amendment 43 #
2021/2046(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
Da. whereas the COVID-19 pandemic is having a detrimental impact on collective sustainable transport services due to the travel restrictions and to the limited accessibility to passenger services, and the need to adopt further substantial support schemes to ensure the recovery of sustainable transport sector should be taken in adequate consideration;
Amendment 47 #
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 %, and whereas a substantial growth in sustainable modal shift for freight requires a considerable increase of the investments in the transport infrastructure, in intermodal terminals and logistic nodes, in the digital applications for interoperability, such as ERTMS, and for increasing freight capacity, such as the digital automatic coupling (DAC);
Amendment 48 #
2021/2046(INI)
Motion for a resolution
Recital E
Recital E
E. whereas road transport is still dominantthe most reliable and cost efficient mode in freight transport and accounts for more than 73 % of all land transport while rail has to overcome its sector specific patchwork of rules in order to increase its share from only around a 17 % share and inland waterwaysand investments in inland waterways infrastructure needs to be ramped up to increase its share of a bit more than 5 %;
Amendment 52 #
2021/2046(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls for a holistic approach based on the principle of technology neutrality and the life cycle assessment to increase the share of renewable and low-carbon energy in the transport sector, where the further development and deployment of low- and zero-emission vehicles should play a key role; the further development and deployment of electric vehicles should play a key role;
Amendment 55 #
2021/2046(INI)
Motion for a resolution
Recital E a (new)
Recital E a (new)
Ea. whereas increased rates of cross- border rail passenger transport will play a decisive role to achieve the decarbonisation targets, and whereas large scale infrastructure projects along the TEN-T corridors will have to be completed to allow for a substantial increase of long-distance high–speed services for passengers;
Amendment 65 #
2021/2046(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls on Member States to implement the Clean Energy Package in order to facilitate the production and management of the increased renewable electricitnergy needed to decarbonise the transport sector;
Amendment 66 #
2021/2046(INI)
Motion for a resolution
Recital F
Recital F
F. whereas some automotive manufacturers have announced a phase- out date for internal combustion engines for light-duty vehicles; whereas the industry has indicated that there will be 200 000 zero-emission heavy-duty-vehicles on European roads by 2030internal combustion engines already allow zero-emission or negative-emission operations if bio fuels or synthetic fuels are used;
Amendment 72 #
2021/2046(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Calls for measures to unlock the potential of the energy efficiency first principle by boosting opportunities from digitalisation and electrificationdecarbonisation of the transport sector;;
Amendment 73 #
2021/2046(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas technology neutrality is the most efficient way to address the different individual mobility needs of citizens and businesses, and it enables the market to offer tailored solution for the different challenges of rural and urban environments;
Amendment 76 #
2021/2046(INI)
Motion for a resolution
Recital F b (new)
Recital F b (new)
Fb. whereas co-modality should be the central element for any transport policy which aims to improve affordability, availability and reliability of mobility by promoting competition within the modes, especially within rail;
Amendment 78 #
2021/2046(INI)
Motion for a resolution
Recital G
Recital G
Amendment 85 #
2021/2046(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Calls on the Commission to conduct a comprehensive assessment of the possibilities for advanced biofuels and associated infrastructure development in the EU, such as options for the greater uptake of sustainable alternative fuels, in particular in the aviation and maritime sectors, as part of the review of RED II;
Amendment 85 #
2021/2046(INI)
Motion for a resolution
Recital H
Recital H
H. whereas the Commission report on the application of Directive 2014/94/EU on the deployment of alternative infrastructure identified shortcomings that could undermine the overall uptake of zero-emission vehiclesneed to come forward with an impact assessment and corresponding policy proposals which enables the European Parliament and the Council to choose the most suitable way to reduce CO2 emissions under the precondition that transport needs to stay as affordable as it is today;
Amendment 91 #
2021/2046(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Underlines that the technology for the production of renewable and low- carbon fuels is available and needs to be deployed on a large scale without delay. Welcomes in this regard the intention to establish a Renewable and Low-Carbon Fuels Value Chain Alliance, whose scope should cover all transport modes, with the aim to boost the supply and deployment of the most promising fuels;
Amendment 92 #
2021/2046(INI)
Motion for a resolution
Recital H a (new)
Recital H a (new)
Ha. whereas the financial instruments under the NGEU, the National Recovery Plans, the ERDF and the CEF instrument will play a crucial role in advancing national and EU investments in the de- carbonisation and the digitization of transport infrastructure and services, and adequate synergies should be ensured among all these instruments on a long- term perspective;
Amendment 96 #
2021/2046(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Calls for increased effortsWelcomes the European flagship “Recharge and Refuel” under the Recovery and Resilience Facility; calls for increased efforts in the upcoming review of the Alternative Fuel Infrastructure Directive to achieve a EU-wide roll-out of recharging and refuelling infrastructures and the adoption of harmonised standards to ensure interoperability.
Amendment 98 #
2021/2046(INI)
Motion for a resolution
Recital H b (new)
Recital H b (new)
Hb. whereas the Joint Undertaking Europe’s rail under the HE programme will play a crucial role to enhance research, development and the industrialization of innovative technological outputs in the transport sector, and appropriate synergies should be established with other JUs and Alliances with applications in the same ecosystems, e.g. Clean Hydrogen, to deliver innovative and competitive sustainable solutions, while helping to overcome the budgetary constraints of the JUs;
Amendment 102 #
2021/2046(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Highlights the importance of providing support to the research and development of the most promising and sustainable technologies, like gaseous fuels, hydrogen, hybrid and electric ones, following a technology neutral approach based on life-cycle GHG emissions, in order to accelerate the transition to the next generation of decarbonised transport systems.
Amendment 131 #
2021/2046(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the Commission’s sustainable and smart mobility strategy and supports its ambition to achieve a climate- neutral, digitalised, competitive, affordable, resilient, reliable, and efficient transport sector;
Amendment 136 #
2021/2046(INI)
Motion for a resolution
Paragraph 1 – subparagraph 1 (new)
Paragraph 1 – subparagraph 1 (new)
Calls on the Commission that all upcoming policy decisions related to the CO2 targets as laid out in the Green Deal must follow the life-cycle approach.
Amendment 140 #
2021/2046(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Calls on the Commission to formulate clear benchmarks and establish an annual report on the progress, including proposals for corrective measures if targets do not materialize.
Amendment 147 #
2021/2046(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Calls on the Commission and the Member States to support the sustainable and smart mobility transformation through the Next Generation EU recovery package by investing in research, rail infrastructure and by supporting European based production facilities for alternative fuels;
Amendment 155 #
2021/2046(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Reminds that the objectives envisioned in the Whitepaper for a ‘Roadmap to a Single European Transport Area’ in 2011 are yet to be achieved; therefore, calls on the Commission and the Member States for a more concrete approach, adopting measurable legislative and economic milestones to assess the progress towards 2030 and 2050 objectives;
Amendment 181 #
2021/2046(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Welcomes the Commission’s efforts to accelerate the uptake of zero- emission vehicles and zero-emission fuels; calls on the Commission to aim for higher numbers of zero-emission light- and heavy-duty vehicles by 2030 and to propose more stringent CO2 standards and air-pollutant emission standardsreiterates that the measurements of CO2 Emissions at the tail pipe is insufficient and calls on the Commission to immediately come forward with an holistic life-cycle emission approach for all modes of transport;
Amendment 187 #
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 low- and zero- emission fuels; calls on the Commission to aim for higher numbers of zero-emission light- and heavy- duty vehicles by 2030 and to propose more stringent CO2 standards and air-pollutant emission standards; , while considering accompanying measures to support the market uptake of zero- emission heavy-duty vehicles, such as the revision of rules on weight and dimensions.
Amendment 197 #
2021/2046(INI)
Motion for a resolution
Paragraph 3 – subparagraph 1 (new)
Paragraph 3 – subparagraph 1 (new)
Calls on the Commission to incorporate biofuels and synthetic fuels into the CO2 fleet targets for passenger cars, vans and heavy duty vehicles;
Amendment 203 #
2021/2046(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Believes that there is a strategic opportunity for Europe to become a leader in developing and producing alternative drive vehicles in particular in the heavy-duty sector, including for trucks and coaches, and calls on the European Commission to take the necessary steps towards this objective;
Amendment 206 #
2021/2046(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Reiterates that Europe’s legacy fleet of 330 million vehicles can only reduce their CO2 footprint with biofuels and synthetic fuels;
Amendment 216 #
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 stations; believes that Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure2 should be transformed into a regulation; _________________ 2 OJ L 307 28.10.2014, p. 1.come forward with an ETS system for all modes of transport and ensure a rigid monitoring and enforcement;
Amendment 243 #
2021/2046(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Underlines that zero-emissionalternative fuels, such as clean hydrogen and, synthetic fuels and biofuels, should be used in accordance with the ‘energy efficiency first’ principle, mainly for those transport modes where direct electrification is not possible or not yet market-readyll modes of transport in order to reap the benefits provided by economy of scales;
Amendment 296 #
2021/2046(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Welcomes the announced proposals on sustainable fuels for aviation and maritime; underlines that any use of biofuels needs to meet the EU sustainability criteria, which takewaterborne transport; underlines that a holistic approach for every mode and every energy carrier needs to be measured against its life- cycle greenhouse gas emissions into account;
Amendment 306 #
2021/2046(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls on the Commission to provide incentives for, and support research into and the development of alternative propulsion systems that use direct electricity or fuel cells in the maritime and aviation sectin all modes of transporst;
Amendment 322 #
2021/2046(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Welcomes the confirmation of EGNOS funding and activities within the new Space Programme regulation and highlights that EGNOS procedures have been deployed in over 300 airports supporting the sustainable growth of airports;
Amendment 358 #
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; Reiterates that a timely adopted legislation on an ETS for all modes of transport will enable the market to offer consumers carbon-neutral choices for scheduled collective and individual travel from 2030 onwards;
Amendment 369 #
2021/2046(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Underlines the opportunity to support long distance high-speed connections below reasonable distances for cross-border and national travels between major European urban nodes provided that modern high quality high- speed infrastructure is in place; therefore recommends that the Trans-Europa Express initiative is complemented with ambitious commitments to complete cross- border connections and missing links;
Amendment 377 #
2021/2046(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Stresses the need to complete missing cross-border links to improve interurban cross-country connections; reminds the positive impact that the establishment of competitive high quality high speed train connections between Urban nodes had in some Member States in terms of travel quality and accessibility of urban and touristic areas where high- quality high-speed services are provided in a competitive rail market framework;
Amendment 420 #
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 walking and cycling in urban and ruralmake better use of inland waterways in urban areas;
Amendment 444 #
2021/2046(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls on the Commission to propose a coherent legislative framework and proper enforcement tools to enable the market to offer mobility solutions that includefit the demand for the first and the last mile, thereby integrating the use of sustainable public transport and private mobility solutions;
Amendment 484 #
2021/2046(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Welcomes the Commission’s continued support to shift freight transport towards rail and inland waterways; regrets the fact that, despite these efforts, the share of road freight transport has increased in recent yearsiterates that without a Single European Railway Area and competition within the rail sector modal shift will not take place; underlines that sufficient trimodal terminals are a key to achieve this goal;
Amendment 485 #
2021/2046(INI)
Motion for a resolution
Paragraph 13 – subparagraph 1 (new)
Paragraph 13 – subparagraph 1 (new)
Underlines that rail has the biggest potential to realise efficiency gain, recalls that policy actions should be prioritised which increase capacity, reliability, availability and seamless cross border operations of rail freight across the Union;
Amendment 488 #
2021/2046(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Taking into account the objectives of the European Green Deal and the increase of 4,6 % on the international road freight emissions in 2023 that the Mobility Package I provision of the compulsory return of the vehicle to the Member State of establishment every eight weeks will generate, stresses the need to renew the debate in the Council and in the European Parliament; calls therefore on the Commission to find proper solutions in order to prevent the application of this provision in February 20221a. _________________ 1aAssessment of the impact of a provision in the context of the revision of Regulation (EC) No 1071/2009 and Regulation (EC) No1072/2009Final Report, Study contract no. MOVE/C1/SER/2050-557/SI2.830443 https://op.europa.eu/en/publication- detail/-/publication/b35587b8-72a1-11eb- 9ac9-01aa75ed71a1
Amendment 497 #
2021/2046(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
Amendment 520 #
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 transportincorporate and monitor the implementation of the user pays and polluter pays principle for all modes of transport, while measuring the impact of each technology on the basis of a life-cycle analysis;
Amendment 526 #
2021/2046(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Welcomes the incluscreation of the maritime sector in thean EU emissions trading system (ETS) and the planned reduction of allowances allocated for free to the aviation sectfor transport;
Amendment 551 #
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 schemeWelcomes the creation of a parallel scheme for an ETS transport;
Amendment 560 #
2021/2046(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Insists on the phasing-out of direct and indirect fossil fuel subsidies by 2022 in the Union and in each Member State, and cConsiders the revision of the Energy Taxation Directive as the besta possibility to achieve a stable and predictable carbon pricelevel playing field for all energy carriers across the Member States;
Amendment 571 #
2021/2046(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Insists on an Impact Assessment on ETS and the Energy Taxation Directive with a special focus on the affordability for consumers and global competitiveness of our companies for all modes and including all possible ways to replace conventional fuels with batteries, synthetic fuels, biofuels, bio-LNG, shore power and hydrogen carriers;
Amendment 575 #
2021/2046(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Highlights that carbon pricing is not the sole way forward to tackle CO2 emissions from road transport modes and stresses the importance of the Climate Action RegulationStresses, that the revenues created through an ETS for transport have to be earmarked for the transport sector;
Amendment 590 #
2021/2046(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Welcomes the initiative to implement multimodal ticketing, and encourages the Commission to include public service obligations stakeholders in the process from the very beginning; nevertheless, reminds the need to ensure an adequate level playing field among all transport operators and the digital platforms in terms of data access and exchange;
Amendment 591 #
2021/2046(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Welcomes the initiative to implement multimodal ticketing, and encourages the Commission to include public service obligations; reiterates that mandatory data sharing is the key to unlock the full potential of multimodality and encourages the Commission to enable a level playing field between all the stakeholders in the process from the very beginning;
Amendment 605 #
2021/2046(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Reiterates, that Galileo plays a crucial role in making all modes of transport more efficient, calls on the Commission to incorporate all GNSS services into the frame of the European Mobility Data Space and to promote and enable the use of those data by authorities, companies and citizens;
Amendment 610 #
2021/2046(INI)
Motion for a resolution
Paragraph 21 b (new)
Paragraph 21 b (new)
21b. Calls on the Commission to propose a harmonised framework for digital enforcement in all modes of transport and to amend the corresponding legislation in order to make electronical information on licenses, vehicles, drivers and certificates mandatory;
Amendment 613 #
2021/2046(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Encourages the Commission to commit strongly to the Shift2Rail and SESAR Joint Undertakings as well as the development of the Vessel Traffic Monitoring and Information Systems; furthermore, recommends that the Commission adopt all useful measures to ensure adequate synergies among the JUs and with other EU financial programmes with the aim to boost the industrial and innovative outputs of the JUs;
Amendment 616 #
2021/2046(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Highlights that all means of digitalisation should be used toimproves efficiency which decreases greenhouse gas emissions and increase transport safety; believes that it is of vital importance to ensure that every step of digitalisation contributes to a lower overall transport volum, while at the same time transport becomes safer, more reliable and affordable;
Amendment 643 #
2021/2046(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Notes that the shift towards sustainable and smart mobility requires an appropriate legal framework to ensure the sharing of data and proper data-integration between all relevant stakeholders, provided that a level playing field among all the stakeholders involved in terms of data access and exchange is ensured;
Amendment 644 #
2021/2046(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Notes that the shift towards sustainable and smart mobility requires the sharing of data and proper data-integration between all relevant stakeholders, calls on the Commission to ensure that incumbent transport companies are not abusing their position when it comes to booking platforms;
Amendment 694 #
2021/2046(INI)
27a. Points out that in particular the single market for rail and short sea shipping is still not functioning, as they are either subject to different national rules, protectionism or custom checks; Encourages the Commission to urgently address and remove existing competitive distortions in those modes of transport;
Amendment 713 #
2021/2046(INI)
Motion for a resolution
Paragraph 27 b (new)
Paragraph 27 b (new)
27b. Reiterates that fair and transparent competition is a fundamental prerequisite to unlock the full potential of the Single Market; Calls on the Commission to ensure the effective opening of national rail markets;
Amendment 727 #
2021/2046(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Stresses that the shift towards sustainable and smart mobility can create new high-quality jobs; believes that possible negative consequences that this shift may have for workers should be mitigated via social funding and a specific strategy for re- and upskilling as well as the redeployment of workers, thereby ensuring a just transitionmust not lead to a redeployment of jobs and factories into third countries;
Amendment 747 #
2021/2046(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Calls for theto strengthening of the social dialogue in order to eliminate any form of discrimination and unequal treatment nsure that equal opportunities with regards to education and apprenticeship are achieved within the transport sector;
Amendment 769 #
2021/2046(INI)
Motion for a resolution
Paragraph 30 a (new)
Paragraph 30 a (new)
30a. Calls on the Commission and the Member States to ensure that every Citizen has the equal opportunity to pursue a career in the field of transport;
Amendment 772 #
2021/2046(INI)
Motion for a resolution
Paragraph 31
Paragraph 31
31. Believes that the Union’s industrial strategy, in particular the European Battery and Hydrogen AllianceGreen Deal is only a success, if individual and collective mobility stays affordable, the Union becomes less reliant from third countries especially with regards to rare earth, rare metals and energy, whill help to create well-paid and securee at the same time our industries maintains their position as global leaders, thus securing and creating well-paid jobs throughout the Union;
Amendment 802 #
2021/2046(INI)
Motion for a resolution
Paragraph 32 a (new)
Paragraph 32 a (new)
32a. Stresses the importance for the Commission to continuing providing financial and technical support for ground and airborne equipment in order to ensure the full exploitation of satellite navigation in the field of aviation, such as space-based augmentation (SBAS) technologies that enable precision approaches in airports and ground-based augmentation systems (GBAS) which enable all weather and low visibility operations highlighting that they both lead to future rationalization of ground navigation systems and improve the environmental impacts of airports;
Amendment 17 #
2021/2015(INI)
Motion for a resolution
Recital A
Recital A
A. whereas European countries have a variety of different fleets of inland vessels, which makes inland waterway transport very convenient and useful for transporting different types and large quantities of cargo to different destinations on either large or small riverwaterways;
Amendment 26 #
2021/2015(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas the further development of the inland waterway sector is a cornerstone to building a smart, sustainable and competitive European transport network;
Amendment 27 #
2021/2015(INI)
Motion for a resolution
Recital A b (new)
Recital A b (new)
Ab. whereas the inland waterways, as one of the most environmentally-friendly modes of transport with a largely untapped further potential of transporting large amounts of goods across the European Union, can play a fundamental role in meeting the EU’s climate objectives;
Amendment 28 #
2021/2015(INI)
Motion for a resolution
Recital A c (new)
Recital A c (new)
Ac. whereas a current modal share of 6% is far too little and a sharp increase in the modal share of inland waterway transport is needed to reduce road congestion, enhance safety, reduce emissions and lead to a more sustainable transport system as a whole;
Amendment 31 #
2021/2015(INI)
Motion for a resolution
Recital A d (new)
Recital A d (new)
Ad. whereas contrary to many congested roads, European inland waterways dispose of free capacity, offering a significant modal shift potential; whereas the current navigability of the European waterways is patchy and the modal shift is hindered by missing links and poor reliability of free- flowing inland waterways;
Amendment 34 #
2021/2015(INI)
Motion for a resolution
Recital B
Recital B
B. whereas ports play an important role as multimodal connecting points offering other modes of transport that can take over freight loads temporarily, and whereas it is therefore important that sea and inland ports have good connections with the hinterland;
Amendment 40 #
2021/2015(INI)
Motion for a resolution
Recital C
Recital C
C. whereas river cruises, ferries, day trip vessels, water taxis and water shuttles play an important role for tourism in Europe and should become a cleaner option for tourism and public transport in regions and cities with accessible and navigable rivers, lakes and canals, which would also make urban mobility more sustainable and effective;
Amendment 55 #
2021/2015(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Calls on the Commission to take the initiative on green, efficient and digital leadership and to build on existing programmes such as NAIADES, which should inspire all stakeholders within the waterway transport sector, as well as other transport sectors, and in particular rail, to work together towards a sustainable future, while supporting the competitiveness of the sector as a whole;
Amendment 57 #
2021/2015(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Calls on the Commission to present proposals for a governance and regulatory framework in line with the next NAIADES action programme, providing European harmonisation and standardisation for quality navigability, vessels and qualification of crews; this framework should facilitate the coordination of investments, action programmes and the various bodies involved in inland waterway transport development, including the Member States’ administrations, EU agencies, TEN-T coordinators, River Commissions, and standardization committees;
Amendment 66 #
2021/2015(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Stresses that more investment in updating river and canalexpanding and updating the physical and digital waterway infrastructure (for example, locks, bridges and interoperable deployment of digital technologies across borders) is key to enabling quality navigability and strengthening the reliability of this mode of transport, while respecting the applicable environmental law;
Amendment 72 #
2021/2015(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Urges, in this regard, the Member States to fully respect their obligation to complete the TEN-T core inland waterway network by 2030, and the Commission and the TEN-T Coordinators to strengthen their oversight in this regard, eliminating the missing links and allowing for quality physical and digital infrastructure; points particularly to the need for increased investments in adequate multimodal infrastructure in ports, such as seamless rail connections and terminals, in order to facilitate competitive multimodal transport in Europe;
Amendment 79 #
2021/2015(INI)
Motion for a resolution
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Calls upon the Commission and Member States to better take into account that it is often families with children on board who are operating in the inland waterway sector and to invest in adequate and regular facilities along the waterway routes in order to allow for decent en route living conditions;
Amendment 80 #
2021/2015(INI)
Motion for a resolution
Paragraph 2 c (new)
Paragraph 2 c (new)
2c. Underlines the significant potential of rehabilitating connecting waterways and canals, in particular in regions that have suffered from decades of insufficient investments in inland waterways infrastructure;
Amendment 86 #
2021/2015(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Notes that there is not a ‘one size fits all’ solution for tacklingStresses the need to better address the problem of low and high water levels as a result of climate change, in particular via more effective and resilient infrastructure; deplores, however, that the problems of the inland waterway sector, caused by thefloods and low water levels, have not been taken duly into account;
Amendment 88 #
2021/2015(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Points, in this regard, to the relevance of integrating the use of space data and services such as provided by Galileo and Copernicus;
Amendment 98 #
2021/2015(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Highlights the importance of further encouraging and supporting initiatives aimed at the use ofquickly stepping up the availability and roll-out of alternative fuels, alternative fuels' infrastructure and propulsion methods for shipping with a network approach and in accordance with the principle of technological neutrality; points out that inland waterway transport can be suitable for the deployment of hydrogen, LNG, sustainable fuels, biofuels, hybrid and electric vessels, when the EU directs adequate research funding this way as well as incentivises and improves the scalability of required investments; welcomes the use of all readily deployable options to reduce inland navigation emissions, including bridging fuels and transitional systems, such as improved catalysts and filters for existing ships; points out, in this regard, the value of liquefied natural gas (LNG) as a transitional solution to reduce greenhouse gas and air pollutant emissions in inland waterway transport, as LNG emits less CO2, NOx and particulate matter than conventional inland waterways fuels; notes that the existing, technically mature vessels and distribution infrastructure now based on LNG could be used for biogas and will therefore be essential in scaling up Bio-LNG as a marine fuel;
Amendment 107 #
2021/2015(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Underlines the particular role that inland waterways should play in the EU Hydrogen Strategy, both for the clean fuelling of inland waterway transport and for the crucial importance of inland waterways and its ports for the clean and efficient distribution of hydrogen along the EU’s transport networks and industry clusters;
Amendment 108 #
2021/2015(INI)
Motion for a resolution
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Points out that there currently is a lack of market ready zero-emissions solutions; therefore calls on the Commission to develop a realistic roadmap to further reduce the pollutants and GHG emissions in order to reach a decarbonised inland waterway sector, while safeguarding competitiveness, reliability and safety;
Amendment 111 #
2021/2015(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Highlights that low-emission and zero-emission alternatives should become more financially attractive than conventional propulsions and that this trendwidely available and more affordable and that the uptake of these fuels should be accelerated, for example by a realistic, progressively increasing blending percentage based on an impact assessment as well as by regulatory stability and financial support, including through the granting of tax incentives by Member States;
Amendment 120 #
2021/2015(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Highlights the importance of ports, and their specialised shipyards where the building, conversion and retrofitting of ships take place, in the energy transition; calls therefore on the Commission and Member States to direct adequate funding and investments towards ensuring sufficient capacity and adequate infrastructure in ports to facilitate the fleet renewal and energy transition of the shipping sector;
Amendment 125 #
2021/2015(INI)
Motion for a resolution
Paragraph 6 b (new)
Paragraph 6 b (new)
6b. Calls on the Commission to propose a governance framework for monitoring Rivers Basins pollution, facilitating coordination of European and national measures, investments, and action programmes;
Amendment 129 #
2021/2015(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Notes that far-reaching digitalisation and data collection contributes to a cleaner environment and improved safety on board and result in more efficient routing, less congestion in ports and better communication and information exchange between ships, ports and infrastructure; stresses the need to further harmonise River Information Services (RIS), which wouldcalls for a strategy to develop and deploy digital and automated technologies in the inland waterway sector, outlining both interoperable standards, across modes and borders as well as the required research actions and funding, including via dedicated calls within Horizon Europe; stresses the need to update technical standards in the field of inland navigation (CESNI) and further harmonise River Information Services (RIS), which would simplify procedures in the field of regulating inland navigation, solve the problems arising from different interpretations of technical standards and the lack of comparable data, and allow for the speedy development and deployment of innovative solutions, and underlines the need to prepare for interoperable data exchange with other modes of transport;
Amendment 136 #
2021/2015(INI)
7a. Stresses the need for swift implementation of the electronic freight transport information (eFTI) regulation, allowing transport operators to share information with enforcement authorities in a swift, easy and digital manner;
Amendment 144 #
2021/2015(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Stresses the importance of connecting existing digital transport policy frameworks and of making sure that multimodal transport data are available through a single point of access in order to achieve efficiency gains in waterborne freight transport; calls on the Commission in this regard to come up with an EU action plan for multimodal transport infrastructure and data sharing, with the goal of achieving an interoperable, synchromodal, connected and automated transport system by 2035 at the latest;
Amendment 146 #
2021/2015(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Points to the need for incentives for the development of intermodal digital port platforms; calls in this regard for a Project of European Added Value, financed by the RRF, for the navigability and multimodal connection of TEN-T inland waterway corridors;
Amendment 149 #
2021/2015(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Highlights that increased automation brings the reality of synchromodal transport in Europe closer; insists therefore on the need for a European Roadmap for Smart and Autonomous Inland Waterway Transport Systems that supports researchfuture-oriented legislation, research, pilot projects and field labs, the development and successful implementation of smart ships and ports, based on Intelligent Transport Systems, and digital interoperability;
Amendment 152 #
2021/2015(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Points to the benefits of EU Space services and data differentiators provided by Galileo and Copernicus to enable green, safe and secure navigation of autonomous vessels;
Amendment 153 #
2021/2015(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Highlights that safe and secure autonomous navigation requires standardized sharing of information beyond the position of the antenna of the vessels, such as the attitude of vessels, the contour of the hull as well as on modifications of the waterways, in order to manage autonomous operations, to avoid potential collisions between vessels that share the same fairway, and to provide skippers with the latest information about the fairway; points to space solutions as enablers for inland waterway transport and the useful contribution of EU Space assets Galileo, EGNOS and Copernicus in this regard;
Amendment 158 #
2021/2015(INI)
Motion for a resolution
Subheading 4
Subheading 4
Ports: from transshipment point for fossil fuels to clean energy and circular hub
Amendment 173 #
2021/2015(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Highlights that the deployment of alternative fuels infrastructure should take into account the potential demand and market characteristics of a port; stresses, therefore, that a European rollout strategy of alternative fuels for multimodal and industrial use through the TEN-T revision and Directive 2014/94/EU on the deployment of alternative fuels infrastructure (AFID) should follow a network approach that leads to an efficiently planned infrastructure, based on the potential market demand characteristics of a port and, where necessary, along water routes and the principle of technology neutrality;
Amendment 175 #
2021/2015(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Calls on the Commission and Member States to strengthen the synergies between the inland waterways infrastructure and the Trans-European Energy Networks, which will facilitate the energy transition of inland shipping and support the development of ports as energy hubs; highlights, in this regard, the need for better integrating inland waterways infrastructure into the European energy grid to facilitate the use of on-shore power supply; also stresses the potential of inland waterways for the transport of alternative fuels;
Amendment 179 #
2021/2015(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Points to the promising role of ports in the circular economy; calls upon the Commission to develop measures supporting circular economy activities in ports, including collection and transport of used materials, waste and recycled products, in order to unlock their potential to become circular hubs;
Amendment 188 #
2021/2015(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Stresses the need to modernise inland navigation education and training, focusing on the development of green and digital skills as well as on overcoming language barriers, thereby creating attractive jobs, particularly for young people, with high and harmonised social and safety standards and qualification levels; calls, furthermore, for the proper implementation of Directive (EU) 2017/2397 on the recognition of professional qualifications in inland navigation by Member States by 17 January 2022;
Amendment 200 #
2021/2015(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses the importance of existing EU funding instruments for greening and digitalising our European inland waterway transport sector, such as the Connecting Europe Facility (CEF), Horizon Europe and, the Structural and Cohesion Funds and the Recovery and Resilience Facility (RFF), and the need to mobilise them to finance investments in alternative fuels and adequate ship, the development and roll-out of alternative propulsion systems for vessels and infrastructure;
Amendment 205 #
2021/2015(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Believes that Member States must in particular seize the RRF as a unique funding opportunity for inland waterways, combining short-term economic recovery effects with the long-term benefits of targeted infrastructure and shipping investments;
Amendment 209 #
2021/2015(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Stresses that the inland waterway sector consists mostly of SMEs, family businesses and smaller ports, which makes it difficult for them to make expensive investments in order to comply with the goals of the Green Deal; considers, therefore, that the scalability of required investments should be improved and the administrative burden and cost for access to funding should be significantly reduced;
Amendment 212 #
2021/2015(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Calls on the Commission to set up a dedicated European inland waterway fund, including a one-stop-shop system that is easily accessible for help and assistance and has the possibility to combine projects into a single application, thus increasing the chances for funding; stresses that the fund should be financed through thecomplement the existing reserve funds created under Regulation (EU) 546/20149 , where possible complemented with national funds and contributions, awith significant additional financial contributions from European and national financing instruments in order to leverage further investments from the industry and to address the current investment gap in financing the sustainable transition; this fund should also provide for the possibility of blending with the CEF and the Structural and Cohesion Funds; as well as financing instruments from the European Investment Bank; _________________ 9 OJ L 163, 29.5.2014, p. 15.
Amendment 219 #
2021/2015(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Calls upon the Commission to reinforce its internal resources dedicated to inland waterway transport, including human recourses, bringing them in line with the ambitions of the Green Deal, the modal shift and the Sustainable and Smart Mobility Strategy for this sector;
Amendment 223 #
2021/2015(INI)
Motion for a resolution
Subheading 7
Subheading 7
Passenger transport and, urban mobility and waterborne city logistics
Amendment 226 #
2021/2015(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Welcomes the recent Commission evaluation of the 2013 Urban Mobility Package10 ; highlights in this regard that the expected results of the Urban Mobility Plan (UMP), namely a reduction in CO2 and air pollutant emissions, less congestion and fewer road casualties in urban areas, have not consistently materialised across the EU; calls on the Commission, therefore, to encourage Member States and cities to include, where possible, waterborne city logistics and local freight distribution as well as waterborne public transport, as a safe and effective mode of transport, in their sustainable urban mobility planning (SUMP) and to enhance their urban mobility data collection; stresses, furthermore, the need to include waterborne public transport means in digital mobility platforms, such as Mobility as a Service; _________________ 10Commission staff working document of 24 February 2021 entitled 'Evaluation of the 2013 Urban Mobility Package' (SWD(2021)0047) - https://eur- lex.europa.eu/legal- content/en/TXT/?uri=CELEX:52021SC00 47
Amendment 17 #
2021/2014(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
C a. whereas the safety behaviour of road users (such as speed, use of protective equipment like seatbelts and crash helmets, driving without alcohol and other drugs, driving, riding and walking without distraction) and its enforcement is a key in the prevention and mitigation of fatal road accidents;
Amendment 28 #
2021/2014(INI)
Motion for a resolution
Recital G
Recital G
G. whereas the implementation of the national road safety plans and the new EU road safety policy framework requires stability in funding support and sufficient financial resources both from the Member States and the EU budget;
Amendment 33 #
2021/2014(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Calls on the Commission to explore in close cooperation with the European Investment Bank ways to facilitate public authorities' access to appropriate financial support for improving of road safety issues such as safer and cleaner transport facilities and safer fleets;
Amendment 48 #
2021/2014(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Member States and the Commission to prioritise investments with the greatest benefit in terms of road safety, including investments in maintaining existing infrastructure and in the construction of new infrastructure; calls on Member States to acknowledge the importance of shifting transport modes to walking, cycling, and public transport as an important tool to reduce danger on the roads; welcomes, in this regard, the launch of the Safer Transport Platform initiative and calls on all interested parties to consider its use which explicitly calls for improved facilities for sustainable transport;
Amendment 54 #
2021/2014(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
Amendment 64 #
2021/2014(INI)
5 a. Encourages the Commission and the Member States to establish an expert group for the elaboration of a framework for road classification that better matches speed limit to road design and layout in line with the Safe System approach;
Amendment 70 #
2021/2014(INI)
Motion for a resolution
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Notes that new forms of infrastructure, such as advanced stop lines, bike boxes, cycle streets or cycle highways offer new possibilities for safe active mobility; highlights however that the lack of harmonisation of rules of the road concerning these can create confusion and make it difficult for visitors to abide by local rules;
Amendment 74 #
2021/2014(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Calls on the Member States in cooperation with the Commission to define specific safety objectives for Trans- European Networks roads in the next revision of the Trans-European Networks;
Amendment 99 #
2021/2014(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9 a. Invites industry in cooperation with civil society to develop intelligent transport systems, ensuring that the new automated services are compatible, secure and interoperable at European level;
Amendment 118 #
2021/2014(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Notes that according to a Commission study, alcohol is estimated to be involved in around 25 % of all road fatalities, while drugs are involved in 15 % of road fatalities5 ; notes that the EU recommendation on permitted blood alcohol content dates from 2001; calls the Commission to include a zero-tolerance drink-driving limit framework in its recommendations, and to introduce an EU recommendation for zero tolerance regarding illicit psychoactive drugs and standards on roadside drug-driving enforcement; calls on the Commission to also include in the revised recommendations guidance on the fitting of alcohol interlock devices, with a special focus on repeat offenders, high- level first- time offenders and all professional drivers; _________________ 5Commission study of 18 February 2014 on the prevention of drink-driving by the use of alcohol interlock devices.
Amendment 130 #
2021/2014(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13 a. Encourages Member States to establish a National Observatory for Road Safety to collect, process and maintain a national road safety database;
Amendment 145 #
2021/2014(INI)
Motion for a resolution
Paragraph 14 c (new)
Paragraph 14 c (new)
14 c. Underlines that, road safety education helps in laying the groundwork for the realisation of Vision Zero and the Safe System approach, as it prepares young people to navigate the streets safely when they are young adults, the high-risk age group between 18 and 30years old. Calls upon the EC to develop key performance indicators (KPIs) on the provision of traffic safety and mobility education in EU Member States, and to develop EU tools to design, implement and evaluate traffic safety and mobility education. Encourages all EU Member States to ensure the provision of high quality road safety education that starts at school and which is part of a continuum of lifelong learning;
Amendment 167 #
2021/2014(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Stresses that poor enforcement of road traffic rules undermines efforts to achieve Vision Zero; encourages the Member States to set annual targets for enforcement and compliance in their road safety plans and to ensure their adequate funding; underlines that only well- explained and well-publicised consistent enforcement activities can have a long- lasting effect on driving behaviour; notes that efficiency is further enhanced if the handling of fines for detected violations is largely automated;
Amendment 185 #
2021/2014(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19 a. Stresses that the correct and complete collection of data by the Member States in cooperation with international road safety organizations and their thorough analysis based on international experience will help accelerate improvements in road safety as well as the modernization of the provisions of the Road Traffic Codes in the Member States;
Amendment 204 #
2021/2014(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21 a. Calls on the Commission to cooperate with Member States and other key stakeholders on developing a Europe- wide road safety culture;
Amendment 1 #
2021/2006(INI)
Draft opinion
Paragraph -1 (new)
Paragraph -1 (new)
-1. Whereas methane emissions are the second-largest cause of global warming, with approximately one third of the global anthropogenic methane emissions coming from the energy sector; whereas the energy transition towards reaching climate neutrality by 2050 will require a substantial reduction in greenhouse gas (GHG)emissions from the energy sector, including in methane emissions;
Amendment 2 #
2021/2006(INI)
Draft opinion
Paragraph -1 a (new)
Paragraph -1 a (new)
-1 a. Whereas the intensity of methane emissions varies widely between oil and gas producing countries; whereas oil and gas will continue to be part of the energy mix, in particular for the regions dependent on coal; taking into account the EU’s dependency on third countries for its energy supply;
Amendment 3 #
2021/2006(INI)
Draft opinion
Paragraph -1 b (new)
Paragraph -1 b (new)
-1 b. Whereas the fact that methane emissions come from a wide range of sectors, like agriculture, waste and energy, and that, once in the atmosphere, methane blends well with other gases, makes it difficult to measure and report it, which leads to a lack of accurate data that gives methane emissions a relatively high uncertainty compared to CO2;
Amendment 4 #
2021/2006(INI)
Draft opinion
Paragraph -1 c (new)
Paragraph -1 c (new)
-1 c. Whereas R&I, development, improvement and implementation of fit- for-purpose and appropriately targeted technologies and practices to improve MRV and to mitigate emissions are at the backbone of effective reduction of methane emissions;
Amendment 5 #
2021/2006(INI)
Draft opinion
Paragraph -1 d (new)
Paragraph -1 d (new)
-1 d. Acknowledges the work done so far by the gas industry to reduce methane emissions through voluntary initiatives, such as the OGCI, the MGP and the OGMP 2.0, and underlines the commitment shown to undertake even stronger steps to further minimise methane emissions along the entire gas value chain;
Amendment 18 #
2021/2006(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Agrees that an increased ambition of 55% GHG emission reduction by 2030 needs additional efforts to address all greenhouse gases; underlines that these efforts will mean that more investments are necessary.
Amendment 65 #
2021/2006(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Welcomes the preparation of legislation for the energy sector with binding rules on monitoring, reporting and verification (MRV) and leak detection and repair, and the consideration of rules on routine venting and flaring; Underlines that a well-structured, fit for purpose MRV system, as adequately outlined by the strategy, will be core for more accurate detecting and quantifying methane emissions along the value chains and will allow better evaluation of the results of mitigation measures in place;
Amendment 111 #
2021/2006(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Calls the Commission to continue a close dialogue with regulators, as outlined in ACER’s Bridge beyond 2025 and the Commission’ methane strategy.
Amendment 112 #
2021/2006(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Calls for a thorough assessment of the cost efficiency of the actions proposed in the energy sector, which should consider local conditions and the specific aspects of the various parts of the value chain and provide flexibility to the industry for their implementation; Calls on the Commission to consider the existing best practices in relation to LDAR as a starting point, allowing for flexible approaches across countries and within the value chain to take into consideration local conditions in order to ensure tailored action across the Union;
Amendment 119 #
2021/2006(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Supports the design and deployment of appropriate and cost- effective methane mitigation tools that take into account the necessary flexibility for the industry to implement them at the lowest cost and in the shortest time.
Amendment 120 #
2021/2006(INI)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Underlines that investments undertaken by infrastructure operators should be recognised within the scope of regulated activities, in order to allow the recovery of costs associated to the reduction of methane emissions, as a signal of the importance of safety and also sustainable activities, which should be incentivised by regulatory authorities; Draws attention to the case of non- regulated operators, which efforts and investments should be incentivised at national and European level;
Amendment 124 #
2021/2006(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Calls on the Commission to consider a target on renewable and decarbonised gases for 2030, as this would facilitate the development of biomethane and ensure the deployment of the most cost-efficient solutions across the Member States. Calls also for the revision of the gas market regulatory framework as soon as possible in 2021 to facilitate and incentivise the uptake of renewable and decarbonised gases;
Amendment 131 #
2021/2006(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Calls on the Commission to continue its active involvement in international initiatives, fostering cooperation with third countries to address methane emission reductions by disseminating best practices for cost- effective methane emission reductions across value chain segments and supports the EU’s diplomatic outreach campaign to fossil fuel producer countries and companies to become active in the OGMP.
Amendment 139 #
2021/2006(INI)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Calls for a reinforcement of research on measurement and possible uses of methane emissions in coalmines, promoting good practices and disseminating best available technologies of regulatory and fiscal frameworks to foster also the development of commercial collection facilitating the utilization of methane from abandoned sites.
Amendment 31 #
2021/0426(COD)
Proposal for a directive
Recital 1
Recital 1
(1) Directive 2010/31/EU of the European Parliament and of the Council27 has been substantially amended several times28 . Since its initial adoption further amendments are to be made, that Directive should be recast in the interests of clarity. _________________ 27 Directive 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153, 18.6.2010, p. 13). 28 See Annex VIIIIV, Part A.
Amendment 32 #
2021/0426(COD)
Proposal for a directive
Recital 2
Recital 2
(2) Under the Paris Agreement, adopted in December 2015 under the United Nations Framework Convention on Climate Change (UNFCCC), its Parties have agreed to hold the increase in the global average temperature well below 2°C above pre-industrial levels and to pursue efforts to limit the temperature increase to 1,5 °C above pre-industrial levels. Reaching the objectives of the Paris Agreement is at the core of the Commission Communication on “The European Green Deal” of 11 December 201929 . The Union committed itself to reduce the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020. _________________ 29 The European Green Deal, COM(2019) 640 final.
Amendment 33 #
2021/0426(COD)
Proposal for a directive
Recital 6
Recital 6
(6) Buildings account for 40 % of final energy consumption in the Union and 36% of its energy-related greenhouse gas emissions . Therefore, reduction of energy consumption , in line with the energy efficiency first principle as laid down in Article 3 [revised EED] and defined in Article 2(18) of Regulation (EU) 2018/1999 of the European Parliament and of the Council32 and the use of energy from renewable and low carbon sources in the buildings sector constitute important measures needed to reduce the Union’s greenhouse gas emissions. Reduced energy consumption and an increased use of energy from renewable sources also have an important part to play in reducing the Union’s energy dependency, promoting security of energy supply and technological developments and in creating opportunities for employment and jobs creation and regional development, in particular in islands, outermost regions and rural areas. _________________ 32 Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
Amendment 35 #
2021/0426(COD)
Proposal for a directive
Recital 11
Recital 11
(11) Measures to improve further the energy performance of buildings should take into account different climatic conditions, including adaptation to climate change, local conditions as well as indoor climate environment and cost- effectiveness. Those measures should not affect other requirements concerning buildings such as accessibility , fire safety and seismic safety and the intended use of the building.
Amendment 36 #
2021/0426(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The energy performance of buildings should be calculated on the basis of a methodology, which may be differentiated at national and, regional and local level. That includes, in addition to thermal characteristics, other factors that play an increasingly important role such as heating and air-conditioning installations, application of energy from renewable and low carbon sources, building automation and control systems, smart solutions, passive heating and cooling elements, shading, indoor air- quality, adequate natural light and design of the building. The methodology for calculating energy performance should be based not only on the season in which heating or air- conditioning is required, but should cover the annual energy performance of a building. That methodology should take into account existing European standards. The methodology should ensure the representation of actual operating conditions and enable the use of metered energy to verify correctness and for comparability, and the methodology should be based on hourly or sub-hourly time- steps. In order to encourage the use of renewable energy on-site, and in addition to the common general framework, Member States should take the necessary measures so that the benefits of maximising the use of renewable energy on-site, including for other-uses (such as electric vehicle charging points), are recognised and accounted for in the calculation methodology.
Amendment 37 #
2021/0426(COD)
Proposal for a directive
Recital 19
Recital 19
(19) The enhanced climate and energy ambition of the Union requires a new vision for buildings: the zero-emission building, the very low energy demand of which is fully covered by energy from renewable sources where technically feasible, geographically feasible and taking into consideration the different climate conditions. All new buildings should be zero- emission buildings, and all existing buildings should be transformed into zero- emission buildings by 2050.
Amendment 39 #
2021/0426(COD)
Proposal for a directive
Recital 20
Recital 20
(20) Different options are available to cover the energy needs of an efficient building by energy from low carbon and renewable sources: on-site renewables such as solar thermal, geo thermal, solar photovoltaics, heat pumps and biomass, renewable energy provided by renewable energy communities or citizen energy communities, and district heating and cooling based on renewables or waste heat.
Amendment 41 #
2021/0426(COD)
Proposal for a directive
Recital 23
Recital 23
(23) Minimum energy performance standards set at Union level should focus on the renovation of the buildings with the highest potential in terms of decarbonisation, energy and transport poverty alleviation and extended social and economic benefits, in particular on the very worst-performing buildings, which need to be renovated as a priority.
Amendment 42 #
2021/0426(COD)
Proposal for a directive
Recital 24
Recital 24
(24) As regards the rest of the national building stock, Member States are free to decide whether they wish to introduce minimum energy performance standards, designed at national level and adapted to national, regional and local conditions. When reviewing this Directive, the Commission should assess whether further binding minimum energy performance standards need to be introduced in order to achieve a decarbonised building stock by 2050.
Amendment 45 #
2021/0426(COD)
Proposal for a directive
Recital 33 a (new)
Recital 33 a (new)
(33 a) The definition should also consider the climate zone factor when establishing minimum thresholds for primary energy use and renewable and low carbon energy sources, alongside existing approaches at the national level. In the longer term, CO2 emissions from building materials should also be included.
Amendment 46 #
2021/0426(COD)
Proposal for a directive
Recital 33 b (new)
Recital 33 b (new)
(33 b) A deep renovations standard, if accompanied by adequate support and information, including technical assistance and training, can be a way to achieve higher emissions reduction, but it needs to offer flexibility to consider local circumstances. Local policymakers play an enabling role in designing the energy renovation market through local regulations, driving phase-out of inefficient heating and cooling systems, managing public procurement processes, and developing public-private partnerships. Renovations must be done to a high standard to effectively reduce emissions and avoid performance gaps that can make the targets harder to reach in the medium term.
Amendment 52 #
2021/0426(COD)
Proposal for a directive
Recital 36
Recital 36
(36) Electric vehicles are expected to play a crucial role in the decarbonisation and efficiency of the electricity system, namely through the provision of flexibility, balancing and storage services, especially through aggregation. This potential of electric vehicles to integrate with the electricity system and contribute to system efficiency and further absorption of renewable and low carbon electricity should be fully exploited. Charging in relation to buildings is particularly important, since this is where electric vehicles park regularly and for long periods of time. Slow charging is economical and the installation of recharging points in private spaces can provide energy storage to the related building and integration of smart charging services and system integration services in general.
Amendment 56 #
2021/0426(COD)
Proposal for a directive
Recital 37
Recital 37
(37) Combined with an increased share of renewable and low carbon electricity production, electric vehicles produce fewer greenhouse gas emissions. Electric vehicles constitute an important component of a clean energy transition based on energy efficiency measures, alternative fuels, renewable energy and innovative solutions for the management of energy flexibility. Building codes can be effectively used to introduce targeted requirements to support the deployment of recharging infrastructure in car parks of residential and non- residential buildings. Member States should remove barriers such as split incentives and administrative complications which individual owners encounter when trying to install a recharging point on their parking space.
Amendment 63 #
2021/0426(COD)
Proposal for a directive
Recital 40
Recital 40
(40) Promoting green mobility is a key part of the European Green Deal and buildings can play an important role in providing the necessary infrastructure, not only for recharging of electric vehicles but also for bicycles. A shift to soft mobility such as cycling can significantly reduce greenhouse gas emissions from transport. As set out in the 2030 Climate Target Plan, increasing the modal shares of clean and efficient private and public transport, such as cycling, will drastically lower pollution from transport and bring major benefits to individual citizens and communities. The lack of bike parking spaces is a majormight be a barrier to the uptake of cycling, both in residential and non-residential buildings. Building codes can effectively support the transition to cleaner mobility by establishing requirements for a minimum number of bicycle parking spaces.
Amendment 64 #
2021/0426(COD)
Proposal for a directive
Recital 42
Recital 42
(42) In order to facilitate a competitive and innovative market for smart building services that contributes to efficient energy use and integration of renewable and low carbon energy in buildings and support investments in renovation, Member States should ensure direct access to building systems’ data by interested parties. To avoid excessive administrative costs for third parties, Member States shall facilitate the full interoperability of services and of the data exchange within the Union.
Amendment 66 #
2021/0426(COD)
Proposal for a directive
Recital 47 a (new)
Recital 47 a (new)
Amendment 68 #
2021/0426(COD)
Proposal for a directive
Recital 48
Recital 48
(48) Inefficient buildings are often linked to energy and transport poverty and social problems. Vulnerable households are particularly exposed to increasing energy prices as they spend a larger proportion of their budget on energy products. By reducing excessive energy bills, building renovation can lift people out of energy and transport poverty and also prevent it. At the same time, building renovation does not come for free, and it is essential to ensure that the social impact of the costs for building renovation, notably on vulnerable households, is kept in check. The renovation wave should leave no one behind and be seized as an opportunity to improve the situation of vulnerable households, and a fair transition towards climate neutrality should be ensured. Therefore, financial incentives and other policy measures should as a priority target vulnerable households, people affected by energy and transport poverty and people living in social housing, and Member States should take measures to prevent evictions because of renovation. The Commission proposal for a Council Recommendation on ensuring a fair transition towards climate neutrality provides a common framework and shared understanding of comprehensive policies and investments needed for ensuring that the transition is fair.
Amendment 69 #
2021/0426(COD)
Proposal for a directive
Recital 49 a (new)
Recital 49 a (new)
(49 a) When considering support policies for minimum energy performance standards, special attention should be given to in-need and at-risk households, particularly to those whose security of tenure might be put at risk. The Directive should already foresee safeguards to be implemented at national level, such as recommendations for Member States to set up social support mechanisms.
Amendment 70 #
2021/0426(COD)
Proposal for a directive
Recital 49 b (new)
Recital 49 b (new)
(49 b) The energy transition represents an opportunity to improve access to better quality housing, if renovation costs are balanced as much as possible with energy savings and security of tenure is ensured. It can also help lift households out of energy and transport poverty if subsidies and public funding are made available to those with reduced access to market-price loans. Also, for public housing and rented buildings, participative models are essential for tenants to work together with the housing companies, land lords and owners associations on the scope and cost of renovations. It can help balance costs and reinforce security of tenure. Capacity building opportunities for local housing providers should be created for better uptake of participative models and a more coordinated approach across sectors at national, reginal and local level.
Amendment 71 #
2021/0426(COD)
Proposal for a directive
Recital 51 a (new)
Recital 51 a (new)
(51 a) Existing exemptions for heritage and temporary buildings must be maintained for harder to renovate public buildings such as conservation and heritage buildings while new innovative solutions are developed and tested. Technical assistance will be essential to boosting the renovation of public buildings, including financial support for replication and upscaling of pilots and demonstration projects, building on experiences developed with Horizon 2020 funding for smart cities.
Amendment 72 #
2021/0426(COD)
Proposal for a directive
Recital 51 b (new)
Recital 51 b (new)
(51 b) An ambitious and realistic timeline for Member States should be developed to phase out fossil fuels from public buildings gradually and to consider projects and investments already made at the local level. This should be seen in conjunction with the overall energy transition and matching the wide variety of building types with the appropriate solutions. This is particularly an issue in dense urban areas with multi-store buildings, where the available space for renewable installations does not meet the energy demand, even with high energy efficiency.
Amendment 73 #
2021/0426(COD)
Proposal for a directive
Recital 55
Recital 55
(55) Since local and regional authorities are critical for the successful implementation of this Directive, they should be consulted and involved, as and when appropriate in accordance with applicable national legislation, on planning issues, the development of programmes to provide information, training and awareness-raising, and on the implementation of this Directive at national or regional level. Such consultations may also serve to promote the provision of adequate guidance to local planners and building inspectors to carry out the necessary tasks. Furthermore, Member States should enable and encourage architects and planners to properly consider the optimal combination of improvements in energy efficiency, use of energy from renewable and low carbon sources and use of district heating and cooling when planning, designing, building and renovating industrial or residential areas.
Amendment 74 #
2021/0426(COD)
Proposal for a directive
Recital 56
Recital 56
(56) Installers and builders are critical for the successful implementation of this Directive. Therefore, an adequate number of installers and builders should, through training and other measures, have the appropriate level of competence for the installation and integration of the energy efficient, low carbon and renewable energy technology required.
Amendment 75 #
2021/0426(COD)
Proposal for a directive
Recital 58 a (new)
Recital 58 a (new)
(58 a) It is important, to have flexibility, especially concerning deep energy renovation, to decide the best approach, whether a staged-pathway or a single renovation process, depending on for exemple their local market, information and financial support available. Whole life carbon emissions should be introduced progressively once conditions - support and information, technical assistance and training - are met. Different elements should be part of the standard: a consideration of the different climatic zones and average performance of the building stock; the use of renewable and low carbon energy, and broader aspects that have an impact on the quality of renovations, such as health and environmental standards, climate resilience, air quality and biodiversity.
Amendment 76 #
2021/0426(COD)
Proposal for a directive
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Directive promotes the improvement of the energy performance of buildings and the reduction of greenhouse gas emissions from buildings within the Union, with a view to achieving a zero- emission building stock by 2050 taking into account outdoor climatic and local conditions, as well as indoor climate requirements and cost-effectiveness, while respecting safety standards and technological neutrality.
Amendment 77 #
2021/0426(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
2. ‘zero-emission building’ means a building with a very high energy performance, as determined in accordance with Annex I, where the very low amount of energy still required is fully covered by energy from renewable sources generated on-site, from a renewable energy community within the meaning of Directive (EU) 2018/2001 [amended RED] or from a district heating and cooling system, in accordance with the requirements set out in Annex IIIand low carbon sources;
Amendment 79 #
2021/0426(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 3
Article 2 – paragraph 1 – point 3
3. ‘nearly zero-energy building’ means a building with a very high energy performance, as determined in accordance with Annex I , which cannot be lower than the 2023 cost-optimal level reported by Member States in accordance with Article 6(2) and where the nearly zero or very low amount of energy required is covered to a very significant extent by energy from renewable and low carbon sources, including energy from renewable sources produced on-site or nearby;
Amendment 84 #
2021/0426(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 26 a (new)
Article 2 – paragraph 1 – point 26 a (new)
26 a. ‘transport poverty’ means transport poverty as defined in Article 2(xxx)… of [recast EED];
Amendment 85 #
2021/0426(COD)
27. ‘vulnerable households’ means households in energy and transport poverty or households, including lower middle- income ones,income ones who face or are at risk of facing a situation of significantly limited access to employment, including self-employment, and/or to education and training, and/or to a decent standard of living and essential services, implying low capacities to adapt to the consequences of the green transition and that are particularly exposed to high energy costs and lack the means to renovate the building they occupy;
Amendment 94 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 1 – subparagraph 1 – point a a (new)
Article 3 – paragraph 1 – subparagraph 1 – point a a (new)
Amendment 95 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 1 – subparagraph 1 – point a b (new)
Article 3 – paragraph 1 – subparagraph 1 – point a b (new)
(a b) an overview of investments in the development of the skills required by the energy transition. Both public and private stake holders are asked to plan in advance future skills and workforce needs and urgently roll out the necessary initiatives to make sure that there are sufficient and skilled workers to deliver the energy transition towards reaching the 2030energy and climate targets;
Amendment 96 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 1 – subparagraph 2
Article 3 – paragraph 1 – subparagraph 2
The roadmap referred to in point (b) shall include national targets for 2030, 2040 and 2050 as regards the annual energy renovation rate, the primary and final energy consumption of the national building stock and its operational greenhouse gas emission reductions; specific timelines for buildings to achieve higher energy performance classes than those pursuant to Article 9(1), by 2040 and 2050, in line with the pathway for transforming the national building stock into zero-emission buildings; an evidence- based estimate of expected energy savings and wider benefits; and estimations for the contribution of the building renovation plan to achieving the Member State's binding national target for greenhouse gas emissions pursuant to Regulation (EU) .../… [revised Effort Sharing Regulation], the Union’s energy efficiency targets in accordance with Directive (EU) …/…. [recast EED], the Union’s renewable energy targets, including the indicative target for the share of energy from renewable and low carbon sources in the building sector in accordance with Directive (EU) 2018/2001 [amended RED], and the Union’s 2030 climate target and 2050 climate neutrality goal in accordance with Regulation (EU) 2021/1119.
Amendment 97 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 3
Article 3 – paragraph 3
3. To support the development of its building renovation plan , each Member State shall involve regional and local authorities in drafting the plans to facilitate the inclusion of local actions plans or investments and they shall carry out a public consultation on its draft building renovation plan prior to submitting it to the Commission. The public consultation shall involve in particular local and regional authorities and other socio-economic partners, including civil society and bodies working with vulnerable households and establish multi- level dialogues. Each Member State shall annex a summary of the results of its public consultation to its draft building renovation plan . .
Amendment 98 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
3 a. Member States and local level authorities should take urgent action for putting forward the targeted training and education programmes and for providing the right financial support for these programmes, setting clear targets for the upskilling and reskilling of workers in strategic value-chains in line with the REPowerEU Plan.
Amendment 99 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 3 b (new)
Article 3 – paragraph 3 b (new)
3 b. Each Member State should support the Pact for Skills, welcome the creation of a Large Scale Partnership for Skills in the Offshore Renewable Energy and call on all stakeholders in the clean energy sector to work together, supported by the Commission and the Member States, for the creation of a similar Partnership for onshore renewable and low carbon energy, the importance of which was highlighted in the REPowerEU Plan;
Amendment 100 #
2021/0426(COD)
Proposal for a directive
Article 5 – paragraph 1 – subparagraph 3
Article 5 – paragraph 1 – subparagraph 3
Those requirements shall take account of general indoor climate conditions, in order to avoid possible negative effects such as inadequate ventilation, as well as local conditions, different climate conditions and the designated function and the age of the building.
Amendment 101 #
2021/0426(COD)
Proposal for a directive
Article 5 – paragraph 2
Article 5 – paragraph 2
2. Member States mayshall decide to adapt or not to set or apply the requirements referred to in paragraph 1 to buildings officially protected as part of a designated environment or because of their special architectural or historical merit, in so far as compliance with certain minimum energy performance requirements would unacceptably alter their character or appearance.
Amendment 102 #
2021/0426(COD)
Proposal for a directive
Article 7 – paragraph 1 – point a
Article 7 – paragraph 1 – point a
(a) as of 1 January 2027, new buildings occupied or owned by public authorities unless these buildings are residential buildings; and
Amendment 103 #
2021/0426(COD)
Proposal for a directive
Article 7 – paragraph 3
Article 7 – paragraph 3
Amendment 104 #
2021/0426(COD)
Proposal for a directive
Article 7 – paragraph 4
Article 7 – paragraph 4
4. Member States shall address where technically and economically feasible, in relation to new buildings, the issues of healthy indoor climate conditions, adaptation to climate change, fire safety, risks related to intense seismic activity and accessibility for persons with disabilities. Member States shall also address carbon removals associated to carbon storage in or on buildings.
Amendment 105 #
2021/0426(COD)
Proposal for a directive
Article 8 – paragraph 3
Article 8 – paragraph 3
3. Member States shall encourage, in relation to buildings undergoing major renovation, high-efficiency alternative systems, in so far as that is technically, functionally and economically feasible. Member States shall address encourage, in relation to buildings undergoing major renovation, the issues of healthy indoor climate conditions, adaptation to climate change, fire safety, risks related to intense seismic activity , the removal of hazardous substances including asbestos and accessibility for persons with disabilities , in so far as that is technically, functionally and economically feasible.
Amendment 114 #
2021/0426(COD)
Proposal for a directive
Article 9 – paragraph 1 – point c – point ii a (new)
Article 9 – paragraph 1 – point c – point ii a (new)
(ii a) Member States may require an extension of the deadline set in this paragraph, if justified and requested to the Commission and in accordance with the national building renovation plan referred to in Article 3(1)(a), with regard to specific parts of their building stock.
Amendment 116 #
2021/0426(COD)
Proposal for a directive
Article 9 – paragraph 1 – subparagraph 1 a (new)
Article 9 – paragraph 1 – subparagraph 1 a (new)
Member States may adjust the minimum energy performance standards or set alternative measures with equivalent effect. Member States shall document the equivalence in their roadmap referred to in Article 3(1)(b).
Amendment 117 #
2021/0426(COD)
Proposal for a directive
Article 9 – paragraph 3 – point a
Article 9 – paragraph 3 – point a
(a) providing appropriate financial measures, in particular those targeting vulnerable households, people affected by energy and transport poverty or living in social housing, in line with Article 22 of Directive (EU) .../…. [recast EED];
Amendment 118 #
2021/0426(COD)
Proposal for a directive
Article 9 – paragraph 4
Article 9 – paragraph 4
4. Where a building is renovated in order to comply with a minimum energy performance standard, Member States shall ensure compliance with the minimum energy performance requirements for building elements pursuant to Article 5 and, in case of major renovation, with the minimum energy performance requirements for existing buildings pursuant to Article 8, while taking into consideration the different technical and economical aspects and the different starting point of each Member State.
Amendment 119 #
2021/0426(COD)
Proposal for a directive
Article 10 – paragraph 1
Article 10 – paragraph 1
1. By 31 December 2023, the Commission shall adopt delegated acts in accordance with Article 29 supplementing this Directive by establishing a common European framework for voluntary renovation passports, based on the criteria set out in paragraph 2.
Amendment 124 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. With regard to new non-residential buildings and non-residential buildings undergoing major renovation, with more than fiveten parking spaces, Member States shall ensure:
Amendment 128 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – point a
Article 12 – paragraph 1 – point a
(a) the installation of at least one recharging pointducting infrastructure, namely conduits for electric cables for every parking space to enable the installation, at a later stage, of recharging points for electric vehicles;
Amendment 133 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – point b
Article 12 – paragraph 1 – point b
(b) the installation of pre-cablducting for every parking space to enable the installation at a later stage of recharging points for electric vehicles; and
Amendment 134 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – point c
Article 12 – paragraph 1 – point c
(c) at least one bicycle parking space for every car parking space, subject to local characteristics, including demographical, geographical, climate conditions and local tradition;
Amendment 144 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – subparagraph 2
Article 12 – paragraph 1 – subparagraph 2
Amendment 151 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 2
Article 12 – paragraph 2
2. With regard to all non-residential buildings with more than twenty parking spaces, Member States shall ensure the installation of at least one recharging point for every ten parking spaces, and at least one bicycle parking space for every car parking space, by 1 January 2027. In case of buildings owned or occupied by public authorities, Member States shall ensure pre-cablducting for at least one in two parking spaces by 1 January 2033.
Amendment 161 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 3
Article 12 – paragraph 3
3. Member States may adjust requirements for the number of bicycle parking spaces in accordance with paragraphs 1 and 2 for specific categories of non-residential buildings where bicycles are typically less used as a means of transport and according to local needs, and where ensuring at least one bicycle parking space for every car parking space is not feasible.
Amendment 164 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 4 – introductory part
Article 12 – paragraph 4 – introductory part
4. With regard to new residential buildings and residential buildings undergoing major renovation, with more than threfive parking spaces, Member States shall ensure:
Amendment 167 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 4 – point b
Article 12 – paragraph 4 – point b
(b) at least two bicycle parking spaces for every dwelling subject to local characteristics, including demographical, geographical, climate conditions and local tradition..
Amendment 184 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 6
Article 12 – paragraph 6
6. Member States shall ensure that the recharging points referred to in paragraphs 1, 2 and 4 are capable of smart charging and, where appropriate and functionally and technically feasible, bidirectional charging, and that they are operated based on non-proprietary and non-discriminatory communication protocols and standards, in an interoperable manner, and in compliance with any legal standards and protocols in the delegated acts adopted pursuant to Article 19(6) and Article 19(7) of Regulation (EU) …/… [AFIR].
Amendment 187 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 7 a (new)
Article 12 – paragraph 7 a (new)
7 a. Member States may adjust requirements for the number of bicycle parking spaces in accordance with paragraph 4 where bicycles are typically less used as a mean of transport and according to local needs.
Amendment 193 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 8 – introductory part
Article 12 – paragraph 8 – introductory part
8. Member States shall provide for measures in order to simplify the deployment of recharging points in new and existing residential and non-residential buildings and remove regulatory barriers, including permitting and approval procedures, without prejudice to the property and tenancy law of the Member States. Member States shall remove barriers to the installation of recharging points in residential buildings with parking spaces, in particular the need to obtain consent from the landlord or co-owners for a private recharging point for own use.
Amendment 200 #
2021/0426(COD)
Proposal for a directive
Article 14 – paragraph 1 – introductory part
Article 14 – paragraph 1 – introductory part
1. Member States shall ensure that the building owners, tenants and managers can have direct access to their respective building systems’ data. At their requestjustified request and upon agreement of the owners, the access or data shall be made available to a third party. Member States shall facilitate the full interoperability of services and of data exchange within the Union in accordance with paragraph 6.
Amendment 202 #
2021/0426(COD)
Proposal for a directive
Article 15 – paragraph 1
Article 15 – paragraph 1
1. Member States and the Union shall provide appropriate financing, support measures and other instruments able to address market barriers and stimulate the necessary investments in energy renovations in line with their national building renovation plan and with a view to the transformation of their building stock into zero-emission buildings by 2050.
Amendment 204 #
2021/0426(COD)
Proposal for a directive
Article 15 – paragraph 3 a (new)
Article 15 – paragraph 3 a (new)
3 a. The Union and the Member States shall provide ringfenced and dedicated financing for the renovation of buildings inhabited by vulnerable households, people affected by energy and transport poverty and people living in social housing.
Amendment 206 #
2021/0426(COD)
Proposal for a directive
Article 15 – paragraph 13
Article 15 – paragraph 13
13. When providing financial incentives to owners of buildings or building units for the renovation of rented buildings or building units, Member States shall ensure that the financial incentives benefit both the owners and the tenants, in particular by providing rent support or by imposing caps on rent increases.
Amendment 208 #
2021/0426(COD)
Proposal for a directive
Article 16 – paragraph 2
Article 16 – paragraph 2
2. By 31 December 2025 at the latest, the energy performance certificate shall comply with the template in Annex V. It shall specify the energy performance class of the building, on a closed scale using only letters from A to G. The letter A shall correspond to zero-emission buildings as defined in Article 2, point (2) and the letter G shall correspond to the 15% worst- performing buildings in the national building stock at the time of the introduction of the scale. Member States shall ensure that the remaining classes (B to F) have an even bandwidth distribution of energy performance indicators among the energy performance classes. Member States shall ensure a common visual identity for energy performance certificates on their territory.
Amendment 209 #
2021/0426(COD)
Proposal for a directive
Article 16 – paragraph 10
Article 16 – paragraph 10
10. The validity of the energy performance certificate shall not exceed five years. However for buildings with an energy performance class A, B or C established pursuant to paragraph 2, the validity of the energy performance certificate shall not exceed 10ten years.
Amendment 210 #
2021/0426(COD)
Proposal for a directive
Article 19 – paragraph 2
Article 19 – paragraph 2
2. The database' s aggregated and anonymised building stock data shall be publicly accessible, in compliance with Union and national data protection rules. Member States shall ensure access to the full energy performance certificate for building owners, tenants and managers, and to financial institutions as regards the buildings in their investment portfolio. For buildings offered for rent or sale, Member States shall ensure access to the full energy performance certificate for prospective tenants or buyers.
Amendment 211 #
2021/0426(COD)
Proposal for a directive
Article 26 – paragraph 3
Article 26 – paragraph 3
3. Member States shall ensure that guidance and training are made available for those responsible for implementing this Directive. Such guidance and training shall address the importance of improving energy performance, and shall enable consideration of the optimal combination of improvements in energy efficiency, reduction of greenhouse gas emissions, use of energy from renewable and low carbon sources and use of district heating and cooling when planning, designing, building and renovating industrial or residential areas. Such guidance and training may also address structural improvements, adaptation to climate change, fire safety, risks related to intense seismic activity, the removal of hazardous substances including asbestos, air pollutant emissions (including fine particulate matter) and accessibility for persons with disabilities.
Amendment 212 #
2021/0426(COD)
Proposal for a directive
Article 26 – paragraph 4
Article 26 – paragraph 4
4. The Commission is invited to continuously improve its information services, in particular the website that has been set up as a European portal for energy efficiency in buildings directed towards citizens, professionals and authorities, in order to assist Member States in their information and awareness-raising efforts. Information displayed on that website might include links to relevant European Union and national, regional and local legislation, links to Europa websites that display the National Energy Efficiency Action Plans, links to available financial instruments, as well as best practice examples at national, regional and local level. In the context of the European Regional Development Fund, the Cohesion Fund and the, Just Transition Fund and the Social Climate Fund [amended SCF], the Commission shall continue and further intensify its information services with the aim of facilitating the use of available funds by providing assistance and information to interested stakeholders, including national, regional and local authorities, on funding possibilities, taking into account the latest changes in the regulatory framework.
Amendment 213 #
2021/0426(COD)
Proposal for a directive
Annex I – point 2 – paragraph 3
Annex I – point 2 – paragraph 3
Primary energy factors or weighting factors shall be defined by Member States. The choices made and data sources shall be reported according to EN 17423 or any superseding document. Member States may opt for an average EU primary energy factor for electricity established pursuant to Directive (EU) …/… [recast EED] instead of a primary energy factor reflecting the electricitnergy mix in the country.
Amendment 214 #
2021/0426(COD)
Proposal for a directive
Annex III – point I – paragraph 3 – introductory part
Annex III – point I – paragraph 3 – introductory part
The total annual primary energy use of a new or renovated zero-emission building shall be fully covered to a very significant extent, on a net annual basis, by
Amendment 215 #
2021/0426(COD)
Proposal for a directive
Annex III – point I – paragraph 3 – indent 1
Annex III – point I – paragraph 3 – indent 1
— energy from renewable sourcesand low carbon sources provided through the grid or generated on-site and fulfilling the criteria of Article 7 of Directive (EU) 2018/2001 [amended RED],
Amendment 300 #
2021/0426(COD)
Proposal for a directive
Recital 6
Recital 6
(6) Buildings account for 40 % of final energy consumption in the Union and 36% of its energy-related greenhouse gas emissions . Therefore, reduction of energy consumption , in line with the energy efficiency first principle as laid down in Article 3 [revised EED] and defined in Article 2(18) of Regulation (EU) 2018/1999 of the European Parliament and of the Council32 and the use of energy from renewable sources in the buildings sector, the Commission Recommendation and guidelines on Energy Efficiency First (C(2021) 7014 final), and the use of energy from renewable sources in the buildings sector as part of an integrated systems’ approach to energy; stresses that energy efficiency and renewable energy use must be maximised across the entire energy value chain, across electricity, heat and gas, rather than just at individual building level, constitute important measures needed to reduce the Union’s greenhouse gas emissions. Reduced energy consumption and an increased use of energy from renewable sources also have an important part to play in reducing the Union’s energy dependency, promoting security of energy supply and, integrating the energy system, contributing to system efficiency, fostering technological developments and in creating opportunities for employment, job creation and regional development, in particular in islands and rural areas. _________________ 32 Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1), outermost regions and rural areas.
Amendment 320 #
2021/0426(COD)
Proposal for a directive
Recital 11
Recital 11
(11) Measures to improve further the energy performance of buildings should take into account different climatic conditions, including adaptation to climate change, local conditions as well as indoor climate environment and cost- effectiveness. Those measures should not affect other requirements concerning buildings such as accessibility , fire safety and seismic safety and the intended use of the building.
Amendment 328 #
2021/0426(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The energy performance of buildings should be calculated on the basis of a methodology, which may be differentiated at national and regional and local level. That includes, in addition to thermal characteristics, other factors that play an increasingly important role such as heating and air-conditioning installations, application of energy from low carbon and renewable sources, building automation and control systems, smart solutions, passive heating and cooling elements, shading, indoor air- quality, adequate natural light and design of the building. The methodology for calculating energy performance should be based not only on the season in which heating or air- conditioning is required, but should cover the annual energy performance of a building. That methodology should take into account existing European standards. The methodology should ensure the representation of actual operating conditions and enable the use of metered energy to verify correctness and for comparability, and the methodology should be based on hourly or sub-hourly time- steps. In order to encourage the use of renewable energy on-site, and in addition to the common general framework, Member States should take the necessary measures so that the benefits of maximising the use of renewable energy on-site, including for other-uses (such as electric vehicle charging points), are recognised and accounted for in the calculation methodology.
Amendment 334 #
2021/0426(COD)
(14) Two-thirds of the energy used for heating and cooling of buildings still comes from fossil fuels. In order to decarbonise the building sector, it is of particular importance to phase out fossil fuel in heating and cooling. Therefore, Member States should indicate their national policies and measures to phase out fossil fuels in heating and cooling in their building renovation plans, and no financial incentives should be given for the installation of fossil fuelstand-alone heat-only boilers under the next Multiannual Financial Framework as of 2027, with the exception of those selected for investment, before 2027, under the European Regional Development Fund and on the Cohesion Fund, and of those that are part of hybrid heating solutions (hybrid heat pumps or cogeneration/fuel cells). A clear legal basis for the ban of heatstand-alone heat-only generators based on their greenhouse gas emissions or the type of fuel usedefficiency, and of heating system incompatible with the use of renewable and low-carbon fuels should support national phase-out policies and measures.
Amendment 350 #
2021/0426(COD)
Proposal for a directive
Recital 19
Recital 19
(19) The enhanced climate and energy ambition of the Union requires a new vision for buildings: the zero-emission building, the very low energy demand of which is fully covered by energy from renewable sources where technically feasible, geographically feasible and taking into consideration the different climate conditions. All new buildings should be zero- emission buildings, and all existing buildings should be transformed into zero- emission buildings by 2050.
Amendment 352 #
2021/0426(COD)
Proposal for a directive
Recital 20
Recital 20
(20) Different options are available to cover the energy needs of an efficient building by energy from low carbon and renewable sources: on-site renewables such as solar thermal, geo thermal, solar photovoltaics, heat pumps and biomass, renewable energy provided by renewable energy communities or citizen energy communities, and district heating and cooling based on renewables or waste heat, waste heat or future-proof high efficiency cogeneration, all types of energy storage, demand-side flexibility and self-consumption, as well as renewable energy supplied through energy grids and networks, including renewable electricity and gases.
Amendment 371 #
2021/0426(COD)
Proposal for a directive
Recital 24
Recital 24
(24) As regards the rest of the national building stock, Member States are free to decide whether they wish to introduce minimum energy performance standards, designed at national level and adapted to national, regional and local conditions. When reviewing this Directive, the Commission should assess whether further binding minimum energy performance standards need to be introduced in order to achieve a decarbonised building stock by 2050.
Amendment 400 #
2021/0426(COD)
Proposal for a directive
Recital 33 a (new)
Recital 33 a (new)
(33 a) The definition should also consider the climate zone factor when establishing minimum thresholds for primary energy use and renewable and low carbon energy sources, along side existing approaches at the national level. In the longer term, CO2 emissions from building materials should also be included.
Amendment 401 #
2021/0426(COD)
Proposal for a directive
Recital 33 b (new)
Recital 33 b (new)
(33 b) A deep renovations standard, if accompanied by adequate support and information, including technical assistance and training, can be a way to achieve higher emissions reduction, but it needs to offer flexibility to consider local circumstances. Local policymakers play an enabling role in designing the energy renovation market through local regulations, driving phase-out of inefficient heating and cooling systems, managing public procurement processes, and developing public-private partnerships. Renovations must be done to a high standard to effectively reduce emissions and avoid performance gaps that can make the targets harder to reach in the medium term.
Amendment 412 #
2021/0426(COD)
Proposal for a directive
Recital 36
Recital 36
(36) Electric vehicles are expected to play a crucial role in the decarbonisation and efficiency of the electricity system, namely through the provision of flexibility, balancing and storage services, especially through aggregation. This potential of electric vehicles to integrate with the electricity system and contribute to system efficiency and further absorption of renewable and low carbon electricity should be fully exploited. Charging in relation to buildings is particularly important, since this is where electric vehicles park regularly and for long periods of time. Slow charging is economical and the installation of recharging points in private spaces can provide energy storage to the related building and integration of smart charging services and system integration services in general.
Amendment 416 #
2021/0426(COD)
Proposal for a directive
Recital 37
Recital 37
(37) Combined with an increased share of renewable and low carbon electricity production, electric vehicles produce fewer greenhouse gas emissions. Electric vehicles constitute an important component of a clean energy transition based on energy efficiency measures, alternative fuels, renewable energy and innovative solutions for the management of energy flexibility. Building codes can be effectively used to introduce targeted requirements to support the deployment of recharging infrastructure in car parks of residential and non- residential buildings. Member States should remove barriers such as split incentives and administrative complications which individual owners encounter when trying to install a recharging point on their parking space.
Amendment 422 #
2021/0426(COD)
Proposal for a directive
Recital 40
Recital 40
(40) Promoting green mobility is a key part of the European Green Deal and buildings can play an important role in providing the necessary infrastructure, not only for recharging of electric vehicles but also for bicycles. A shift to soft mobility such as cycling can significantly reduce greenhouse gas emissions from transport. As set out in the 2030 Climate Target Plan, increasing the modal shares of clean and efficient private and public transport, such as cycling, will drastically lower pollution from transport and bring major benefits to individual citizens and communities. The lack of bike parking spaces is a majormight be a barrier to the uptake of cycling, both in residential and non-residential buildings. Building codes can effectively support the transition to cleaner mobility by establishing requirements for a minimum number of bicycle parking spaces.
Amendment 425 #
2021/0426(COD)
Proposal for a directive
Recital 42
Recital 42
(42) In order to facilitate a competitive and innovative market for smart building services that contributes to efficient energy use and integration of low carbon and renewable energy in buildings and support investments in renovation, Member States should ensure direct access to building systems’ data by interested parties. To avoid excessive administrative costs for third parties, Member States shall facilitate the full interoperability of services and of the data exchange within the Union.
Amendment 440 #
2021/0426(COD)
Proposal for a directive
Recital 47 a (new)
Recital 47 a (new)
(47 a) Increased technical assistance is necessary to set up and develop one-stop- shops and mobilise the right expertise. Access to trusted advice and information increases confidence and eases the process to improve energy efficiency in existing buildings, especially for private citizens. Locally operated one stop shops play a key role in ensuring coordination of supply and demand. They can help building owners and managers and help integrate individual projects into the broader strategy of the cities. They can also help prioritise worst performance buildings by establishing timelines and providing targeted support to different portions of the building stock based on construction years. One-stop-shops are also important to encourage citizens to start renovation projects through advice, research options, look for contractors, navigate through tenders and quotations, and provide support during the renovations.
Amendment 444 #
2021/0426(COD)
Proposal for a directive
Recital 49 a (new)
Recital 49 a (new)
(49 a) When considering support policies for MEPS, special attention should be given to in-need and at-risk households, particularly to those whose security of tenure might be put at risk. The EPBD should already foresee safeguards to be implemented at national level, such as recommendations for member states to set up social support mechanisms.
Amendment 445 #
2021/0426(COD)
Proposal for a directive
Recital 49 b (new)
Recital 49 b (new)
(49 b) The energy transition represents an opportunity to improve access to better quality housing, if renovation costs are balanced as much as possible with energy savings and security of tenure is ensured. It can also help lift households out of energy and transport poverty if subsidies and public funding are made available to those with reduced access to market-price loans. Also, for public housing and rented buildings, participative models are essential for tenants to work together with the housing companies, land lords and owners associations on the scope and cost of renovations. It can help balancing costs and reinforce security of tenure. Capacity building opportunities for local housing providers should be created for better uptake of participative models and a more coordinated approach across sectors at national, regional and local level.
Amendment 447 #
2021/0426(COD)
Proposal for a directive
Recital 51 a (new)
Recital 51 a (new)
(51 a) Existing exemptions for heritage and temporary buildings must be maintained for harder to renovate public buildings such as conservation and heritage buildings while new innovative solutions are developed and tested. Technical assistance will be essential to boosting the renovation of public buildings, including financial support for replication and upscaling of pilots and demonstration projects, building on experiences developed with Horizon 2020 funding for smart cities.
Amendment 448 #
2021/0426(COD)
Proposal for a directive
Recital 51 b (new)
Recital 51 b (new)
(51 b) An ambitious and realistic timeline for Member States should be developed to phase out fossil fuels from public buildings gradually and to consider projects and investments already made at the local level. This should be seen in conjunction with the overall energy transition and matching the wide variety of building types with the appropriate solutions. This is particularly an issue in dense urban areas with multi-store buildings, where the available space for renewable installations does not meet the energy demand, even with high energy efficiency.
Amendment 455 #
2021/0426(COD)
Proposal for a directive
Recital 55
Recital 55
(55) Since local and regional authorities are critical for the successful implementation of this Directive, they should be consulted and involved, as and when appropriate in accordance with applicable national legislation, on planning issues, the development of programmes to provide information, training and awareness-raising, and on the implementation of this Directive at national or regional level. Such consultations may also serve to promote the provision of adequate guidance to local planners and building inspectors to carry out the necessary tasks. Furthermore, Member States should enable and encourage architects and planners to properly consider the optimal combination of improvements in energy efficiency, use of energy from low carbon and renewable sources and use of district heating and cooling when planning, designing, building and renovating industrial or residential areas.
Amendment 458 #
2021/0426(COD)
Proposal for a directive
Recital 56
Recital 56
(56) Installers and builders are critical for the successful implementation of this Directive. Therefore, an adequate number of installers and builders should, through training and other measures, have the appropriate level of competence for the installation and integration of the energy efficient, low carbon and renewable energy technology required.
Amendment 463 #
2021/0426(COD)
Proposal for a directive
Recital 58 a (new)
Recital 58 a (new)
(58 a) It is important, to have flexibility, especially concerning deep energy renovation, to decide the best approach, whether a staged-pathway or a single renovation process, depending on for exemple their local market, information and financial support available. Whole life carbon emissions should be introduced progressively once conditions - support and information, technical assistance and training - are met. Different elements should be part of the standard: a consideration of the different climatic zones and average performance of the building stock; the use of renewable and low carbon energy, and broader aspects that have an impact on the quality of renovations, such as health and environmental standards, climate resilience, air quality and biodiversity.
Amendment 471 #
2021/0426(COD)
Proposal for a directive
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Directive promotes the improvement of the energy performance of buildings and the reduction of greenhouse gas emissions from buildings within the Union, with a view to achieving a zero- emission building stock by 2050 taking into account outdoor climatic and local conditions, as well as indoor climate requirements and cost-effectiveness, while respecting safety standards and technological neutrality.
Amendment 494 #
2021/0426(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
2. ‘zero-emission building’ means a building with a very high energy performance, as determined in accordance with Annex I, where the very low amount of energy still required is fully covered by energy from renewable sources generated on-site, from a renewable energy community within the meaning of Directive (EU) 2018/2001 [amended RED] or from a district heating and cooling system, in accordance with the requirements set out in Annex IIIand low carbon sources;
Amendment 522 #
2021/0426(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 3
Article 2 – paragraph 1 – point 3
3. ‘nearly zero-energy building’ means a building with a very high energy performance, as determined in accordance with Annex I , which cannot be lower than the 2023 cost-optimal level reported by Member States in accordance with Article 6(2) and where the nearly zero or very low amount of energy required is covered to a very significant extent by energy from renewable sources, including energy from low carbon and renewable sources produced on-site or nearby;
Amendment 584 #
2021/0426(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 27
Article 2 – paragraph 1 – point 27
27. ‘vulnerable households’ means households in energy and transport poverty or households, including lower middle- income ones,income ones who face or are at risk of facing a situation of significantly limited access to employment, including self-employment, and/or to education and training, and/or to a decent standard of living and essential services, implying low capacities to adapt to the consequences of the green transition and that are particularly exposed to high energy costs and lack the means to renovate the building they occupy;
Amendment 666 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 1 – subparagraph 1 – point a a (new)
Article 3 – paragraph 1 – subparagraph 1 – point a a (new)
(a a) an overview of national initiatives to promote smart technologies and well- connected buildings and communities, as well as skilling and reskilling opportunities, and education in the construction and energy efficiency sectors;
Amendment 668 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 1 – subparagraph 1 – point a b (new)
Article 3 – paragraph 1 – subparagraph 1 – point a b (new)
(a b) an overview of investments in the development of the skills required by the energy transition. Both public and private stake holders are asked to plan in advance future skills and workforce needs and urgently roll out the necessary initiatives to make sure that there are sufficient and skilled workers to deliver the energy transition towards reaching the 2030 energy and climate targets;
Amendment 687 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 1 – subparagraph 2
Article 3 – paragraph 1 – subparagraph 2
The roadmap referred to in point (b) shall include national targets for 2030, 2040 and 2050 as regards the annual energy renovation rate, the primary and final energy consumption of the national building stock and its operational greenhouse gas emission reductions; specific timelines for buildings to achieve higher energy performance classes than those pursuant to Article 9(1), by 2040 and 2050, in line with the pathway for transforming the national building stock into zero-emission buildings; an evidence- based estimate of expected energy savings and wider benefits; and estimations for the contribution of the building renovation plan to achieving the Member State's binding national target for greenhouse gas emissions pursuant to Regulation (EU) .../… [revised Effort Sharing Regulation], the Union’s energy efficiency targets in accordance with Directive (EU) …/…. [recast EED], the Union’s renewable energy targets, including the indicative target for the share of energy from low carbon and renewable sources in the building sector in accordance with Directive (EU) 2018/2001 [amended RED], and the Union’s 2030 climate target and 2050 climate neutrality goal in accordance with Regulation (EU) 2021/1119.
Amendment 696 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 3
Article 3 – paragraph 3
3. To support the development of its building renovation plan , each Member State shall involve regional and local authorities in drafting the plans to facilitate the inclusion of local actions plans or investments and they shall carry out a public consultation on its draft building renovation plan prior to submitting it to the Commission. The public consultation shall involve in particular local and regional authorities and other socio-economic partners, including civil society and bodies working with vulnerable households and establish multi- level dialogues. Each Member State shall annex a summary of the results of its public consultation to its draft building renovation plan .
Amendment 699 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
3 a. Member States and local level authorities shall take urgent action for putting forward the targeted training and education programmes and for providing the right financial support for these programmes, setting clear targets for the upskilling and reskilling of workers in strategic value-chains in line with the REPowerEU Plan.
Amendment 700 #
2021/0426(COD)
Proposal for a directive
Article 3 – paragraph 3 b (new)
Article 3 – paragraph 3 b (new)
3 b. Each Member State shall give support the Pact for Skills, welcome the creation of a Large Scale Partnership for Skills in the Offshore Renewable Energy and call on all stakeholders in the clean energy sector to work together, supported by the European Commission and Member States, for the creation of a similar Partnership for onshore renewable and low carbon energy, the importance of which was highlighted in the REPowerEU Plan;
Amendment 725 #
2021/0426(COD)
Proposal for a directive
Article 5 – paragraph 1 – subparagraph 3
Article 5 – paragraph 1 – subparagraph 3
Those requirements shall take account of general indoor climate conditions, in order to avoid possible negative effects such as inadequate ventilation, as well as local conditions, different climate conditions and the designated function and the age of the building.
Amendment 734 #
2021/0426(COD)
Proposal for a directive
Article 5 – paragraph 2
Article 5 – paragraph 2
2. Member States mayshall decide to adapt or not to set or apply the requirements referred to in paragraph 1 to buildings officially protected as part of a designated environment or because of their special architectural or historical merit, in so far as compliance with certain minimum energy performance requirements would unacceptably alter their character or appearance.
Amendment 755 #
2021/0426(COD)
Proposal for a directive
Article 7 – paragraph 1 – point a
Article 7 – paragraph 1 – point a
(a) as of 1 January 2027, new buildings occupied or owned by public authorities unless these buildings are residential buildings; and
Amendment 790 #
2021/0426(COD)
Proposal for a directive
Article 7 – paragraph 3
Article 7 – paragraph 3
Amendment 803 #
2021/0426(COD)
Proposal for a directive
Article 7 – paragraph 4
Article 7 – paragraph 4
4. Member States shall address where technically and economically feasible, in relation to new buildings, the issues of healthy indoor climate conditions, adaptation to climate change, fire safety, risks related to intense seismic activity and accessibility for persons with disabilities. Member States shall also address carbon removals associated to carbon storage in or on buildings.
Amendment 816 #
2021/0426(COD)
Proposal for a directive
Article 8 – paragraph 2
Article 8 – paragraph 2
2. Member States shall in addition take the necessary measures to ensure that when a building element that forms part of the building envelope and has a significant impact encourage, in relation to buildings undergoing major renovation, high-efficiency alternative systems, in so far as that is technically, functionally and economically feasible. Member States shall encourage, in relation to buildings undergoing major renovation, the energy performance of the building envelope is retrofitted orissues of healthy indoor climate conditions, adaptation to climate change, fire safety, risks replacted, the energy performance of the building element meets minimum energy performance requirementso intense seismic activity , the removal of hazardous substances including asbestos and accessibility for persons with disabilities, in so far as that is technically, functionally and economically feasible.
Amendment 900 #
2021/0426(COD)
Proposal for a directive
Article 9 – paragraph 1 – point c – point ii a (new)
Article 9 – paragraph 1 – point c – point ii a (new)
(ii a) Member States may require an extension of the deadline set in this paragraph, if justified and requested to the Commission and in accordance with the national building renovation plan referred to in Article 3(1)(a), with regards to specific parts of their building stock.
Amendment 922 #
2021/0426(COD)
Proposal for a directive
Article 9 – paragraph 1 a (new)
Article 9 – paragraph 1 a (new)
1 a. Member States may adjust the minimum energy performance standards or set alternative measures with equivalent effect. Member States shall document the equivalence in their roadmap referred to in Article 3(1)(b).
Amendment 952 #
2021/0426(COD)
Proposal for a directive
Article 9 – paragraph 4
Article 9 – paragraph 4
4. Where a building is renovated in order to comply with a minimum energy performance standard, Member States shall ensure compliance with the minimum energy performance requirements for building elements pursuant to Article 5 and, in case of major renovation, with the minimum energy performance requirements for existing buildings pursuant to Article 8m , while taking into consideration the different technical and economical aspects and the different starting point of each Member State.
Amendment 975 #
2021/0426(COD)
Proposal for a directive
Article 10 – paragraph 1
Article 10 – paragraph 1
1. By 31 December 2023, the Commission shall adopt delegated acts in accordance with Article 29 supplementing this Directive by establishing a common European framework for voluntary renovation passports, based on the criteria set out in paragraph 2.
Amendment 1042 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. With regard to new non-residential buildings and non-residential buildings undergoing major renovation, with more than fiveten parking spaces, Member States shall ensure:
Amendment 1044 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – point a
Article 12 – paragraph 1 – point a
(a) the installation of at least one recharging pointducting infrastructure, namely conduits for electric cables for every parking space to enable the installation, at a later stage, of recharging points for electric vehicles;
Amendment 1053 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – point b
Article 12 – paragraph 1 – point b
(b) the installation of pre-cablducting for every parking space to enable the installation at a later stage of recharging points for electric vehicles; and
Amendment 1057 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – point c
Article 12 – paragraph 1 – point c
(c) at least one bicycle parking space for every car parking space, subject to local characteristics, including demographical, geographical, climate conditions and local tradition;
Amendment 1066 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – subparagraph 2
Article 12 – paragraph 1 – subparagraph 2
Amendment 1078 #
2021/0426(COD)
2. With regard to all non-residential buildings with more than twenty parking spaces, Member States shall ensure the installation of at least one recharging point for every ten parking spaces, and at least one bicycle parking space for every car parking space, by 1 January 2027. In case of buildings owned or occupied by public authorities, Member States shall ensure pre-cablducting for at least one in two parking spaces by 1 January 2033.
Amendment 1082 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 3
Article 12 – paragraph 3
3. Member States may adjust requirements for the number of bicycle parking spaces in accordance with paragraphs 1 and 2 for specific categories of non-residential buildings where bicycles are typically less used as a means of transport and according to local needs, and where ensuring at least one bicycle parking space for every car parking space is not feasible.
Amendment 1088 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 4 – introductory part
Article 12 – paragraph 4 – introductory part
4. With regard to new residential buildings and residential buildings undergoing major renovation, with more than threfive parking spaces, Member States shall ensure:
Amendment 1103 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 4 – point b
Article 12 – paragraph 4 – point b
(b) at least two bicycle parking spaces for every dwelling subject to local characteristics, including demographical, geographical, climate conditions and local tradition..
Amendment 1116 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 6
Article 12 – paragraph 6
6. Member States shall ensure that the recharging points referred to in paragraphs 1, 2 and 4 are capable of smart charging and, where appropriate and functionally and technically feasible, bidirectional charging, and that they are operated based on non-proprietary and non-discriminatory communication protocols and standards, in an interoperable manner, and in compliance with any legal standards and protocols in the delegated acts adopted pursuant to Article 19(6) and Article 19(7) of Regulation (EU) …/… [AFIR].
Amendment 1122 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 7 a (new)
Article 12 – paragraph 7 a (new)
7 a. Member States may adjust requirements for the number of bicycle parking spaces in accordance with paragraph 4 where bicycles are typically less used as a mean of transport and according to local needs.
Amendment 1126 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 8 – introductory part
Article 12 – paragraph 8 – introductory part
8. Member States shall provide for measures in order to simplify the deployment of recharging points in new and existing residential and non-residential buildings and remove regulatory barriers, including permitting and approval procedures, without prejudice to the property and tenancy law of the Member States. Member States shall remove barriers to the installation of recharging points in residential buildings with parking spaces, in particular the need to obtain consent from the landlord or co-owners for a private recharging point for own use.
Amendment 1146 #
2021/0426(COD)
Proposal for a directive
Article 14 – paragraph 1 – introductory part
Article 14 – paragraph 1 – introductory part
1. Member States shall ensure that the building owners, tenants and managers can have direct access to their respective building systems’ data. At their requestjustified request and upon agreement of the owners, the access or data shall be made available to a third party. Member States shall facilitate the full interoperability of services and of data exchange within the Union in accordance with paragraph 6.
Amendment 1177 #
2021/0426(COD)
Proposal for a directive
Article 15 – paragraph 1
Article 15 – paragraph 1
1. Member States and the EU shall provide appropriate financing, support measures and other instruments able to address market barriers and stimulate the necessary investments in energy renovations in line with their national building renovation plan and with a view to the transformation of their building stock into zero-emission buildings by 2050.
Amendment 1186 #
2021/0426(COD)
3 a. The EU and Member States shall provide ring fenced and dedicated financing for the renovation of buildings inhabited by vulnerable households, people affected by energy and transport poverty and people living in social housing.
Amendment 1256 #
2021/0426(COD)
Proposal for a directive
Article 15 – paragraph 13
Article 15 – paragraph 13
13. When providing financial incentives to owners of buildings or building units for the renovation of rented buildings or building units, Member States shall ensure that the financial incentives benefit both the owners and the tenants, in particular by providing rent support or by imposing caps on rent increases.
Amendment 1270 #
2021/0426(COD)
Proposal for a directive
Article 16 – paragraph 2
Article 16 – paragraph 2
2. By 31 December 2025 at the latest, the energy performance certificate shall comply with the template in Annex V. It shall specify the energy performance class of the building, on a closed scale using only letters from A to G. The letter A shall correspond to zero-emission buildings as defined in Article 2, point (2) and the letter G shall correspond to the 15% worst- performing buildings in the national building stock at the time of the introduction of the scale. Member States shall ensure that the remaining classes (B to F) have an even bandwidth distribution of energy performance indicators among the energy performance classes. Member States shall ensure a common visual identity for energy performance certificates on their territory.
Amendment 1310 #
2021/0426(COD)
Proposal for a directive
Article 16 – paragraph 10
Article 16 – paragraph 10
10. The validity of the energy performance certificate shall not exceed five years. However for buildings with an energy performance class A, B or C established pursuant to paragraph 2, the validity of the energy performance certificate shall not exceed 10exceed ten years.
Amendment 1347 #
2021/0426(COD)
Proposal for a directive
Article 19 – paragraph 2
Article 19 – paragraph 2
2. The database' s aggregated and anonymised building stock data shall be publicly accessible, in compliance with Union and national data protection rules. Member States shall ensure access to the full energy performance certificate for building owners, tenants and managers, and to financial institutions as regards the buildings in their investment portfolio. For buildings offered for rent or sale, Member States shall ensure access to the full energy performance certificate for prospective tenants or buyers.
Amendment 1415 #
2021/0426(COD)
Proposal for a directive
Article 26 – paragraph 3
Article 26 – paragraph 3
3. Member States shall ensure that guidance and training are made available for those responsible for implementing this Directive. Such guidance and training shall address the importance of improving energy performance, and shall enable consideration of the optimal combination of improvements in energy efficiency, reduction of greenhouse gas emissions, use of energy from low carbon and renewable sources and use of district heating and cooling when planning, designing, building and renovating industrial or residential areas. Such guidance and training may also address structural improvements, adaptation to climate change, fire safety, risks related to intense seismic activity, the removal of hazardous substances including asbestos, air pollutant emissions (including fine particulate matter) and accessibility for persons with disabilities.
Amendment 1417 #
2021/0426(COD)
Proposal for a directive
Article 26 – paragraph 4
Article 26 – paragraph 4
4. The Commission is invited to continuously improve its information services, in particular the website that has been set up as a European portal for energy efficiency in buildings directed towards citizens, professionals and authorities, in order to assist Member States in their information and awareness-raising efforts. Information displayed on that website might include links to relevant European Union and national, regional and local legislation, links to Europa websites that display the National Energy Efficiency Action Plans, links to available financial instruments, as well as best practice examples at national, regional and local level. In the context of the European Regional Development Fund, the Cohesion Fund and the Just Transition Fund and the Social Climate Fund [amended SCF], the Commission shall continue and further intensify its information services with the aim of facilitating the use of available funds by providing assistance and information to interested stakeholders, including national, regional and local authorities, on funding possibilities, taking into account the latest changes in the regulatory framework.
Amendment 1433 #
2021/0426(COD)
Proposal for a directive
Annex I – point 2 – paragraph 3
Annex I – point 2 – paragraph 3
Primary energy factors or weighting factors shall be defined by Member States. The choices made and data sources shall be reported according to EN 17423 or any superseding document. Member States may opt for an average EU primary energy factor for electricity established pursuant to Directive (EU) …/… [recast EED] instead of a primary energy factor reflecting the electricitnergy mix in the country.
Amendment 1450 #
2021/0426(COD)
Proposal for a directive
Annex III – point I – paragraph 3 – introductory part
Annex III – point I – paragraph 3 – introductory part
The total annual primary energy use of a new or renovated zero-emission building shall be fully covered, to a very significant extent,on a net annual basis, by
Amendment 1452 #
2021/0426(COD)
Proposal for a directive
Annex III – point I – paragraph 3 – indent 1
Annex III – point I – paragraph 3 – indent 1
— energy from renewable sourcesand low carbon sources provided through the grid or generated on-site and fulfilling the criteria of Article 7 of Directive (EU) 2018/2001 [amended RED],
Amendment 122 #
2021/0425(COD)
Proposal for a directive
Recital 8
Recital 8
(8) In line with the EU Hydrogen Strategy as well as EU REPowerEU Communication and Action Plan, renewable hydrogen is expected to be deployed on a large-scale from 2030 onwardsalready by 2030 for the purpose of increasing the flexibility of the electricity system, decarbonising certain sectors, ranging from aviation and shipping to hard-to-decarbonise industrial sectors as well as replacing Russian fossil fuels as swift as possible. All final customers connected to hydrogen systems will benefit from basic consumer rights applicable to final customers connected to the natural gas system such as the right to switch supplier and accurate billing information. In those instances where customers are connected to the hydrogen network, e.g. industrial customers, they will benefit from the same consumer protection rights applicable to natural gas customers. However, consumer provisions designed to encourage household participation on the market such as price comparison tools, active customers and citizen energy communities do not apply to the hydrogen system.
Amendment 130 #
2021/0425(COD)
Proposal for a directive
Recital 9
Recital 9
(9) In line with the EU Hydrogen Strategy, the priority for the EU is to develop renewable hydrogen produced using mainly wind and solar energy. Renewable hydrogen is the mostand low carbon hydrogen are compatible option with the EU’s climate neutrality and zero pollution goal in the long term and the most coherent with an integrated energy system. However, renewable hydrogen production probably will not scale fast enough to meet the expected growth in demand for hydrogen in Europe. Therefore, low- carbon fuels (LCFs) such as low-carbon hydrogen (LCH) maywill play an important role in the energy transition, particularly in the short and medium term to rapidly reduce emissions of existing fuels, and support the uptake of renewable fuels such as renewable hydrogen. In order to support the transition, it is necessary to establish a threshold for greenhouse gas emission reductions for low-carbon hydrogen and synthetic gaseous fuels. Such threshold should become more stringent for hydrogen produced in installations starting operations from 1 January 2031 to take into account technological developments and better stimulate the dynamic progress towards the reduction of greenhouse gas emissions from hydrogen production. The EU Energy System Integration strategy highlighted the need to deploy an EU–wide certification system to also cover low- carbon fuels with the aim to enable Member States to compare them with other decarbonisation options and consider them in their energy mix as a viable solution. In order to ensure that LCF have the same decarbonisation impact as compared to other renewable alternatives it is important that they are certified by applying a similar methodological approach based on a life cycle assessment of their total greenhouse gas (‘GHG’) emissions. This would allow deploying a comprehensive EU-wide certification system, covering the whole Union energy mix. Taking into consideration that LCF and LCH are not renewable fuels, their terminology and certification could not be included in the proposal for the revision of Directive (EU) 2018/2001 of the European Parliament and of the Council8 . Therefore, their inclusion in this Directive fills in this gap. _________________ 8 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).
Amendment 137 #
2021/0425(COD)
Proposal for a directive
Recital 9 a (new)
Recital 9 a (new)
(9 a) In line with the EU Hydrogen Strategy and REPowerEU Communication and Action Plan, setting an indicative greenhouse gas intensity reduction target for gas consumed in the Union will provide a clear investor framework and pathway for the upscaling of renewable and low carbon gases across the Union. It will provide predictability to customers, in particular in hard-to- decarbonise sectors, to make the necessary investments to transform their operations. It will also enabling different technologies to contribute towards the Union indicative target and the overall Union decarbonisation commitments on a level playing field.
Amendment 168 #
2021/0425(COD)
Proposal for a directive
Recital 24
Recital 24
(24) The switch from fossil gas to renewable alternatives will concretise if energy from renewable sources becomes an attractive, non-discriminatory choice for consumers based on truly transparent information where the transition costs are fairly distributed among different groups of consumers and market players. Where final customers are required to switch fuels, it should be accompanied by measures that reduce adverse effects on final customers, especially vulnerable customers and people affected by or at risk of energy poverty, as well as measures that mitigate and resolve inequalities resulting from the energy transition.
Amendment 235 #
2021/0425(COD)
Proposal for a directive
Recital 97
Recital 97
(97) Producers of renewable and low- carbon gases are often connected to the distribution grid. To facilitate their uptake and market integration, it is essential that they obtain unhindered access to the wholesale market and the relevant virtual trading points. Participation in the wholesale market is determined by the way in which the entry-exit systems are defined. In several Member States, producers connected to the distribution grid are not part of the entry-exit system. Therefore, the access of renewable and low-carbon gases to the wholesale market should be facilitated by providing a definition of an entry-exit system and ultimately ensuring that production facilities connected to the distribution system arcan be part of it. In addition, Regulation [the recast Gas regulation as proposed in COM(2021)xxx] provides that distribution system operators and transmission system operates are to work together to enable reverse flows from the distribution to the transmission network or alternative means to facilitate the market integration of renewable and low carbon gases.
Amendment 256 #
2021/0425(COD)
Proposal for a directive
Recital 110
Recital 110
(110) When developing the network development plan, it is important that infrastructure operators take the energy efficiency first and system efficiency principles16 into account, in particular, the expected consumption used for the joint scenario development. _________________ 16 Commission Recommendation of 28.9/2021 on Energy Efficiency First: from principles to practice. Guidelines and examples for its implementation in decision-making in the energy sector and beyond, COM (2021) 7014 final
Amendment 292 #
2021/0425(COD)
Proposal for a directive
Article 1 – paragraph 1 a (new)
Article 1 – paragraph 1 a (new)
1 a. The rules for natural gas, including LNG, established by this Directive shall also apply in a non- discriminatory way to biogas, biomethane and gas from biomass or other types of gas, insofar as such gases can technically and safely be injected into, and transported through, the natural gas system. The rules for natural gas established by this Directive also apply to hydrogen insofar as it is injected into the natural gas system.
Amendment 365 #
2021/0425(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 24 a (new)
Article 2 – paragraph 1 – point 24 a (new)
(24 a) ‘hydrogen supply undertaking’ means any natural or legal person who carries out the function of hydrogen supply;
Amendment 375 #
2021/0425(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 53
Article 2 – paragraph 1 – point 53
(53) ‘entry-exit system’ means the aggregation of all transmission and distribution systems or all hydrogen networks to which one specific balancing regime applies;
Amendment 376 #
2021/0425(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 54
Article 2 – paragraph 1 – point 54
(54) ‘balancing zone’ means an entry- exit system to which a specific balancing regime is appliescable and which may include distribution systems or part of them;
Amendment 378 #
2021/0425(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 56
Article 2 – paragraph 1 – point 56
(56) ‘entry point’ means a point subject to booking procedures by network users or producers providing access to an entry-exit system., enabling gas flows in the entry- exit system;
Amendment 379 #
2021/0425(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 57
Article 2 – paragraph 1 – point 57
(57) ‘exit point’ means a point subject to booking procedures by network users or final customers providing access to an entry-exit system, enabling gas flows out of the entry exit system .;
Amendment 417 #
2021/0425(COD)
Proposal for a directive
Article 3 – paragraph 4
Article 3 – paragraph 4
4. Member States shall ensure that energy undertakings are subject to transparent, proportionate and non- discriminatory rules, fees and treatment, in particular with respect to connection to the network, access to wholesale markets, access to data, switching processes and billing regimes and, where applicable, licensing.
Amendment 420 #
2021/0425(COD)
Proposal for a directive
Article 3 a (new)
Article 3 a (new)
Article 3 a EU indicative greenhouse gas intensity reduction target of the 2030 gas supply 1. In order to promote the production of renewable and low carbon gaseous energy the European Commission shall define by 31 December 2023 by means of a Delegated Act, an indicative EU level target for the reduction of the greenhouse gas intensity of gas consumed in the EU by 2030 compared to 2018 level. The Delegated Act should also specify the methodology for calculating the achievement of the target. 2. When setting the indicative target, the Commission shall take into account the combined ambition of the Renewable Energy Directive and REPowerEU as well as requirements of security of supplies and quality requirements for cross-border transmission of natural gas. 3. Member States shall collectively aim at ensuring that the EU indicative greenhouse gas intensity reduction target is met and define by August 2024 their individual national contribution towards the achievement of the target in their National Energy and Climate Plan. 4. When setting their individual national contribution towards the EU level, Member States may do so, by mean of measures such as volumes, energy content or greenhouse gas emissions and shall establish differentiated sectorial approaches. They shall also take into account necessary quality requirements.
Amendment 428 #
2021/0425(COD)
Proposal for a directive
Article 4 – paragraph 3
Article 4 – paragraph 3
3. By way of derogation from paragraphs 1 and 2, Member States may apply public interventions in the price setting for the supply of natural gas to energy poor or vulnerable household customers or protected customers as defined in Regulation(EU) 2017/1938. Such public interventions shall be subject to the conditions set out in paragraphs 4 and 5. In the event of unprecedented price increase, interventions that comply with the criteria set out in paragraphs 4 and 5 could be expanded to other limited number of customer groups in order to avoid significant impact on the society.
Amendment 479 #
2021/0425(COD)
Proposal for a directive
Article 7 – paragraph 7
Article 7 – paragraph 7
7. Member States shall ensure that authorisations under national law for the construction and operation of natural gas pipelines and other network assets used for the transport of natural gas shall apply also to pipelines and network assets for the transport ofatural gas infrastructure assets, including network assets, shall apply also to pipelines and other infrastructure assets, including network assets, for hydrogen.
Amendment 483 #
2021/0425(COD)
Proposal for a directive
Article 7 – paragraph 8
Article 7 – paragraph 8
8. Member States shall ensure that existing contractual land-use rights for the construction and operation of natural gas pipelines and other assets, including network assets, shall be understood as encompassing alsapplied to pipelines and other assets, including network assets, for the transport of hydrogen.
Amendment 505 #
2021/0425(COD)
Proposal for a directive
Article 8 – paragraph 4
Article 8 – paragraph 4
4. The obligations laid down in paragraph 2 shall apply regardless of whether low carbon fuels are produced within the Union or are imported. Information about the geographic origin and feedstock type of low carbon fuels or low carbon hydrogen per fuel supplier shall be made available to consumers on the websites of operators, suppliers or the relevant competent authorities and shall be updated on an annual basis. Information on the level of the GHG emissions reduction achieved by the low-carbon hydrogen may be made available to consumers on the websites of operators, suppliers or the relevant competent authorities and may be updated on an annual basis.
Amendment 513 #
2021/0425(COD)
Proposal for a directive
Article 8 – paragraph 5
Article 8 – paragraph 5
5. By 31 December 2024month after the entry into force of this Directive, the Commission shall adopt delegated acts in accordance with Article 83 to supplement this Directive by specifying the methodology for assessing greenhouse gas emissions savings from low carbon fuels. The methodology shall ensure that credit for avoided emissions is not given for carbon dioxide the capture of which has already received an emission credit under other provisions of law and that it is designed in a technology neutral manner, taking into consideration also a positive impact of carbon capture technologies.
Amendment 542 #
2021/0425(COD)
Proposal for a directive
Article 11 a (new)
Article 11 a (new)
Article 11 a Fuel switch 1. Where governments or local heating and cooling plans laid out in Article 52a require final customers to switch from individual fossil fuel heating installations to alternative individual heat sources or district heating, Member States shall ensure that final customers are fully informed by the initiating organisation of any fuel switches, and shall ensure that the initiating organisation provides that information sufficiently in advance of any planned switch. 2. The initiating organisation shall provide final customers with a roadmap for the transfer from individual fossil fuel heating installations to alternative individual heat sources or district heating, including the procedure and the relevant timeline. 3. Member States shall ensure that final customers receive information on options to prepare or adapt their homes and on any support available to manage the costs associated with the planned fuel switch or a district heating connection. 4. Discrimination and cross-subsidisation between different categories of customers and between energy carriers shall be avoided when carrying out a fuel switch or a district heating connection. 5. Member States shall ensure that measures are put in place to mitigate and resolve any inequities resulting from policies to decarbonise the energy system. 6. Member States shall take all measures necessary to ensure that fuel switches or a district heating connections implemented pursuant to this Article have no adverse effect on final customers, vulnerable customers, people affected by or at risk of energy poverty and people living in social housing. Where applicable, Member States shall make the best possible use of funding, including public funding and funding facilities established at Union level, with the aim of removing adverse effects and ensuring a just and inclusive energy transition.
Amendment 626 #
2021/0425(COD)
Proposal for a directive
Article 20 – paragraph 1
Article 20 – paragraph 1
1. Where final natural gas customers do not have smart meters, Member States shall ensure that, insofar as it is technically possible, financially reasonable and proportionate to the potential energy savings, final customers are provided with individual conventional meters that accurately measure their actual consumption.
Amendment 639 #
2021/0425(COD)
Proposal for a directive
Article 25 – paragraph 2 a (new)
Article 25 – paragraph 2 a (new)
Amendment 641 #
2021/0425(COD)
Proposal for a directive
Article 26 – paragraph 1 a (new)
Article 26 – paragraph 1 a (new)
Member States shall ensure that grid access costs to distribution, transmission and hydrogen transport for renewable gas production do not create an economic barrier for renewable gas project developers. For this purpose, these costs shall be shared between project developers and the appropriate transmission or distribution system operators. The regulatory authority shall define the level of costs that these operators must cover and are allowed to cover. It shall set out rules to ensure that, in the case one grid connection is expected to be used for several renewable gas production facilities with different timeframe of commissioning, the costs of such grid connection is not borne only by the first renewable gas production facility connected to it.
Amendment 646 #
2021/0425(COD)
Proposal for a directive
Article 27 – paragraph 1
Article 27 – paragraph 1
1. Member States shall ensure the implementation of a system of third party access to the transmission and distribution system, and LNG facilities based on published tariffs, applicable to all customers, including supply undertakings, and applied objectively and without discrimination between system users. Member States shall ensure that those tariffs, or the methodologies underlying their calculation, are approved prior to their entry into force in accordance with Article 72 by a regulatory authority referred to in Article 70 and that those tariffs — and the methodologies, where only methodologies are approved — are published prior to their entry into force. Tariff discounts can be granted only if so provided so by Union or Member States' legislation.
Amendment 666 #
2021/0425(COD)
Proposal for a directive
Article 33 – paragraph 1
Article 33 – paragraph 1
Amendment 667 #
2021/0425(COD)
Proposal for a directive
Article 33 – paragraph 1
Article 33 – paragraph 1
Member States shall ensure the implementation of a system of negotiated or regulated third party access to hydrogen storage, and line pack when technically and/or economically necessary for providing efficient access to the system for the supply of customers, as well as for the organisation of access to ancillary services, based on published tariffs and applied objectively and without discrimination between any hydrogen system users. Member States shall ensure if there is not a contractual basis that those tariffs, or the methodologies underlying their calculation, are approved prior to their entry into force in accordance with Article 72 by the regulatory authority.
Amendment 699 #
2021/0425(COD)
Proposal for a directive
Article 38 – paragraph 2 a (new)
Article 38 – paragraph 2 a (new)
2 a. For the purpose of swift implementation of grid connection of renewable gas production, including biomethane production, Member States shall ensure that: (a) the transmission system operator and the hydrogen network operator comply with time limits to assess the requests for injection of renewable gases, make an offer and implement the connection, with monitoring of the national regulatory authority in line with Article 72(t); (b) permitting procedures for the implementation of the connection are not hampered by lack of administrative capacity and that do not create a hurdle to the achievement of the national renewable energy target.
Amendment 716 #
2021/0425(COD)
Proposal for a directive
Article 41 – paragraph 1 a (new)
Article 41 – paragraph 1 a (new)
For the purpose of swift implementation of grid connection of renewable gas production, including biomethane production, Member States shall ensure that: a) the distribution system operator comply with time limits to assess the requests for injection of renewable gases, make an offer and implement the connection, with monitoring of the national regulatory authority in line with Article 72(t); b) permitting procedures for the implementation of the connection are not hampered by lack of administrative capacity and that do not create a hurdle to the achievement of the national renewable energy target.
Amendment 724 #
2021/0425(COD)
Proposal for a directive
Article 45 – paragraph 1
Article 45 – paragraph 1
Amendment 758 #
2021/0425(COD)
Proposal for a directive
Article 49 – paragraph 3
Article 49 – paragraph 3
3. Such intergovernmental agreement may contain, as appropriate, rules specifying the implementation of the requirements of third-party access, tariff regulation and on the unbundling of the operator of the hydrogen interconnector, as well as rules on the certification of renewable and low-carbon hydrogen, including rules ensuring the collection of required data and the application of the criteria for accounting hydrogen produced from electricity as renewable hydrogen or for accounting low-carbon hydrogen.
Amendment 774 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 1
Article 51 – paragraph 1
1. At least every two years , all transmission system operators and all hydrogen transmission network operators shall submit to the relevant regulatory authority a ten- year network development plan based on existing and forecast supply and demand after having consulted all relevant stakeholders. There shall be at least one single network development plan for gas and hydrogen per Member State. Infrastructure operators, including LNG terminal operators, storage operators, distribution system operators as well as hydrogen, district heating infrastructure and electricity operators shall be required to provide and exchange all relevant information to the transmission system operators required for developing the single plan. That network development plan shall contain efficient measures in order to guarantee the adequacy of the natural gas system and the hydrogen networks as well as the security of supply , in particular the compliance with the infrastructure standards under Regulation (EU) 2017/1938. The ten-year network development plan shall be published and accessible on a website .
Amendment 781 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 2 – point a
Article 51 – paragraph 2 – point a
(a) contain the main infrastructure that needs to be built or upgraded over the next ten years, including infrastructure developed by distribution system operators to enable reverse flows to the transmission network;
Amendment 793 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 2 – point c
Article 51 – paragraph 2 – point c
(c) include information on infrastructure that can or will be decommissioned; andrepurposed for the transport of hydrogen;
Amendment 809 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 2 – point e
Article 51 – paragraph 2 – point e
(e) be based on a joint scenario framework developed between the relevant infrastructure operators, including relevant distribution system operators, of at least gas, hydrogen and electricity;
Amendment 821 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 3
Article 51 – paragraph 3
3. When elaborating the ten-year network development plan, the transmission system operators and the hydrogen transmission network operators shall fully take into account the potential for alternatives to system expansion, for instancein particular, repurposing of infrastructure as well as the use of demand response, as well asnd expected consumption following the application of the energy efficiency first principle, trade with other countries and the Union-wide network development plan. The transmission system operators and the hydrogen transmission network operators shall assess how to address, where possible, a need across electricity and gases systems including information on the optimal location and size of energy storage and power to gas assets . The transmission system operator shall also make reasonable assumptions about the evolution of the production, supply, consumption and exchanges with other countries.
Amendment 834 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 5 – introductory part
Article 51 – paragraph 5 – introductory part
5. The regulatory authority shall examine whether the ten-year network development plan covers all investment needs identified during the consultation process, and whether it is consistent with the most recent Union wide simulation of disruption scenarios carried out by the ENTSO for GasG&H under Article 7 of Regulation (EU) 2017/1938, with the regional and national risk assessments and the non-binding Union -wide ten-year network development plan ( Union -wide network development plan) referred to in Article 30(1), point (b), of Regulation (EU) 2019/943 . If any doubt arises as to the consistency with the Union -wide network development plan, the regulatory authority shall consult ACER . The regulatory authority may require the transmission system operator or the hydrogen transmission network operator to amend its ten-year network development plan.
Amendment 839 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 7 – introductory part
Article 51 – paragraph 7 – introductory part
7. In circumstances where the independenttransmission system operator or independthe hydrogent transmission network operator , other than for overriding reasons beyond its control, does not execute an investment, which, under the ten-year network development plan, was to be executed in the following three years, Member States shall ensure that the regulatory authority is required to take at least one of the following measures to ensure that the investment in question is made if such investment is still relevant on the basis of the most recent ten-year network development plan:
Amendment 841 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 7 – point a
Article 51 – paragraph 7 – point a
(a) to require the transmission system operator or the hydrogen transmission network operator to execute the investments in question;
Amendment 844 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 7 – point c
Article 51 – paragraph 7 – point c
(c) to oblige the transmission system operator or the hydrogen transmission network operator to accept a capital increase to finance the necessary investments and allow independent investors to participate in the capital.
Amendment 847 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 7 – subparagraph 1 – introductory part
Article 51 – paragraph 7 – subparagraph 1 – introductory part
Where the regulatory authority has made use of its powers under point (b) the first subparagraph, it may oblige the transmission system operator or the hydrogen transmission network operator to agree to one or more of the following:
Amendment 851 #
2021/0425(COD)
Proposal for a directive
Article 51 – paragraph 7 – subparagraph 2
Article 51 – paragraph 7 – subparagraph 2
The transmission system operator or the hydrogen transmission network operator shall provide the investors with all information needed to realise the investment, shall connect new assets to the transmission network and shall generally make its best efforts to facilitate the implementation of the investment project.
Amendment 863 #
2021/0425(COD)
Proposal for a directive
Article 52 – paragraph 1 – introductory part
Article 52 – paragraph 1 – introductory part
1. HydrogeUntil no later than 1 January 2031, hydrogen transmission network operators shall submit to the regulatory authority, at regular intervals as determined by that authority, an overview of the hydrogen network infrastructure they aim to develop. That overview shall in particular:
Amendment 871 #
2021/0425(COD)
Proposal for a directive
Article 52 – paragraph 1 – point b a (new)
Article 52 – paragraph 1 – point b a (new)
(b a) include informationon the location of industrial customers and hydrogen production units;
Amendment 873 #
2021/0425(COD)
Proposal for a directive
Article 52 – paragraph 1 – point c
Article 52 – paragraph 1 – point c
(c) be in line with the integrated national energy and climate plan and its updates, and with the integrated national energy and climate reports submitted in accordance with Regulation (EU) 2018/1999 and support the climate- neutrality objective set out in Article 2(1) of Regulation (EU) 2021/1119 and be consistent with the Union-wide ten-year network development plan for gas and hydrogen as set out in Article 23[recast Gas Regulation as proposed in COM(2021) xxx].
Amendment 881 #
2021/0425(COD)
Proposal for a directive
Article 52 – paragraph 5
Article 52 – paragraph 5
5. Hydrogen network operators shall publish on a regular basiat least every two years a joint report on the development of the hydrogen system based on the overview submitted to the regulatory authority. They shall take the examination of the regulatory authority under paragraph 4 into account. The regulatory authority may issue an opinion on the report, assess its consistency with the Union-wide ten-year-development plan, and recommend amendments.
Amendment 882 #
2021/0425(COD)
Proposal for a directive
Article 52 – paragraph 6
Article 52 – paragraph 6
6. Member States may decide to apply the requirements pursuant to Article 51 to hydrogen network operators. As from 1 January 2031 an integrated network development plan for gas and hydrogen pursuant to the process set out in Article 51 shall be mandatory for hydrogen transmission network operators and transmission system operators. If Member States opt for a system of regulated third party access to hydrogen networks in accordance with Article 31, the requirements pursuant to Article 51 shall apply immediately.
Amendment 893 #
2021/0425(COD)
Proposal for a directive
Article 53 – paragraph 5
Article 53 – paragraph 5
Amendment 895 #
2021/0425(COD)
Proposal for a directive
Article 53 – paragraph 6
Article 53 – paragraph 6
Amendment 899 #
2021/0425(COD)
Proposal for a directive
Article 53 – paragraph 7
Article 53 – paragraph 7
Amendment 902 #
2021/0425(COD)
Proposal for a directive
Article 53 – paragraph 8
Article 53 – paragraph 8
Amendment 903 #
2021/0425(COD)
Proposal for a directive
Article 53 – paragraph 9
Article 53 – paragraph 9
Amendment 949 #
2021/0425(COD)
Proposal for a directive
Article 66 – paragraph 8 a (new)
Article 66 – paragraph 8 a (new)
8 a. Adoption of the final decision on the certification of a transmission system operator for the transmission line between a Member State and a third country located in territorial sea of that Member State shall take place no later than 2 years from the date on which certification was requested by a transmission system owner or a transmission system operator or from the date of the opening of the procedure on the basis of paragraphs 1 and 2. The deadline for the final decision remains binding, also in spite of any formal defects in the request. Where two or more requests in respect to the same transmission line or its sections were submitted, the deadline set out in the first subparagraph runs from the day of submitting the first request.
Amendment 950 #
2021/0425(COD)
Proposal for a directive
Article 66 – paragraph 10 a (new)
Article 66 – paragraph 10 a (new)
Amendment 951 #
2021/0425(COD)
Proposal for a directive
Article 66 – paragraph 11 a (new)
Article 66 – paragraph 11 a (new)
11 a Where the obligation referred in paragraph 11 was not fulfilled, the regulatory authority of the Member State where territorial sea transmission line or its section is located, obliges the owner to decommission the infrastructure within six months from the decommissioning deadline referred to in paragraph 11. In the event of failure to meet this deadline, the regulatory authority of the relevant Member State shall, in cooperation with the competent national authorities, decommission the gas transmission line or its section.
Amendment 952 #
2021/0425(COD)
11 b Where the transmission line concerned is located in the territorial sea of more than one Member State, the obligations in paragraph 11 and 12 are performed in the territory of the Member State where the first connection point of such transmission line with a Member State’s network is located. The necessary decisions and actions in this regard shall be taken by the regulatory authority of the Member State where the first connection point with the Member State’s network is located.
Amendment 961 #
2021/0425(COD)
Proposal for a directive
Article 71 – paragraph 1 – point e
Article 71 – paragraph 1 – point e
(e) promoting connection and facilitating access to the network for new production capacity, in particular removing barriers that could prevent connection and access for new market entrants and of gas and hydrogen from renewable sources;
Amendment 1010 #
2021/0425(COD)
Proposal for a directive
Article 74 – paragraph 6 a (new)
Article 74 – paragraph 6 a (new)
6 a. Regulatory authorities shall cooperate with transmission system operators and with ENTSOG for the purpose of sharing information in case of suspect breach of a legal obligation by network users in accordance with Article 2(5) of Regulation (EU) 312/2014.
Amendment 1024 #
2021/0425(COD)
Proposal for a directive
Article 89 – paragraph 1
Article 89 – paragraph 1
This Directive shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. The provisions of this Directive as amended shall apply to certification procedures initiated and not completed before the date of entry into force of this Directive.
Amendment 1031 #
2021/0425(COD)
Proposal for a directive
Annex I – point 5 – paragraph 4
Annex I – point 5 – paragraph 4
The disclosure of the share of renewable and low-carbon gas purchased by the final customers shall be done by using guarantees of origin.
Amendment 21 #
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. Furthermore, in the field of transport, drivers' ability to work for different platforms in parallel is a key enabler to reduce emissions, congestions and waiting times, while increasing drivers’ revenues. Ride-hailing, ride-sharing, car-sharing, car-pooling and freight-sharing services complement public transport, reduce the reliability on private cars and increase inclusivity.
Amendment 28 #
2021/0414(COD)
Proposal for a directive
Recital 4 a (new)
Recital 4 a (new)
(4a) New technologies, including digital technologies, will play a key role in realising sustainable growth. In particular, digital technologies can help us better manage and track resource use, improve efficiency, and collaborate on reaching ambitious environmental EU goals, as well as quantify and measure progress in this regard.
Amendment 39 #
2021/0414(COD)
Proposal for a directive
Recital 6
Recital 6
(6) Platform work can provide opportunities for accessing the labour market more easily, in particular for more marginalised groups, gaining additional income through a secondary activity or enjoying some flexibility in the organisation of working time. At the same time, platform work brings challenges, as it can blur the boundaries between employment relationship and self- employed activity, and the responsibilities of employers and workers. Misclassification of the employment status has consequences for the persons affected, as it is likely to restrict access to existing labour and social rights. It also leads to an uneven playing field with respect to businesses that classify their workers correctly, and it has implications for Member States’ industrial relations systems, their tax base and the coverage and sustainability of their social protection systems. While such challenges are broader than platform work, they are particularly acute and pressing in the platform economy.
Amendment 54 #
2021/0414(COD)
Proposal for a directive
Recital 13 a (new)
Recital 13 a (new)
(13a) The sharing economy has produced different business models and will continue to evolve as technology develops and behaviour changes. These developments need to be integrated in transportation planning, balancing the need for modal choice and the quality of service provision.
Amendment 65 #
2021/0414(COD)
Proposal for a directive
Recital 23 a (new)
Recital 23 a (new)
(23a) The Commission and the Member States shall support and encourage platform companies to develop training and professional development pathways in order to broaden their workers’ professional options; Regular obligatory security training and specific training in the transport sector is very important, taking into account the requirements and consumer expectations and ensuring that online platforms and platform workers act responsibly, particularly as regards aspects related to safety, security, health, the protection of privacy and the provision of accurate information; platform workers in the transport sector are exposed to health and safety risks and therefore need to be equipped with adequate protective equipment. It is important that the Commission and the Member States promote incentives for digital careers and re-evaluate education to make it fit for the digital age, focusing policies and incentives on preparing young people for future jobs in the transport sector.
Amendment 70 #
2021/0414(COD)
Proposal for a directive
Recital 25
Recital 25
(25) Criteria indicating that a digital labour platform controls the performance of work should be included in the Directive in order to make the legal presumption operational and facilitate the enforcement of workers’ rights. Those criteria should be inspired by Union and national case law and take into account national concepts of the employment relationship. The criteria should include concrete elements showing that the digital labour platform, for instance, determines in practice and not merely recommends the working conditions or the remuneration or both, gives instructions on how the work is to be performed or prevents the person performing platform work from developing business contacts with potential clients. In order for it to be effective in practice, two and avoid legal uncertainty, a majority of the criteria should be always fulfilled to trigger the application of the presumption,. At the same time, the criteria should not cover situations where the persons performing platform work are genuine self-employed. Genuine self-employed persons are themselves responsible vis-à-vis their customers for how they perform their work and the quality of their outputs. The freedom to choose working hours or periods of absence, to refuse tasks, to use subcontractors or substitutes or to work for any third party is characteristic of genuine self-employment. Therefore, de facto restricting such discretions by a number of conditions or through a system of sanctions, should also be considered as an element of controlling the performance of work. Closely supervising the performance of work or thoroughly verifying the quality of the results of that work, including through electronic means, which does not merely consist in using reviews or ratings by the recipients of the service, should also be considered as an element of controlling the performance of work. At the same time, digital labour platforms should be able to design their technical interfaces in a way to ensure good consumer experience. Measures or rules which are required by law or which are necessary to safeguard the health and safety of the recipients of the serviceapplicable local law or regulations, or collective bargaining agreements, to safeguard the health and safety of the recipients of the service, to provide satisfactory consumer service, to prevent fraud at the expense of consumers or platform workers, to reach goals related to low and zero emission mobility, should not be understood as controlling the performance of work.
Amendment 73 #
2021/0414(COD)
Proposal for a directive
Recital 26 a (new)
Recital 26 a (new)
(26a) The digital labour platforms in the transport sector exhibit great diversity and include multinational companies, SMEs and start-ups that are active in many different EU countries and hold the potential to enhance multimodal transportation and resource sharing, and facilitate efficiency, and productivity improvement through new business models, products and services for workers, businesses and consumers alike. The platform industry has contributed to business formation and job growth, created flexible working models such as part time jobs, and lowered barriers to entry into the labour market for social groups who have often been discriminated by offering them new professional possibilities; The Covid-19 crisis has increased the growth rate of this kind of business model, in particular in the delivery services, and highlighted the ability of the platform economy to create job opportunities; The Covid-19 pandemic has significantly increased the growth rate for transport and delivery platforms and led to an increased number of platform workers in these industries.
Amendment 74 #
2021/0414(COD)
Proposal for a directive
Recital 28
Recital 28
(28) The relationship between a person performing platform work and a digital labour platform may not meet the requirements of an employment relationship in accordance with the definition laid down in the law, collective agreements or practice in force of the respective Member State with consideration to the case-law of the Court of Justice, even though the digital labour platform controls the performance of work on a given aspect. Member States should ensure the possibility to rebut the legal presumption in legal or administrative proceedings or both by proving, on the basis of the aforementioned definition, that the relationship in question is not an employment relationship. The shift in the burden of proof to digital labour platforms is justified by the fact that they have a complete overview of all factual elements determining the relationship, in particular the algorithms through which they manage their operations. Legal proceedings and administrative proceedings initiated by the digital labour platforms in order to rebut the legal presumption should not have a suspensive effect on the application of the legal presumption in order to avoid the triggering and subsequent rebuttal in cases of genuine self-employment. A successful rebuttal of the presumption in administrative proceedings should not preclude the application of the presumption in subsequent judicial proceedings. When the person performing platform work who is the subject of the presumption seeks to rebut the legal presumption, the digital labour platform should be required to assist that person, notably by providing all relevant information held by the platform in respect of that person. Member States should provide the necessary guidance for procedures to rebut the legal presumption.
Amendment 80 #
2021/0414(COD)
Proposal for a directive
Recital 45 a (new)
Recital 45 a (new)
(45a) Significant innovations were made in the field of artificial intelligence, which have become integral to the business models and decision-making of platform companies and recalls that artificial intelligence usage on platforms should uphold the health, safety, privacy and working conditions of platform workers.
Amendment 86 #
2021/0414(COD)
Proposal for a directive
Article 1 – paragraph 1
Article 1 – paragraph 1
1. The purpose of this Directive is to improve the working conditions of persons performing platform workers (i) by ensuring correct determination of their employment status, of dependent contractors, (ii) by promoting transparency, fairness and accountability in algorithmic management in platform work and (iii) by improving transparency in platform work, including in cross-border situations, while supporting the conditions for the sustainable growth of digital labour platforms in the Union.
Amendment 87 #
2021/0414(COD)
Proposal for a directive
Article 1 – paragraph 2 – introductory part
Article 1 – paragraph 2 – introductory part
2. This Directive lays down minimum rights that apply to every person performing platform work in the Union who has, or who based on an assessment of facts on a case by case basis, may be deemed to have, an employment contract or employment relationship as defined by the law, collective agreements or practice in force in the Member States with consideration to the case-law of the Court of Justice.
Amendment 90 #
2021/0414(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
(2) ‘platform work’ means any work organised through a digital labour platform and performed in the Union by an individual on the basis of a direct contractual relationship between the digital labour platform and the individual, irrespective of whether a contractual relationship exists between the individual and the recipient of the service;
Amendment 92 #
2021/0414(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 3
Article 2 – paragraph 1 – point 3
(3) ‘person performingself-employed platform worker’ means any individual performing platform work, irrespective of the contractual designation of the relationship between that individual and the digital labour platform by the parties involved;
Amendment 93 #
2021/0414(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 4
Article 2 – paragraph 1 – point 4
(4) ‘employed platform worker’ means any person performing platform work who has an employment contract or employment relationship as defined by the law, collective agreements or practice in force in the Member States with consideration to the case-law of the Court of Justice;
Amendment 96 #
2021/0414(COD)
Proposal for a directive
Article 3 – paragraph 1
Article 3 – paragraph 1
1. In the event in which such procedures are not already in place, Member States shall have appropriate procedures in place to verify and ensure the correct determination of the employment status of persons performing platform work, with a view to ascertaining the existence of an employment relationship as defined by the law, collective agreements or practice in force in the Member States with consideration to the case-law of the Court of Justice when and where applicable, and ensuring that they enjoy the rights deriving from Union law applicable to workers.
Amendment 98 #
2021/0414(COD)
Proposal for a directive
Article 3 – paragraph 2
Article 3 – paragraph 2
2. The determination of the existence of an employment relationship shall be guided primarily by the facts relating to the actual performance of work by the individual in question, on a case by case basis, taking into account the use of algorithms in the organisation of platform work, irrespective of how the relationship is classified in any contractual arrangement that may have been agreed between the parties involved. Where the existence of an employment relationship is established based on facts, the party assuming the obligations of the employer shall be clearly identified in accordance with national legal systems.
Amendment 104 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 1 – introductory part
Article 4 – paragraph 1 – introductory part
1. The contractual relationship between a digital labour platform that controls, within the meaning of paragraph 2, the performance of work and a person performing platform work beyond what commercial relationships require through that platform shallmay be legally presumed to be an employment relationship. To that effect, Member States shall establish a framework of measures, in accordance with their national legal and judicial systems.
Amendment 113 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – introductory part
Article 4 – paragraph 2 – introductory part
2. Controlling the performance of work within the meaning of paragraph 1 shall be understood as fulfilling at least twothe majority of the following:
Amendment 116 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point a
Article 4 – paragraph 2 – point a
(a) effectivelyde facto determining, or setting upper limits for thethe total level of remuneration, beyond what is required by law;
Amendment 122 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point c
Article 4 – paragraph 2 – point c
(c) closely supervising the performance of work or verifying the quality of the results of the work including by electronic means;
Amendment 125 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point d
Article 4 – paragraph 2 – point d
(d) effectivelyde facto restricting the freedom, including through sanctions, to organise one’s work, in particular the discretion to choose one’s working hours or periods of absence, to accept or to refuse tasks or to use subcontractors or substitutes;
Amendment 128 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point e
Article 4 – paragraph 2 – point e
(e) effectivelyde facto restricting the possibility to build a client base or to perform work for any third party.
Amendment 132 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 3 – introductory part
Article 4 – paragraph 3 – introductory part
3. Member States shall take supporting measures to ensure the effective implementation of the legal presumption referred to in paragraph 1 while taking into account the impact on entrepreneurs and start-ups, avoiding capturing the genuine self-employed and supporting the sustainable growth of digital labour platforms. In particular they shall:
Amendment 135 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 3 – point b
Article 4 – paragraph 3 – point b
(b) develop precise recommendations providing guidance for digital labour platforms, persons performing platform work and social partners to understand and implement the legal presumption including on the procedures for rebutting it in accordance with Article 5;
Amendment 138 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 3 – point c
Article 4 – paragraph 3 – point c
(c) develop guidance for enforcement authorities to proactively target and pursue non-compliant digital labour platforms following a related administrative or legal decision;
Amendment 148 #
2021/0414(COD)
Proposal for a directive
Article 5 – paragraph 1
Article 5 – paragraph 1
Member States shall ensure the possibility for any of the parties to rebut the legal presumption referred to in Article 4 in legal or administrative proceedings or both. Member States shall also ensure that before the presumption can be applied, each party will have the opportunity to present evidence and arguments.
Amendment 151 #
2021/0414(COD)
Proposal for a directive
Article 5 – paragraph 2
Article 5 – paragraph 2
Where the digital labour platform argues that the contractual relationship in question is not an employment relationship as defined by the law, collective agreements or practice in force in the Member State in question, with consideration to the case- law of the Court of Justice, the burden of proof shall be on the digital labour platform. Such proceedings shall not have suspensive effect on the application of the legal presumption.
Amendment 154 #
2021/0414(COD)
Proposal for a directive
Article 5 – paragraph 3
Article 5 – paragraph 3
Where the person performing the platform work argues that the contractual relationship in question is not an employment relationship as defined by the law, collective agreements or practice in force in the Member State in question, with consideration to the case-law of the Court of Justice, the digital labour platform shall be required to assist the proper resolution of the proceedings, notably by providing all relevant information held by it. Such proceedings shall be held before the respective national authority under the relevant national procedure, especially in case a legal presumption and/or procedure for granting employment status on national level already exists.
Amendment 161 #
2021/0414(COD)
Proposal for a directive
Article 5 a (new)
Article 5 a (new)
Article 5 a Improvement of working conditions for genuine self-employed persons performing platform work Ensuring correct determination of the employment status shall not prevent the improvement of working conditions of genuine self-employed persons performing platform work. Where a digital labour platform decides, in agreement with the persons concerned, to pay for social protection, accident insurance or other forms of insurance, training measures or similar benefits to self-employed persons working through that platform, those benefits as such shall not be regarded as determining elements indicating the existence of an employment relationship.
Amendment 162 #
2021/0414(COD)
Proposal for a directive
Article 5 b (new)
Article 5 b (new)
Article 5 b Security trainings and specific training in the transport sector Digital labour platforms shall provide the information and access to regular security trainings and specific training in the transport sectors, taking into account the requirements and consumer expectations. They shall ensure that platform workers act responsibly particularly as regards aspects related to safety, security, health, protection of privacy and accurate information and they need to be equipped with adequate protective equipment. They shall develop training and professional development pathways in order to broaden their workers’ professional options.
Amendment 194 #
2021/0414(COD)
Proposal for a directive
Article 15 – paragraph 1
Article 15 – paragraph 1
Member States shall take the necessary measures to ensure that digital labour platforms create the possibility for persons performing platform work to contact and communicate with each other, and to be contacted by representatives of persons performing platform work, through the digital labour platforms’ digital infrastructure or similarly effective mean, high-speed wireless and fixed connectivity or similarly effective means is essential for the further development of digitalised transport services, while complying with the obligations under Regulation (EU) 2016/679. Member States shall require digital labour platforms to refrain from accessing or monitoring those contacts and communications.
Amendment 215 #
2021/0414(COD)
Proposal for a directive
Recital 6
Recital 6
(6) Platform work can provide opportunities for accessing the labour market more easily, gaining additional income through a secondary activity or enjoying some flexibility create employment, increase choice, provide additional income, and lower barriers to entering the organisation of working timelabour market, especially for vulnerable groups. At the same time, platform work brings challenges, as it can blur the boundaries between employment relationship and self- employed activity, and the responsibilities of employers and workers. Misclassification of the employment status has consequences for the persons affected, as it is likely to restrict access to existing labour and social rights. It also leads to an uneven playing field with respect to businesses that classify their workers correctly, and it has implications for Member States’ industrial relations systems, their tax base and the coverage and sustainability of their social protection systems. While such challenges are broader than platform work, they are particularly acute and pressing in the platform economy.
Amendment 218 #
2021/0414(COD)
Proposal for a directive
Recital 6 a (new)
Recital 6 a (new)
(6a) Platform work may facilitate flexibility and optimisation of resources, and provide opportunities for both people working in or through digital labour platforms and clients, and the matching of demand for and supply of services.
Amendment 220 #
2021/0414(COD)
Proposal for a directive
Recital 6 b (new)
Recital 6 b (new)
(6b) Innovation in digital tools is a precondition for platform work and can contribute to growth in times of crisis and recovery.
Amendment 221 #
2021/0414(COD)
Proposal for a directive
Recital 6 c (new)
Recital 6 c (new)
(6c) Platform work can offer advantages for students and those who wish to combine study and work at the same time, as well as creating access to employment for young people not in education, employment or training (NEETs), and people with lower skill levels;
Amendment 227 #
2021/0414(COD)
Proposal for a directive
Recital 7
Recital 7
(7) Court cases in several Member States have shown the persistence 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 reclassifiedvarious aspects of the performance of the work. Those courts have therefore reclassified, based on different criteria and national legislative solutions, purportedly self-employed persons as workers employed by the platforms. However, various national legislations, social dialogue practices and 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 232 #
2021/0414(COD)
Proposal for a directive
Recital 7 a (new)
Recital 7 a (new)
(7a) No legal uncertainty exists for the traditional regulated liberal professions, irrespective whether their performance is facilitated by digital means or not. Further more, the question of the classification of regulated liberal professions is often clearly regulated on national level and often free lancers, engaged in liberal professions, are legally prohibited from employment under employment contract.
Amendment 272 #
2021/0414(COD)
Proposal for a directive
Recital 15
Recital 15
(15) In addition, the Commission held extensive exchanges with relevant stakeholders, including digital labour platforms, associations of persons performing platform work, experts from academia, Member States and international organisations and representatives of civil society. It is of utmost importance for these consultations to continue after the adoption of this Directive, including social partners at all levels, in order to guarantee the smooth transposition and implementation of the Directive and provide for a timely revision, based on lessons learned.
Amendment 293 #
2021/0414(COD)
Proposal for a directive
Recital 18
Recital 18
(18) Digital labour platforms differ from other online platforms in that they organise work performed by individuals at the request, one-off or repeated, of the recipient of a service provided by the platform. Organising work performed by individuals should imply at a minimum a significantdetermining role in matching the demand for the service with the supply of labour by an individual who has a contractual relationship with the digital labour platform and who is available to perform a specific task, and can include other activities such as processing payments. Online platforms which do not organise the work performed by individuals but merely provide the means by which service providers can reach the end-user, for instance by advertising offers or requests for services or aggregating and displaying available service providers in a specific area, without any further involvement, should not be considered a digital labour platform. The definition of digital labour platforms should not include providers of a service whose primary purpose is to exploit or share assets, such as short-term rental of accommodation. It should be limited to providers of a service for which the organisation of work performed by the individual, such as transport of persons or goods or cleaning, constitutes a determining, necessary and essential and not merely a minor and purely ancillary component.
Amendment 297 #
2021/0414(COD)
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18a) Social dialogue and collective bargaining are of utmost importance for achieving the goals of the present Directive. However, digitally based labour market practices require the use of new digital technologies in organizing social dialogue, too. Therefore, traditional trade union organizations might prove unsuitable for organizing platform workers or collective agreements among self-employed persons, engaged in platform work, especially when established trade unions are not ready to adapt to new digital realities, so new forms of organization of workers should be made available by the Member States.
Amendment 311 #
2021/0414(COD)
Proposal for a directive
Recital 22
Recital 22
(22) Where the existence of an employmentExperience shows, that when national law attempts an undiscriminatory reclassification of whole sectors of the digitally based labour market, this regulationship is established based on facts, the party acting as employer should be clearly identif leads to loss of jobs, rise in the undeclared work and/or extensive and dangerous use of subcontracting chains, often resulting in more precarious working conditions for the most vulnerable persons, engaged in platform work, such as minorities, migrants, young people with no qualification or students from low-income familieds and that party should fulfil all the obligations resulting from its role as employer/or migrant and minority background, lone parents etc. It is therefore essential, that the Member States, while transposing this Directive, do not reclassify whole sectors or types of services, neither digital platforms per se, but regulate strictly on precise criteria.
Amendment 323 #
2021/0414(COD)
Proposal for a directive
Recital 23
Recital 23
(23) Ensuring correct determination of the employment status should not prevent the improvement of working conditions of genuine self-employed persons performing platform work. Where a digital labour platform decides – on a purely voluntary basis, as a result of collective bargaining, based on the Code of Conduct agreed among the relevant stakeholders, or in agreement with the persons concerned – to pay for social protection, accident insurance or other forms of insurance, training measures or similar benefits to self-employed persons working through that platform, those benefits as such should not be regarded as determining elements indicating the existence of an employment relationship.
Amendment 339 #
2021/0414(COD)
Proposal for a directive
Recital 25
Recital 25
(25) Criteria indicating that a digital labour platform controls the performance of work should be included in the Directive in order to supplement existing national presumptions and make the Union legal presumption operational in all Member States and facilitate the enforcement of workers’ rights. Those criteria should be inspired by Union and national case law and take into account national concepts of the employment relationship. The criteria should includebe based on Art. 15 of the CFR and the right to engage in work. Therefore, the main criteria should be the freedom of the person, engaged in platform work, to provide services to unlimited number of clients and/or through unlimited number of platforms and other digital and offline means. They could also include additional concrete elements showing that the digital labour platform, for instance, determines in practice and not merely recommends the working conditions or the remuneration or both, gives, gives detailed instructions on how the work is to be performed or prevents the person performing platform work from developing business contacts with potential clients. In order for it to be effective in practice, twoand avoid legal uncertainty, the majority of the additional criteria should be always fulfilled to trigger the application of the presumption,. At the same time, the criteria should not cover situations where the persons performing platform work are genuine self-employed. Genuine self- employed persons are themselves responsible vis-à-vis their customers for how they perform their work and the quality of their outputs. The freedom to choose working hours or periods of absence, to refuse tasks, to use subcontractors or substitutes or to work for any third -party is characteristic of genuine self-employment. Therefore, de facto restricting such discretions by a number of conditions or through a system of sanctions, should also be considered as an element of controlling the performance of work. Closely supervising the performance of work or thoroughly verifying the quality of the results of that work, including through electronic means, which does not merely consist in using reviews or ratings by the recipients of the service, should also be considered as an element of controlling the performance of work. At the same time, digital labour platforms should be able to design their technical interfaces in a way to ensure good consumer experience. Measures or rules which are required by law orapplicable local law or regulations, or collective bargaining agreements, or it is necessary to safeguard the health and safety of the recipients of the service, or it is required to provide satisfactory consumer service, or it is required to prevent fraud at the expense of consumers or platform workers, or it is required to reach goals related to zero emission mobility, should not be understood as controlling the performance of work which are necessary to safeguard the health and safety of the recipients of the service should not be understood as controlling the performance of work.
Amendment 357 #
2021/0414(COD)
Proposal for a directive
Recital 26 a (new)
Recital 26 a (new)
(26a) Code of Conduct based on the agreement among relevant stakeholders as a form of self-regulation focused on improving working conditions of genuine self-employed persons performing platform work including their social protection should be encouraged by the Commission and Member States. Improving working conditions of genuine self-employed persons performing platform work by the platforms involved in the Code of Conduct shall not be considered as fulfilling the criteria as outlined by Article 4 paragraph 2.
Amendment 358 #
2021/0414(COD)
Proposal for a directive
Recital 26 a (new)
Recital 26 a (new)
(26a) Collective bargaining agreements between representatives of platform workers and digital labour platforms focusing on the working conditions of platform workers are encouraged and the competent authorities in Member States shall not consider any of the criteria in Article 4 paragraph 2 met where they are included in collective bargaining negotiations.
Amendment 393 #
2021/0414(COD)
Proposal for a directive
Recital 33
Recital 33
(33) Digital labour platforms should not be required to disclose the detailed functioning of their automated monitoring and decision-making systems, including algorithms, or other detailed data that contains commercial secrets, price sensitive information or is protected by intellectual property rights. Digital labour platforms should also not be required to disclose information that, with reasonable certainty, would result in the enabling of deception of consumers or consumer harm through the manipulation of the system. However, the result of those considerations should not be a refusal to provide all the information required by this Directive.
Amendment 433 #
2021/0414(COD)
Proposal for a directive
Recital 44
Recital 44
(44) Representatives of persons performing platform work should be able to represent one or several persons performing platform work in any judicial or administrative procedure to enforce any of the rights or obligations arising from this Directive. Bringing claims on behalf of or supporting several persons performing platform work is a way to facilitate proceedings that would not have been brought otherwise because of procedural and financial barriers or a fear of reprisalsExcept to the extent that national law provides for it, individuals should not be subject to collective action on their behalf without having agreed explicitly to the action. This is in order to ensure that collective action by representatives of persons performing platform work would not result in persons performing platform work being reclassified against their will.
Amendment 439 #
2021/0414(COD)
Proposal for a directive
Recital 45
Recital 45
(45) Platform work is characterised by the lack of a common workplace where workers can get to know each other and communicate with each other and with their representatives, also in view of defending their interests towards the employer. It is therefore necessary to create digital communication channels, in line with the digital labour platforms’ work organisation, where persons performing platform work can exchange with each other and be contacted by their representatives. Digital labour platforms should create such communication channels within their digital infrastructure or through similarly effective means, while respecting the protection of personal data and refraining from accessing or monitoring those communicationsfacilitate the establishment of such communication channels while respecting the protection of personal data.
Amendment 475 #
2021/0414(COD)
Proposal for a directive
Article 1 – paragraph 2 a (new)
Article 1 – paragraph 2 a (new)
2a. This Directive shall be without prejudice to the full respect of the autonomy of social partners, as well as their right to negotiate and conclude collective agreements.
Amendment 499 #
2021/0414(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
(2) ‘platform work’ means any work essentially organised through a digital labour platform and performed in the Union by an individual on the basis of a direct contractual relationship between the digital labour platform and the individual, irrespective of whether an case no contractual relationship exists between the individual and the recipient of the service;
Amendment 504 #
2021/0414(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 3
Article 2 – paragraph 1 – point 3
(3) ‘person performingengaged in platform work’' means any individual performing platform work, irrespective of the contractual designation of the relationship between that individual and the digital labour platform by the parties involved;
Amendment 525 #
2021/0414(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 6 a (new)
Article 2 – paragraph 1 – point 6 a (new)
Amendment 555 #
2021/0414(COD)
Proposal for a directive
Article 3 – paragraph 2
Article 3 – paragraph 2
2. The determination of the existence of an employment relationship shall be guided primarily by the facts relating to the actual performance of work, taking into account the use of algorithms in the organisation of platform work, by the individual in question on a case by case basis irrespective of how the relationship is classified in any contractual arrangement that may have been agreed between the parties involved. Where the existence of an employment relationship is established based on facts, the party assuming the obligations of the employer shall be clearly identified in accordance with national legal systems.
Amendment 605 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – introductory part
Article 4 – paragraph 2 – introductory part
2. Controlling the performance of work within the meaning of paragraph 1 shall be understood as fulfilling at least two majority of the following, without prejudice to collective agreements between digital labour platforms and persons performing platform work:
Amendment 616 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point a
Article 4 – paragraph 2 – point a
(a) effectivelyDe facto determining, or setting upper limits for thethe total level of remuneration, beyond what is required by law;
Amendment 627 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point b
Article 4 – paragraph 2 – point b
(b) requiring the person performing platform work to respect specificextensive binding rules with regard to appearance, conduct towards the recipient of the service or performance of the work;, beyond what is required by law or reasonably necessary to safeguard health and safety or to ensure the essential functioning of the service.
Amendment 640 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point c
Article 4 – paragraph 2 – point c
(c) supervising the performance of work or verifying the quality of the results of the work including by eleincluding by electronic means beyond what is required by law or reasonably necessary to safeguard health and safety or to ensure the essential functrionic means;ng of the service.
Amendment 649 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point d
Article 4 – paragraph 2 – point d
(d) effectivelyDe facto restricting the freedom, including through sanctions, to organise one’s work, in particular the discretion to choose one’s working hours or periods of absence, to accept or to refuse tasks or to use subcontractors or substitutes;
Amendment 657 #
2021/0414(COD)
Proposal for a directive
Article 4 – paragraph 2 – point e
Article 4 – paragraph 2 – point e
(e) effectivelyde facto restricting the possibility to build a client base or to perform work for any third party.
Amendment 726 #
2021/0414(COD)
Proposal for a directive
Article 4 a (new)
Article 4 a (new)
Article 4a Ensuring correct determination of the employment status should not prevent the improvement of working conditions of genuine self-employed persons performing platform work. Where a digital labour platform decides – on a purely voluntary basis or in agreement with the persons concerned or based on the Code of Conduct – to pay for social protection, accident insurance or other forms of insurance, training measures or similar benefits to self-employed persons working through that platform, those benefits as such should not be regarded as determining elements indicating the existence of an employment relationship.
Amendment 740 #
2021/0414(COD)
Proposal for a directive
Article 5 – paragraph 2
Article 5 – paragraph 2
Where the digital labour platform argues that the contractual relationship in question is not an employment relationship as defined by the law, collective agreements or practice in force in the Member State in question, with consideration to the case- law of the Court of Justice, the burden of proof shall be on the digital labour platform. Such proceedings shall not have suspensive effect on the application of the legal presumptionbe held before the respective national authority under the relevant national procedure, especially in case a legal presumption and/or procedure for granting employment status on national level already exists. The suspensive effect on the application of the legal presumption lies entirely within the competence of the respective Member State.
Amendment 745 #
2021/0414(COD)
Proposal for a directive
Article 5 – paragraph 2
Article 5 – paragraph 2
Where the digital labour platform argues that the contractual relationship in question is not an employment relationship as defined by the law, collective agreements or practice in force in the Member State in question, with consideration to the case- law of the Court of Justice, the burden of proof shall be on the digital labour platform. Such proceedings shall not have suspensive effect on the application of the legal presumption.
Amendment 770 #
2021/0414(COD)
Proposal for a directive
Article 5 a (new)
Article 5 a (new)
Article 5a Improvement of working conditions for genuine self-employed persons performing platform work Ensuring correct determination of the employment status shall not prevent the improvement of working conditions of genuine self-employed persons performing platform work. Where a digital labour platform decides, in agreement with the persons concerned, to pay for social protection, accident insurance or other forms of insurance, training measures or similar benefits to self-employed persons working through that platform, those benefits as such shall not be regarded as determining elements indicating the existence of an employment relationship.
Amendment 783 #
2021/0414(COD)
Proposal for a directive
Article 6 – paragraph 1 – point a
Article 6 – paragraph 1 – point a
(a) automated monitoring systems which are used to monitor, supervise or evaluate the work performance of platform workers through electronic means;
Amendment 785 #
2021/0414(COD)
Proposal for a directive
Article 6 – paragraph 1 – point b
Article 6 – paragraph 1 – point b
(b) automated decision-making systems which are used to take or support decisions that significantly affect those platform workers’ working conditions, in particular their access to work assignments, their earnings, their occupational safety and health, their working time, their promotion and their contractual status, including the restriction, suspension or termination of their account.
Amendment 795 #
2021/0414(COD)
Proposal for a directive
Article 6 – paragraph 2 – point b – point iii
Article 6 – paragraph 2 – point b – point iii
Amendment 812 #
2021/0414(COD)
Proposal for a directive
Article 6 – paragraph 5 – introductory part
Article 6 – paragraph 5 – introductory part
5. Digital labour platforms shall not process any personal data concerning platform workers that are not intrinsically connected to and strictly necessary for the performance of the contract between the platform worker and theWithout prejudice to articles 6 and 9 of the GDPR digital labour platform. In particular theys shall not:
Amendment 842 #
2021/0414(COD)
Proposal for a directive
Article 6 a (new)
Article 6 a (new)
Article 6a Unless otherwise provided in this Directive or in the national law to which the platform operator is subject, in particular legislation concerning access to information, the platform operator shall not be obliged to disclose information which they have designated as confidential.
Amendment 882 #
2021/0414(COD)
Proposal for a directive
Article 8 – paragraph 2 – introductory part
Article 8 – paragraph 2 – introductory part
2. Where platform workers are not satisfied with the explanation or the written statement of reasons obtained or consider that the decision referred to in paragraph 1 infringes their rights, they shall have the right to request the digital labour platform to review that decision. The digital labour platform shall respond to such request by providing the platform worker with a substantiated reply without undue delay and in any event within one week of receiptin line with deadlines outlined in GDPR. That period may be extended by two further months where necessary, taking into account the complexity and number of the requests.
Amendment 904 #
2021/0414(COD)
Proposal for a directive
Article 9 – paragraph 1
Article 9 – paragraph 1
1. Without prejudice to the rights and obligations under Directive 2002/14/EC, Member States shall ensure information and consultation of platform workers’ representatives or, where there are no such representatives, of the platform workers concerned by digital labour platforms, onMember States shall ensure that Directive 2002/14/EC is applied to decisions likely to lead to the introduction of or substantial changes in the use of automated monitoring and decision-making systems referred to in Article 6(1), in accordance with this Article.
Amendment 910 #
2021/0414(COD)
Proposal for a directive
Article 9 – paragraph 2
Article 9 – paragraph 2
Amendment 913 #
2021/0414(COD)
Proposal for a directive
Article 9 – paragraph 3
Article 9 – paragraph 3
Amendment 930 #
2021/0414(COD)
Proposal for a directive
Article 11 – paragraph 1
Article 11 – paragraph 1
Without prejudice to Regulations (EC) No 883/200469 and 987/200970 of the European Parliament and of the Council, Member States shall require digital labour platforms which are employers to declare work performed by platform workers to the competent labour and social protection authorities of the Member State in which the work is performed and to share relevant data , including all health and social security contributions, with those authorities, in accordance with the rules and procedures laid down in the law of the Member States concerned. __________________ 69 Regulation (EC) No 883/2004 of the European Parliament and of the Council of 29 April 2004 on the coordination of social security systems (OJ L 166, 30.4.2004, p. 1). 70 Regulation (EC) No 987/2009 of the European Parliament and of the Council of 16 September 2009 laying down the procedure for implementing Regulation (EC) No 883/2004 on the coordination of social security systems (OJ L 284, 30.10.2009, p. 1).
Amendment 934 #
2021/0414(COD)
Proposal for a directive
Article 11 – paragraph 1 c (new)
Article 11 – paragraph 1 c (new)
Member States shall ensure full portability of all health and social security contributions, made through platforms, irrespective of the employment classification, and non-discriminatory treatment of persons, engaged in platform work vis-a-vis any other self-employed person or worker.
Amendment 935 #
2021/0414(COD)
Proposal for a directive
Article 11 – paragraph 1 d (new)
Article 11 – paragraph 1 d (new)
Member States shall ensure that platform workers enjoy the right to data portability, including reputational data, (and the right not to transport those data), the right to rectification, erasure and to be forgotten in accordance with Regulation (EU) 2016/679;
Amendment 984 #
2021/0414(COD)
Proposal for a directive
Article 15 – paragraph 1
Article 15 – paragraph 1
Member States shall take the necessary measures to ensure that digital labour platforms createfacilitate the establishment of the possibility for persons performing platform work to contact and communicate with each other, and to be contacted by representatives of persons performing platform work, through the digital labour platforms’ digital infrastructure or similarly effective means, while complying with the obligations under Regulation (EU) 2016/679. Member States shall require digital labour platforms to refrain from accessing or monitoring those contacts and communicationswhile complying with the obligations under Regulation (EU) 2016/679.
Amendment 5 #
2021/0227(BUD)
Draft opinion
Recital B
Recital B
B. Whereas transport will be key to achieving climate neutrality by 2050 in a technologically neutral way, while making sure it remains affordable; whereas sufficient investment is needed to accelerate the shift to sustainable and smart mobility for all means of transport in line with the Green Deal; and the Paris Agreement;
Amendment 7 #
2021/0227(BUD)
Draft opinion
Recital B a (new)
Recital B a (new)
B a. Whereas transport sector is one of the largest employers in Europe; whereas challenges it faces must be tackled in a way guaranteeing positive effects on jobs; whereas all measures ensuring that transport contributes to reaching the EU emission reduction targets should follow comprehensive impact assessments detecting economic, environmental and social consequences as well as be science- based with transport projects and products determined by measuring life-cycle emissions;
Amendment 12 #
2021/0227(BUD)
Draft opinion
Recital D
Recital D
D. Whereas the transport and tourism sectors, and the jobs generated by these sectors are among the hardest hit by the COVID-19 crisis and will be key to the recovery of the internal market and EU economy;
Amendment 16 #
2021/0227(BUD)
Draft opinion
Paragraph 1
Paragraph 1
1. Highlights that appropriate funding for transport and infrastructure projects will be instrumental in boosting EU recovery and, advancing towards the green and digital transition and ensuring competitiveness of the sector; calls on the Commission and Member States to use the available financial tools - CEF, RRF, Cohesion Fund, InvestEU, ERDF - in an articulate and complementary way to maximise their effect on recovery while ensuring adequatsustainable long-term funding of EU transport and infrastructure projects;
Amendment 17 #
2021/0227(BUD)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Recalls in that respect that cohesion policy funding for transport infrastructure should aim at pursuing the Treaty-based objective of EU economic, social and territorial cohesion; highlights the crucial role of the EU transport and infrastructure policy and investment in promoting and enhancing territorial, social and economic cohesion in the EU;
Amendment 19 #
2021/0227(BUD)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Highlights the importance of in depth expertise and sufficient resources available at local and regional levels for the technical assistance and drafting of transport and infrastructure projects and elaborating the choice, implementation and evaluation of measures in advancing towards the green and digital transition; stresses that new environmental, socio- economic, technological developments faced by transport sector require significant investments in new mobility models, digitalisation, research and innovation, alternative energy sources andenergy efficiency; underlines in this respect the need to raise the awareness ofthe available funding, technical expertise with resources and flexible pathways adjustable to local and regional realities and needs;
Amendment 21 #
2021/0227(BUD)
Draft opinion
Paragraph 1 c (new)
Paragraph 1 c (new)
1 c. Regrets in this regard the decreased funds for technical assistance available under the European Regional Development Fund (ERDF) reduced by EUR 4 million and lower appropriations for technical assistance within the European Social Fund Plus (ESF+) reduced by EUR 28,7 million;
Amendment 22 #
2021/0227(BUD)
Draft opinion
Paragraph 1 d (new)
Paragraph 1 d (new)
1 d. Underlines that poor transport quality contributes to severe under- investment, regional disparities and inclusion gaps that adversely affect the business environment and jeopardise cohesion efforts; insists therefore that investment is particularly needed in areas where transport infrastructure is in a precarious condition; highlights that infrastructure underdevelopment is often caused by poor local institutional capacity and therefore the investment should be accompanied by substantial technical assistance and supervision from the EU;
Amendment 26 #
2021/0227(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. [02 03 01] Reiterates the crucial role of CEF in fostering the development and timely completion of a high performance trans-European network (TEN-T) that is sustainable, safe, multimodal, interoperable and interconnected across the areas of transport, energy and digital services infrastructure; regrets in that regard the proposed reduction of the CEF-transport budget in 2022 compared to 2021 and to the levels observed in the previous Multiannual Financial Framework;
Amendment 27 #
2021/0227(BUD)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Highlights that the CEF is the main instrument to finance infrastructure development with highest EU-added value in terms of economic, social and territorial cohesion and connectivity, in particular cross-border connections and missing links, mainstreaming the Green Deal and digital objectives while fostering competitiveness; reiterates that the CEF is vital for investment in sustainable long- term growth, innovation, cohesion, competitiveness and job creation in the EU
Amendment 50 #
2021/0227(BUD)
Draft opinion
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. 02 02 99 12 Recalls that the EFSI was established in order to contribute to highly innovative market-based projects, and therefore sees it as an essential instrument to help SMEs in the transport sector develop new mobility solutions; calls on the Commission and the Member States to speed up the completion of the European Fund for Strategic Investments (EFSI) and to increase assistance to SMEs and start-ups when preparing such projects;
Amendment 141 #
2021/0223(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure. _________________ 46 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13). 47 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).
Amendment 150 #
2021/0223(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) Therefore aAll modes of transport should be addressed in one instrument which should take into account athe variety of alternative fuels, the development of their market share and particularly their affordability. The use of zero-emission powertrain technologies and climate-neutral alternative fuels is at different stages of maturity in the different modes of transport and in the different Member States and regions. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid personal and light-duty commercial vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well, however at high prices for vehicles and fuels. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors, as well as heavy-duty road transport, continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. The use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuelsgaseous or liquid bio-methane, biomass fuels, biofuels, advanced biofuels, recycled carbonfuels, renewable fuels of non-biological origin or renewable and low- carbon synthetic gaseous and liquid fuels.
Amendment 156 #
2021/0223(COD)
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5 a) Therefore, the general principle of technological neutrality should be maintained and market competition between the different alternative technologies should be promoted and protected at Union and national levels, thus providing for the best technological solutions and affordable prices. Targets and milestones should be set at Union and national levels, depending on the market development of different technologies, while the net-zero ambition should always be the guiding principle.
Amendment 159 #
2021/0223(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) SuchBiofuels, advanced biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor or no adaptations. Renewable and bio-LNG can be used for heavy-duty transport, both road and maritime, as demonstrated by the fact that already 20% of gas used in road transport is bio-methane. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.
Amendment 166 #
2021/0223(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) LNG is likely to play a continued role in maritime transport, where there is currently no economically viable zero- emission powertrain technology available. The Communication on the Smart and Sustainable Mobility Strategy points to zero-emission seagoing ships becoming market ready by 2030. Fleet conversion, a tendency, which should be promoted, duly monitored and reported. Fleet conversion, based on relevant, affordable and viable new technologies, should take place gradually due to the long lifetime of the ships. Contrary to maritime transport, fFor inland waterways, with normally smaller vessels and shorter distances, low- and zero-emission powertrain technologies, such as hydrogen and, electricity, sh and other alternative fuels, could enter the markets more quickly. LNG is, LPG and their renewable derivatives are, however expected to no longer play a significant role in that sectorand the competitive development of the market in this sector is still ongoing. Transport fuels such as LNG need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-LNG) or renewable and low-carbon synthetic gaseous e-fuels (e- gas) for instance. Those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.
Amendment 183 #
2021/0223(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. A special attention and higher fleet based targets for centres of relatively higher population density and higher electric vehicles market-share is also needed. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.
Amendment 189 #
2021/0223(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles, as well as population and market shares of electric vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.
Amendment 199 #
2021/0223(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11 a) The deployment of publicly accessible recharging infrastructure should primarily result from private market investment. However, Member States should support infrastructure deployment through initial public investments, in cases where market conditions require public support, provided it is in full compliance with State aid rules, until a competitive market has been established.
Amendment 206 #
2021/0223(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to support the expected market uptakeproactively support the market share development of battery electric heavy-duty vehicles.
Amendment 208 #
2021/0223(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.
Amendment 217 #
2021/0223(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clientsif the access is unlimited and unconditional. Recharging or refuelling points for car- sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, should not be considered as publicly accessible recharging or refuelling points.
Amendment 259 #
2021/0223(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. _________________ 56 COM(2020) 301 final
Amendment 263 #
2021/0223(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) A number of LNG refuelling points are established in the Union, already providing a backbone for the circulation of LNG driven heavy-duty vehicles. The TEN-T core network should remain the basis for the deployment of LNG infrastructure, and progressively for bio- LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but certain limited should remain the basis for the deployment of LNG infrastructure, and progressively for bio-LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but some important gaps in the network remain across the EU to reach that objective. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should cease to applyLNG stations are insufficient especially in Eastern Europe and in third countries, situated on international transport corridors, including corridors linking different Member States. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should be adapted to different market scenarios in line with EU and national decarbonisation targets and market shares of alternative fuels.
Amendment 282 #
2021/0223(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) Shore-side electricity facilities, either fixed or mobile, can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels. Under the FuelEU maritime initiative, ship operators of container and passenger ships need to comply with provisions to reduce emissions at berth. Mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in TEN-T core and comprehensive maritime ports to comply with those requirements. The application of these targets to all TEN- T maritime ports should ensure the level playing field between ports.
Amendment 286 #
2021/0223(COD)
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
Amendment 288 #
2021/0223(COD)
Proposal for a regulation
Recital 32 b (new)
Recital 32 b (new)
(32 b) The diversity of maritime ports in terms of size, traffic segments served, governance and geographical location has to be taken into account in the deployment of on-shore power supply.
Amendment 291 #
2021/0223(COD)
Proposal for a regulation
Recital 32 c (new)
Recital 32 c (new)
(32 c) Given the cost and complexity associated with the roll-out of OPS in maritime ports, it is essential to prioritise the investments, particularly where it makes the most sense in terms of emissions reduction and economic viability. Frequency of use, potential level of emissions reduction, regularity of calls and availability of grid capacity are important elements in that respect;
Amendment 302 #
2021/0223(COD)
Proposal for a regulation
Recital 32 e (new)
Recital 32 e (new)
(32 e) In case it is impossible to supply sufficient on-shore power due to weak capacity in the local grid connecting to the port, this should not be considered as a failure by the port nor of the ship owner or operator to comply with the requirements of this Regulation, as long as the insufficient local grid capacity is duly attested by the grid manager.
Amendment 347 #
2021/0223(COD)
Proposal for a regulation
Recital 38
Recital 38
(38) The revised national policy frameworks should include detailed market and traffic shares, especially for transit traffic, data monitoring and evaluation on a frequent basis, providing for market projections and supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium- sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.
Amendment 351 #
2021/0223(COD)
Proposal for a regulation
Recital 39
Recital 39
(39) The development and implementation of the revised national policy frameworks of the Member States should be facilitated by the Commission by means of exchanges of information and best practices between the Member States and regional and local authorities.
Amendment 354 #
2021/0223(COD)
Proposal for a regulation
Recital 40
Recital 40
(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies, taking into consideration the national market and traffic share data and market projections, the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.
Amendment 361 #
2021/0223(COD)
Proposal for a regulation
Recital 41
Recital 41
(41) Member States should make use of a wide range of regulatory and non-market-based and regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks, in close cooperation with private sector actors, who should play a key role in supporting the development of alternative fuels infrastructure.
Amendment 392 #
2021/0223(COD)
Proposal for a regulation
Recital 54 a (new)
Recital 54 a (new)
(54 a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate unnecessary compliance costs in the affected sectors.
Amendment 395 #
2021/0223(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
3. This Regulation establishes a reporting mechanism to stimulate cooperation and ensures a robust tracking of progress. The mechanism shall comprise a structured, transparent, iterative and multi-level governance process between the Commission and Member States for the purpose of the finalisation of the national policy frameworks, taking into account existing local and regional strategies for the deployment of alternative fuels infrastructure, and their subsequent implementation and corresponding Commission action.
Amendment 398 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – introductory part
Article 2 – paragraph 1 – point 3 – introductory part
(3) ‘alternative fuels’ means fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute, on a permanent basis or for a transitional phase, to its decarbonisation and enhance the environmental performance of the transport sector, including:
Amendment 403 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for low- and zero- emission vehicles’:
Amendment 408 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 2
Article 2 – paragraph 1 – point 3 – point a – indent 2
– hydrogen and hydrogen derived fuels,
Amendment 410 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 3
Article 2 – paragraph 1 – point 3 – point a – indent 3
Amendment 419 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
Article 2 – paragraph 1 – point 3 – point b – indent 1
– biomass fuels and biofuels as defined in Article 2, points (27) and (33) of Directive (EU) 2018/2001such as bio-hydrogen, bio-ammonia, bio- methanol, bio-methane, bio-LNG, bio- CNG, bio-LPG or RCF,
Amendment 422 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 2
Article 2 – paragraph 1 – point 3 – point b – indent 2
– synthetic and paraffinic fuels, including ammoniae-hydrogen, e-ammonia, e- methanol, e-methane, e-LNG, rDME or RFNBO, produced from renewable energy,
Amendment 428 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
Article 2 – paragraph 1 – point 3 – point c – introductory part
(c) ‘alternative fossil fuels’ for a transitional phaseprogressively blended with renewable fuels:
Amendment 441 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 17
Article 2 – paragraph 1 – point 17
(17) ‘electric road system’ means a physical installation along a road that allows for the transfer of electricity to an electric vehicle while the vehicle is in motionfor propulsion or dynamic charging to an electric vehicle;
Amendment 442 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 17 a (new)
Article 2 – paragraph 1 – point 17 a (new)
(17 a) 'dynamic charging' means the charging of an electric vehicles battery while the vehicle is in motion;
Amendment 451 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 38
Article 2 – paragraph 1 – point 38
(38) ‘publicly accessible’ alternative fuels infrastructure, means an alternative fuels infrastructure which is located at a site or premise that is open to the general public, irrespective of whetherwith unlimited and unconditional access to the alternative fuels infrastructure, is located on public or on private property, whether limitations or conditions apply in terms of access to the siterrespective of whether it is located on public or orn premise and irrespective of the applicable use conditions of the alternative fuels infrastructureivate property;
Amendment 476 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 57
Article 2 – paragraph 1 – point 57
(57) ‘ship at berth’ means ship at b ship which is securely moored along a quay in a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757e jurisdiction of a Member State while it is loading, unloading or hoteling, including the time spent when not engaged in cargo operations;
Amendment 481 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 58
Article 2 – paragraph 1 – point 58
(58) ‘shore-side electricity supply’ means the provision of shore-side electrical power through a standardised interfacefixed, floating or mobile installation to seagoing ships or inland waterway vessels at berth;
Amendment 483 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 59
Article 2 – paragraph 1 – point 59
(59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronica standardised communication protocol;
Amendment 500 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2
Article 3 – paragraph 1 – indent 2
– in their territory, publicly accessible recharging stations dedicated to light-duty vehicles are deployed in a territorially balanced manner that provide sufficient power output for those vehicles.
Amendment 507 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2 a (new)
Article 3 – paragraph 1 – indent 2 a (new)
- the grid connection and the grid capacity are provided.
Amendment 512 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point a
Article 3 – paragraph 1 – subparagraph 1 – point a
(a) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 13 kW is provided through publicly accessible recharging stations; and
Amendment 520 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point b
Article 3 – paragraph 1 – subparagraph 1 – point b
(b) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 0.662 kW is provided through publicly accessible recharging stations.
Amendment 530 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – introductory part
Article 3 – paragraph 2 – point a – introductory part
(a) along or in the immediate vicinity of the TEN-T core network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
Amendment 537 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – point i
Article 3 – paragraph 2 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 3600 kW and include at least onetwo recharging stations with an individual power output of at least 15300 kW;
Amendment 539 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – point ii
Article 3 – paragraph 2 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 61200 kW and include at least two recharging stations with an individual power output of at least 15300 kW;
Amendment 546 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point b – introductory part
Article 3 – paragraph 2 – point b – introductory part
(b) along or in the immediate vicinity of the TEN-T comprehensive network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
Amendment 550 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point b – point i
Article 3 – paragraph 2 – point b – point i
(i) by 31 December 2030, each recharging pool shall offer a power output of at least 3600 kW and include at least one recharging station with an individual power output of at least 15300 kW;
Amendment 553 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point b – point ii
Article 3 – paragraph 2 – point b – point ii
(ii) by 31 December 2035, each recharging pool shall offer a power output of at least 61200 kW and include at least two recharging stations with an individual power output of at least 15300 kW.
Amendment 561 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 a (new)
Article 3 – paragraph 2 a (new)
2 a. The minimum distance requirement laid down in paragraph 2 - points (a) and (b) shall not apply to sections with a traffic density of less than [ ] vehicles per week. For such sections, Member States shall ensure an adequate distance in accordance with the sections traffic demands.
Amendment 562 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 b (new)
Article 3 – paragraph 2 b (new)
2 b. In case of rapid market uptake in any relevant reporting period, Member States should shorten the deadlines under points (a) and (b) accordingly and increase the targets for recharging pools accordingly.
Amendment 563 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3
Article 3 – paragraph 3
3. Neighbouring Member States shall ensure that the maximum distances referred to in paragraph 2 - points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and, unless economically unfeasible, of the TEN-T comprehensive network.
Amendment 569 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
3 a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 573 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3 b (new)
Article 3 – paragraph 3 b (new)
3 b. Member States shall ensure that targets in densely populated areas and regions with high uptake in registered light-duty electricity vehicles are increased accordingly in order to provide the necessary infrastructure and support the market development.
Amendment 575 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3 c (new)
Article 3 – paragraph 3 c (new)
3 c. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors connecting Member States, are situated.
Amendment 578 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – introductory part
Article 4 – paragraph 1 – point a – introductory part
(a) along or in the immediate vicinity of the TEN-T core network, publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
Amendment 581 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – point i
Article 4 – paragraph 1 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 142800 kW and include at least onetwo recharging stations with an individual power output of at least 350 kW;
Amendment 588 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – point ii
Article 4 – paragraph 1 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 35000 kW and include at least twofour recharging stations with an individual power output of at least 350 kW;
Amendment 595 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b – point i
Article 4 – paragraph 1 – point b – point i
(i) by 31 December 2030, each recharging pool shall offer a power output of at least 1400 kW and include at least onetwo recharging stations with an individual power output of at least 350 kW;
Amendment 601 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b – point ii
Article 4 – paragraph 1 – point b – point ii
(ii) by 1 December 2035, each recharging pool shall offer a power output of at least 3500 kW and include at least two recharging stations with an individual power output of at least 35700 kW;
Amendment 605 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) by 31 December 203027, in each safe and secure parking area situated on the TEN-T core network, at least onetwo recharging station dedicated to heavy-duty vehicles with a power output of at least 100 kW isare installed;
Amendment 610 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c a (new)
Article 4 – paragraph 1 – point c a (new)
(c a) by 31 December 2030,in each safe and secure parking area, situated on the TEN-T comprehensive network, at least one recharging station dedicated to heavy- duty vehicles with a power output of at least 100 kW is installed;
Amendment 616 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point d
Article 4 – paragraph 1 – point d
(d) by 31 December 2025, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 61200 kW are deployed, provided by recharging stations with an individual power output of at least 15300 kW;
Amendment 624 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) by 31 December 2030, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 12400 kW are deployed, provided by recharging stations with an individual power output of at least 15300 kW.
Amendment 626 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e a (new)
Article 4 – paragraph 1 – point e a (new)
(e a) Member States shall ensure that the grid connection and the grid capacity necessary is provided.
Amendment 634 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2 a. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 640 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 2 b (new)
Article 4 – paragraph 2 b (new)
2 b. The Commission should take the necessary measures to ensure the cooperation with third countries, especially candidates for membership in the EU and those third countries, in which transit corridors connecting Member States are situated.
Amendment 641 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 2 c (new)
Article 4 – paragraph 2 c (new)
2 c. The Commission should review, if necessary, the targets set in this regulation for electric recharging infrastructure dedicated to heavy-duty vehicles to align them with the new requirements set in the updated regulation EU 2019/1242 on the CO2 emission standards for heavy-duty vehicles.
Amendment 655 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point a – introductory part
Article 5 – paragraph 2 – point a – introductory part
(a) operators of recharging points shall, at publicly accessible recharging stations with a power output below 50 kW, deployed from the date referred to in Article 24, accept electronic payments through terminals and devices used for payment services, including at least one of the following:
Amendment 662 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point a – point iii
Article 5 – paragraph 2 – point a – point iii
Amendment 668 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point b
Article 5 – paragraph 2 – point b
Amendment 674 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point b – point i
Article 5 – paragraph 2 – point b – point i
Amendment 678 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point b – point ii
Article 5 – paragraph 2 – point b – point ii
Amendment 684 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1
Article 5 – paragraph 2 – subparagraph 1
From 1 January 2027 onwards, operators of recharging points shall ensure that all publicly accessible recharging stations with a power output equal to or more than 50 kW operated by them comply with the requirement in point (b)of this paragraph.
Amendment 686 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 2
Article 5 – paragraph 2 – subparagraph 2
The requirements laid down in points (a) and (b)this paragraph shall not apply to publicly accessible recharging points that do not require payment for the recharging service.
Amendment 698 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 5 – introductory part
Article 5 – paragraph 5 – introductory part
5. Operators of recharging points shall clearly display the ad hoc price and all its componentsin price per kWh at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. At least the following price components, if applicable at the recharging station, shall be clearly displayed:
Amendment 702 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 5 – indent 1
Article 5 – paragraph 5 – indent 1
Amendment 707 #
Amendment 713 #
Amendment 717 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
6. Prices charged by mobility service providers to end users shall be reasonable, and affordable, transparent and non- discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the recharging session, and specific to their intended recharging session, through freely available, widely supported electronic means, clearly distinguishing the price components charged by the operator of recharging point, applicable e-roaming costs and other fees or charges applied by the mobility service provider. The fees shall be reasonable and affordable, transparent and non- discriminatory. No extra charges for cross- border e-roaming shall be applied.
Amendment 720 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 7
Article 5 – paragraph 7
7. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built publicly accessible recharging points operated by them are digitally-connected recharging points and include e-roaming functionality. All existing recharging points have to fulfil this requirement by 31 December 2025.
Amendment 725 #
2021/0223(COD)
8. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built publicly accessible normal power recharging points operated by them are capable of smart recharging. All existing recharging points have to fulfil this requirement by 31 December 2025.
Amendment 737 #
2021/0223(COD)
Proposal for a regulation
Article 5 a (new)
Article 5 a (new)
Amendment 742 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 1 – introductory part
Article 6 – paragraph 1 – introductory part
1. Member States shall ensure that, in their territory, a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 December 203027.
Amendment 753 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 1
Article 6 – paragraph 1 – subparagraph 1
To that end Member States shall ensure that by 31 December 203027 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the TEN-T core and the TEN-T comprehensive network. Liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 4350 km in-between them.
Amendment 766 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 3 a (new)
Article 6 – paragraph 3 a (new)
3 a. Paragraph 1 shall not apply to outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 768 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 3 b (new)
Article 6 – paragraph 3 b (new)
3 b. The Commission should take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
Amendment 788 #
2021/0223(COD)
Proposal for a regulation
Article 8 – title
Article 8 – title
8 LNG, LPG and CNG infrastructure for road transport vehicles
Amendment 793 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States shall ensure until 1 January 2025 that an appropriate number of publicly accessible refuelling points for LNG, LPG ad CNG are put in place, at least along the TEN-T core network, in order to allow LNG, LPG and CNG heavy-duty motor vehicles to circulate throughout the Union, where there is demand, unless the costs are disproportionate to the benefits, including environmental benefits.
Amendment 799 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 1 (new)
Article 8 – paragraph 1 – subparagraph 1 (new)
To this end, Member States take the necessary measures to ensure that, by 31 December 2030:
Amendment 800 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 – point a (new)
Article 8 – paragraph 1 – point a (new)
(a) In urban areas, CNG stations are installed according to a spatial density criterion, ensuring that one station covers a catchment area of 20 km², in order to promote the use of natural gas and biomethane in cities, including for public transport. Member States may assess stricter parameters for LNG, LPG and CNG stations in urban and suburban areas where air quality is particularly poor;
Amendment 801 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 – point b (new)
Article 8 – paragraph 1 – point b (new)
(b) LNG, LPG and CNG refuelling infrastructures are built in correspondence of road infrastructures such as motorways, facilitating their access to the public.
Amendment 803 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 a (new)
Article 8 – paragraph 1 a (new)
Without prejudice to paragraph 1, Member States shall support the installation of LNG, LPG and CNG refuelling stations also at logistic centres, depots or multipurpose refuelling stations in ports, as well as at airports for the refuelling of ground-moving vehicles such as vehicles for the transport of passengers.
Amendment 804 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 b (new)
Article 8 – paragraph 1 b (new)
Further targets, including for the TEN-T comprehensive network, shall be set by Member States, in accordance with reasonable national and EU-wide market share and transit traffic share indicators, allowing for unhindered use of the LNG, CNG and LPG fleets.
Amendment 805 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 c (new)
Article 8 – paragraph 1 c (new)
All newly-built infrastructure for LNG, CNG and LPG should be compatible with renewable fuels and allowing for progressive blending with and the gradual replacement of alternative fossil fuels.
Amendment 806 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 d (new)
Article 8 – paragraph 1 d (new)
The Commission shall take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors, connecting Member Stats, are situated.
Amendment 807 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 e (new)
Article 8 – paragraph 1 e (new)
The provisions of this Article shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 809 #
2021/0223(COD)
Proposal for a regulation
Article 8 a (new)
Article 8 a (new)
Article 8 a Renewable fuels infrastructure 1. Member States shall plan the development of infrastructure for all renewable fuels, following the assessment of National policy frameworks and of market and transit traffic shares and market projections, made by the Commission by 1 December 2026 at the latest. 2. The Commission shall, when revising this Regulation, include binding targets for renewable fuels infrastructure based on national reports, Commission analysis based on national and EU-wide market share and transit traffic share indicators.
Amendment 847 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point c a (new)
Article 9 – paragraph 1 – point c a (new)
(c a) the ports shall decide the implementation of points (a), (b) and (c) requirements in accordance with number of calls by terminal.
Amendment 871 #
2021/0223(COD)
(c a) several short port calls to load and unload at different berths in the same port;
Amendment 873 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. Where the maritime port of the TEN-T core network and the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources. , or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 887 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 3 a (new)
Article 9 – paragraph 3 a (new)
3 a. Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
Amendment 897 #
2021/0223(COD)
Proposal for a regulation
Article 10 – paragraph 1 – point b a (new)
Article 10 – paragraph 1 – point b a (new)
(b a) sufficient grid capacity and connection, power reserve and frequency conversion to the ports are available.
Amendment 927 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. Member States shall ensure that airport managing bodies and suppliers of groundhandling services of all TEN-T core and comprehensive network airports ensure the provision of electricity supply, through any technology available to them, to stationary aircraft by:
Amendment 933 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 1 (new)
Article 12 – paragraph 1 – subparagraph 1 (new)
Short-term parking positions such as de- icing positions, parking positions in military areas and parking positions for general air traffic (below 5,7 to MTOW) shall not be covered by this paragraph.
Amendment 938 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2 a. Where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 948 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. By 1 January 2024, each Member State shall, jointly with regional, national and local authorities prepare and send to the Commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.
Amendment 953 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a
Article 13 – paragraph 1 – subparagraph 1 – point a
(a) an assessment of the current state and future development of the market as regards alternative fuels in the transport sector, and of the development of alternative fuels infrastructure, considering intermodal access of alternative fuels infrastructure and, where relevant, cross- border continuity and mobility and accessibility between outermost regions and between them and the mainland;
Amendment 981 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
(k a) measures to ensure that the density of publicly accessible alternative fuels infrastructure available at national level takes into account the population density and the number of registrations of vehicles, powered by alternative fuels in the local area based on NUTS 3 level in accordance with the latest NUTS classification;
Amendment 986 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point l
Article 13 – paragraph 1 – subparagraph 1 – point l
(l) a deployment plan for alternative fuels infrastructure in airports other than for electricity supply to stationary aircraft, in particular for hydrogen, hydrogen derived fuels and electric recharging for aircrafts;
Amendment 1000 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point o
Article 13 – paragraph 1 – subparagraph 1 – point o
(o) a deployment plan for alternative fuels in inland waterway transport, in particular for both hydrogen and, electricity and other relevant alternative fuels;
Amendment 1009 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
(p a) a comprehensive investment plan laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include the infrastructures outside the TEN-T network;
Amendment 1017 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
(p b) a deployment plan for grid connections and capacity.
Amendment 1019 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 a (new)
Article 13 – paragraph 1 a (new)
1 a. Without prejudice to paragraph 1 and before the deadline set therein, Member States are invited to submit preliminary national policy frameworks in order to ensure a smooth and quick development and deployment of the infrastructure. When a Member State decides to hand in a preliminary national policy framework, the Commission shall assess the preliminary national policy framework and issue recommendations no later than six months after the submission of the preliminary national policy frameworks.
Amendment 1021 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. Member States shall ensure that the national policy frameworks take into account the needs of the different regions and transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.
Amendment 1028 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 3
Article 13 – paragraph 3
3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of all the stakeholders concerned.
Amendment 1031 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 3 a (new)
Article 13 – paragraph 3 a (new)
3 a. Members States, in their policy frameworks, shall take into account regional disparities and pay special attention to less developed regions (at NUTS-2 level), especially those with Regional GDP (PPS per inhabitant in % of the EU 27) under 50.
Amendment 1033 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process. The European Coordinators, in line with Article 45 of Regulation (EU) No 1315/2013, shall be consulted.
Amendment 1034 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 4 a (new)
Article 13 – paragraph 4 a (new)
4 a. The Commission should take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
Amendment 1040 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 7 – point b a (new)
Article 13 – paragraph 7 – point b a (new)
(b a) if policies and measures are geographically distributed across the regions within the Member State.
Amendment 1043 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 20276 and every two years thereafter.
Amendment 1050 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 3
Article 14 – paragraph 3
Amendment 1053 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 4
Article 14 – paragraph 4
4. On the basis of input from transmission system operators and distribution system operators, the regulatory authority of a Member States shall assess, at the latest by 1 30 June 2024 and periodically every three years thereafter, the potential contribution of bidirectional charging to the penetration of renewable electricity into the electricity system. That assessment shall be made publicly available. On the basis of the results of the assessment, Member States shall take, if necessary, the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points, in both public and private areas and include them in their progress report referred to in paragraph 1.
Amendment 1055 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 3 – introductory part
Article 15 – paragraph 3 – introductory part
3. The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) one yearsix months after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:
Amendment 1062 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 – point b
Article 15 – paragraph 4 – point b
(b) the number of publicly accessible hydrogen and other renewable fuels refuelling points;
Amendment 1076 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 – point j a (new)
Article 15 – paragraph 4 – point j a (new)
(j a) the alternative fuel infrastructure in outermost regions and islands.
Amendment 1079 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 a (new)
Article 15 – paragraph 4 a (new)
4 a. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every third year until 2050, the results of an evaluation on the functioning of this Regulation, with emphasis on this Regulation’s effects on the functioning of the single market, the competitiveness of affected sectors and the magnitude of carbon leakage.
Amendment 1081 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 c (new)
Article 15 – paragraph 4 c (new)
4 c. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities in the Member States shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.
Amendment 1084 #
2021/0223(COD)
Proposal for a regulation
Article 16 – paragraph 2 a (new)
Article 16 – paragraph 2 a (new)
2 a. The European Parliament shall be duly informed by the Commission about measures taken in accordance with paragraph 2.
Amendment 1106 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – point a – point iv a (new)
Article 18 – paragraph 2 – point a – point iv a (new)
(iv a) accessibility for heavy-duty vehicles, including height, length and width restrictions of the recharging and refuelling points.
Amendment 1109 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – point b – point ii
Article 18 – paragraph 2 – point b – point ii
(ii) type and availability of connector,
Amendment 1119 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii a (new)
Article 18 – paragraph 2 – point c – point iii a (new)
(iii a) if applicable, price for parking,
Amendment 1121 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii b (new)
Article 18 – paragraph 2 – point c – point iii b (new)
(iii b) if applicable, time limit for parking,
Amendment 1122 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii c (new)
Article 18 – paragraph 2 – point c – point iii c (new)
(iii c) payment options.
Amendment 1123 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – subparagraph 1 (new)
Article 18 – paragraph 2 – subparagraph 1 (new)
Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall not be obliged to disclose static or dynamic data that would result in the disclosure of company confidential data.
Amendment 1128 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
3. Member States shall ensure the accessibility of data, not including company confidential data, on an open and non- discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67 . _________________ 67 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).
Amendment 1140 #
2021/0223(COD)
Proposal for a regulation
Article 21 a (new)
Article 21 a (new)
Amendment 1142 #
2021/0223(COD)
Proposal for a regulation
Article 22 – paragraph 1
Article 22 – paragraph 1
By 31 December 2026, the Commission shall review this Regulation, and, where appropriate,paying special attention to the appropriateness of the targets and infrastructure requirements set within this Regulation. If it finds that one or more provisions are not appropriate any more or new technologies have emerged, the Commission shall submit a proposal to amend ithis Regulation.
Amendment 1149 #
2021/0223(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b – indent 8
Annex I – paragraph 1 – point 1 – point b – indent 8
– Shore side electricity supply at maritime ports of the TEN-T core and TEN-T comprehensive network, including exact location (port), grid capacity, and capacity of each installation within the port;
Amendment 32 #
2021/0218(COD)
Proposal for a directive
Recital 1
Recital 1
(1) The European Green Deal5 establishes the objective of the Union becoming climate neutral in 2050 in a manner that contributes to the European economy, growth and job creation. That objective, and the objective of a 55% reduction in greenhouse gas emissions by 2030 as set out in the 2030 Climate Target Plan6 that was endorsed both by the European Parliament7 and by the European Council8 , requires an energy transition and significantly higher shares of renewable energy sources in an integrated energy system. Moreover, taking into account the war situation, the target of a 55% reduction in greenhouse gas emissions by2030 is very ambitious, but achievable. _________________ 5 Communication from the Commission COM(2019) 640 final of 11.12.2019, The European Green Deal. 6 Communication from the Commission COM(2020) 562 final of 17.9.2020, Stepping up Europe’s 2030 climate ambition Investing in a climate-neutral future for the benefit of our people 7 European Parliament resolution of 15 January 2020 on the European Green Deal (2019/2956(RSP)) 8 European Council conclusions of 11 December 2020, https://www.consilium.europa.eu/media/47 296/1011-12-20-euco-conclusions-en.pdf
Amendment 38 #
2021/0218(COD)
Proposal for a directive
Recital 2
Recital 2
(2) Renewable energy plays a fundamental role in delivering the European Green Deal and for achieving climate neutrality by 2050, given that the energy sector contributes over 75% of total greenhouse gas emissions in the Union. By reducing those greenhouse gas emissions, renewable energy also contributes to protect, restore and valorise biodiversity, by tackling environmental-related challenges such as biodiversity loss.
Amendment 46 #
2021/0218(COD)
Proposal for a directive
Recital 2 a (new)
Recital 2 a (new)
(2a) 2a The Russian invasion in Ukraine has roiled the markets and geopolitics of energy, driving oil and gas prices to their highest levels in nearly a decade and forcing many EU countries to reconsider their energy supplies. The Member States will have negative and asymmetric effects on the EU energy market and on EU economy, this is why the renewable energy has a crucial role for energy independence and stability.
Amendment 48 #
2021/0218(COD)
Proposal for a directive
Recital 3
Recital 3
(3) Directive (EU) 2018/2001 of the European Parliament and of the Council9 sets a binding Union target to reach a share of at least 32 % of energy from renewable sources in the Union's gross final consumption of energy by 2030. Under the Climate Target Plan, the share of renewable energy in gross final energy consumption would need to increase to 405 % by 2030 in order to achieve the Union’s greenhouse gas emissions reduction target10 and to opt out of Russian gas. Therefore, the target set out in Article 3 of that Directive needs to be increased. _________________ 9 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources, OJ L 328, 21.12.2018, p. 82–209 10 Point 3 of the Communication from the Commission COM(2020) 562 final of 17.9.2020, Stepping up Europe’s 2030 climate ambition Investing in a climate- neutral future for the benefit of our people
Amendment 55 #
2021/0218(COD)
Proposal for a directive
Recital 4
Recital 4
Amendment 79 #
2021/0218(COD)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) Transforming the energy system should not be only about installing renewables. It is crucial to invest in more flexible infrastructure and rethinking current plans in order to avoid stranding assets in outdated systems. The importance of balanced energy mix should be emphasised in view of energy transition process in order to improve the energy efficiency and become less independent on imports, especially oil and natural gas.
Amendment 82 #
2021/0218(COD)
Proposal for a directive
Recital 11
Recital 11
(11) Buildings have a large untapped potential to contribute effectively to the reduction in greenhouse gas emissions by improving insulation of buildings or installing more efficient appliances and equipment in the Union. The decarbonisation of heating and cooling in this sector through an increased share in production and use of renewable energy will be needed to meet the ambition set in the Climate Target Plan to achieve the Union objective of climate neutrality. However, progress on the use of renewables for heating and cooling has been stagnant in the last decade, largely relying on increased use of biomass. Without the establishment of targets to increase the production and use of renewable energy in buildings, there will be no ability to track progress and identify bottlenecks in the uptake of renewables. Furthermore, the creation of targets will provide a long-term signal to investors, including for the period immediately after 2030. This will complement obligations related to energy efficiency and the energy performance of buildings. Therefore, indicative targets for the use of renewable energy in buildings should be set to guide and incentivise Member States’ efforts to exploit the potential of using and producing renewable energy in buildings, encourage the development of and integration of technologies which produce renewable energy while providing certainty for investors and local level engagement.
Amendment 110 #
2021/0218(COD)
Proposal for a directive
Recital 29
Recital 29
(29) The use of renewable fuels and renewable electricity in transport can contribute to the decarbonisation of the Union transport sector in a cost-effective manner, and improve, amongst other, energy diversification in that sector while promoting innovation, growth and jobs in the Union economy and reducing reliance on energy imports. With a view to achieving the increased target for greenhouse gas emission savings defined by the Union, the level of renewable energy supplied to all transport modes in the Union should be increased. Expressing the transport target as a greenhouse gas intensity reduction target would stimulate an increasing use of the most cost-effective and performing fuels, in terms of greenhouse gas savings, in transport. In addition, a greenhouse gas intensity reduction target would stimulate innovation and set out a clear benchmark to compare across fuel types and renewable electricity depending on their greenhouse gas intensity. Complementary to this, increasing the level of the energy-based target on advanced biofuels and biogas and introducing a target for renewable fuels of non-biological origin would ensure an increased use of the renewable fuels with smallest environmental impact in transport modes that are difficult to electrify. The achievement of those targets should be ensured by obligations on fuel suppliers as well as by other measures included in [Regulation (EU) 2021/XXX on the use of renewable and low-carbon fuels in maritime transport - FuelEU Maritime and Regulation (EU) 2021/XXX on ensuring a level playing field for sustainable air transport]. Dedicated obligations on aviation fuel suppliers should be set only pursuant to [Regulation (EU) 2021/XXX on ensuring a level playing field for sustainable air transport].
Amendment 113 #
2021/0218(COD)
Proposal for a directive
Recital 31
Recital 31
(31) The Union’s renewable energy policy aims to contribute to achieving the climate change mitigation objectives of the European Union in terms of the reduction of greenhouse gas emissions. In the pursuit of this goal, it is essential to also contribute to wider environmental objectives, and in particular the prevention of biodiversity loss, which is negatively impacted by the indirect land use change associated to the production of certain biofuels, bioliquids and biomass fuels. Contributing to these climate and environmental objectives constitutes a deep and longstanding intergenerational concern for Union citizens and the Union legislator. As a consequence, the changes in the way the transport and renewable target is calculated should not affect the limits established on how to account toward that target certain fuels produced from food and feed crops on the one hand and high indirect land-use change-risk fuels on the other hand. In addition, in order not to create an incentive to use biofuels and biogas produced from food and feed crops in transport, Member States should continue to be able to choose whether count them or not towards the transport target. If they do not count them, they may reduce the greenhouse gas intensity reduction target accordingly, assuming that food and feed crop-based biofuels save 50% greenhouse gas emissions, which corresponds to the typical values set out in an annex to this Directive for the greenhouse gas emission savings of the most relevant production pathways of food and feed crop-based biofuels as well as the minimum savings threshold applying to most installations producing such biofuels.
Amendment 120 #
2021/0218(COD)
Proposal for a directive
Recital 35
Recital 35
Amendment 134 #
2021/0218(COD)
Proposal for a directive
Recital 41 a (new)
Recital 41 a (new)
(41a) Low-carbon liquid fuels have a significant potential to enable the reduction of pollutant and CO2 emissions from new vehicles and the existing fleet. Directive 98/70/EC has not been updated since 2009 and in light of the introduction of new Euro 7/VII emission standards, Directive 98/70/EC needs to be revised as well.
Amendment 145 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – point 36a (new)
Article 2 – point 36a (new)
(36a) ‘renewable hydrogen’ means hydrogen produced from bio feedstock compatible with the sustainability criteria of Art. 29;
Amendment 146 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive (EU) 2018/2001
Article 3 – paragraph 3 – point a
Article 3 – paragraph 3 – point a
Amendment 162 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive (EU) 2018/2001
Article 3 – paragraph 3 – subparagraph 3
Article 3 – paragraph 3 – subparagraph 3
Amendment 169 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Article 1 – paragraph 1 – point 2 – point c
Directive (EU) 2018/2001
Article 3 – paragraph 4a
Article 3 – paragraph 4a
4a. Member States shall establish a framework, which may include support schemes and facilitating the uptake of renewable energy power purchase agreements, enabling the deployment of renewable electricitnergy to a level that is consistent with the Member State’s national contribution referred to in paragraph 2 and at a pace that is consistent with the indicative trajectories referred to in Article 4(a)(2) of Regulation (EU) 2018/1999. In particular, that framework shall tackle remaining barriers, including those related to permitting procedures, to a high level of renewable electricity supply. When designing that framework, Member States shall take into account the additional renewable electricity required to meet demand in the transport, industry, building and heating and cooling sectors and for the production of renewable fuels of non- biological origin.;
Amendment 177 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5 – point c
Article 1 – paragraph 1 – point 5 – point c
Directive (EU) 2018/2001
Article 15 – paragraph 8 – subparagraph 1
Article 15 – paragraph 8 – subparagraph 1
8. Member States shall assess the regulatory and administrative barriers to long-term renewables energy power purchase agreements, and shall remove unjustified barriers to, and promote the uptake of, such agreements, including by exploring how to reduce the financial risks associated with them, in particular by using credit guarantees. Member States shall ensure that those agreements are not subject to disproportionate or discriminatory procedures or charges, and that any associated guarantees of origin can be transferred to the buyer of the renewable energy under the renewable power purchase agreement.
Amendment 178 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5 – point c
Article 1 – paragraph 1 – point 5 – point c
Directive (EU) 2018/2001
Article 15 – paragraph 8 – subparagraph 2
Article 15 – paragraph 8 – subparagraph 2
Member States shall describe their policies and measures promoting the uptake of renewables energy power purchase agreements in their integrated national energy and climate plans referred to in Articles 3 and 14 of Regulation (EU) 2018/1999 and progress reports submitted pursuant to Article 17 of that Regulation. They shall also provide, in those reports, an indication of the volume of renewable energy power generation supported by renewables energy power purchase agreements.;
Amendment 185 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive (EU) 2018/2001
Article 15a – paragraph 2
Article 15a – paragraph 2
To achieve the indicative share of renewables set out in paragraph 1, Member States shall, in their building regulations and codes and, where applicable, in their support schemes or by other means with equivalent effect, require the use of minimum levels of energy from renewable sources in new and renovated buildings, in line with the provisions of Directive 2010/31/EU. Member States shall allow those minimum levels to be fulfilled, among others, through efficient district heating and cooling.
Amendment 191 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Directive (EU) 2018/2001
Article 18 – paragraph 3
Article 18 – paragraph 3
Member States shall ensure thatcreate the conditions in order to have more trained and qualified installers of renewable heating and cooling systems are available in sufficient numbers for the relevant technologies to service the growth of renewable heating and cooling required to contribute to the annual increase in the share of renewable energy in the heating and cooling sector as set out in Article 23.
Amendment 196 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8 – point a – point i
Article 1 – paragraph 1 – point 8 – point a – point i
Directive (EU) 2018/2001
Article 19 – paragraph 2
Article 19 – paragraph 2
To that end, Member States shall ensure that a guarantee of origin is issued in response to a request from a producer of energy from renewable sources, including low-carbon sources . Member States may arrange for guarantees of origin to be issued for energy from non- renewable sources. Issuance of guarantees of origin may be made subject to a minimum capacity limit. A guarantee of origin shall be of the standard size of 1 MWh. No more than one guarantee of origin shall be issued in respect of each unit of energy produced.;
Amendment 202 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11
Article 1 – paragraph 1 – point 11
Directive (EU) 2018/2001
Article 22a
Article 22a
1. Member States shall endeavour to increase the share of renewable sources and low carbon sources in the amount of energy sources used for final energy and non-energy purposes in the industry sector by an indicative average minimum annual increase of 1.1 percentage points by 2030.
Amendment 206 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11
Article 1 – paragraph 1 – point 11
Directive (EU) 2018/2001
Article 22a – paragraph 1
Article 22a – paragraph 1
Member States shall ensure that the contribution of renewable fuels of non- biological origin and low carbon sources used for final energy and non-energy purposes shall be 50 % of the hydrogen used for final energy and non- energy purposes in industry by 2030. For the calculation of that percentage, the following rules shall apply:
Amendment 209 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11
Article 1 – paragraph 1 – point 11
Directive (EU) 2018/2001
Article 22a – paragraph 1 – point b
Article 22a – paragraph 1 – point b
(b) For the calculation of the numerator, the energy content of the renewable fuels of non-biological origin and low carbon sources consumed in the industry sector for final energy and non- energy purposes shall be taken into account, excluding renewable fuels of non- biological origin used as intermediate products for the production of conventional transport fuels.
Amendment 217 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point b
Article 1 – paragraph 1 – point 12 – point b
Directive (EU) 2018/2001
Article 23 – paragraph 1a
Article 23 – paragraph 1a
1a. Member States shall carry out an assessment of their potential of energy from renewable sources and of the use of waste heat and cold in the heating and cooling sector including, where appropriate, an analysis of areas suitable for their deployment at low ecological risk and of the potential for small-scale household projects. The assessment shall set out milestones and measures to in increase renewables energy in heating and cooling and, where appropriate, the use of waste heat and cold through district heating and cooling with a view of establishing a long- term national strategy to decarbonise heating and cooling. The assessment shall be part of the integrated national energy and climate plans referred to in Articles 3 and 14 of Regulation (EU) 2018/1999, and shall accompany the comprehensive heating and cooling assessment required by Article 14(1) of Directive 2012/27/EU.;
Amendment 222 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Directive (EU) 2018/2001
Article 25 – paragraph 1 – point b
Article 25 – paragraph 1 – point b
(b) the share of advanced biofuels and biogas produced from the feedstock listed in Part A of Annex IX in the energy supplied to the transport sector is at least 0,2 % in 2022, 0,5 % in 2025 and 2,2 % in 2030, and the share of renewable fuels of non-biological origin and low carbon energy sources is at least 2,6 % in 2030.
Amendment 223 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Directive (EU) 2018/2001
Article 25 – paragraph 2
Article 25 – paragraph 2
2. Member States shall establish a mechanism allowing fuel suppliers in their territory to exchange credits for supplying renewable energy and low carbon energy sources to the transport sector. Economic operators that supply renewable electricity to electric vehicles through public recharging stations shall receive credits, irrespectively of whether the economic operators are subject to the obligation set by the Member State on fuel suppliers, and may sell those credits to fuel suppliers, which shall be allowed to use the credits to fulfil the obligation set out in paragraph 1, first subparagraph.;
Amendment 226 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point a – point i
Article 1 – paragraph 1 – point 15 – point a – point i
Directive (EU) 2018/2001
Article 26 – paragraph 1 – subparagraph 1
Article 26 – paragraph 1 – subparagraph 1
For the calculation of a Member State's gross final consumption of energy from renewable sources referred to in Article 7 and of the greenhouse gas intensity reduction target referred to in Article 25(1), first subparagraph, point (a), the share of biofuels and bioliquids, as well as of biomass fuels consumed in transport, where produced from food and feed crops, shall be no more than one percentage point higher than the share of such fuels in the final consumption of energy in the transport sector in 2020 in that Member State, with a maximum ofno more than 7 % of final consumption of energy in the transport sector in that Member State.;
Amendment 228 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 16 – point b
Article 1 – paragraph 1 – point 16 – point b
Directive (EU) 2018/2001
Article 27 – paragraph 1 – point a – point ii
Article 27 – paragraph 1 – point a – point ii
(ii) for renewable fuels of non- biological origin, low carbon energy sources and recycled carbon fuels, by multiplying the amount of these fuels that is supplied to all transport modes by their emissions savings determined in accordance with delegated acts adopted pursuant to Article 29a(3);
Amendment 230 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 16 – point b
Article 1 – paragraph 1 – point 16 – point b
Directive (EU) 2018/2001
Article 27 – paragraph 1 – point d
Article 27 – paragraph 1 – point d
(d) the greenhouse gas intensity reduction from the use of renewable energy is determined by dividing the greenhouse gas emissions saving from the use of biofuels, biogas, low carbon energy sources and renewable electricity supplied to all transport modes by the baseline.
Amendment 231 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 18 – point a – point ii
Article 1 – paragraph 1 – point 18 – point a – point ii
Directive (EU) 2018/2001
Article 29 – paragraph 1 – subparagraph 4 – point a
Article 29 – paragraph 1 – subparagraph 4 – point a
— (a) in the case of solid biomass fuels, in installations producing electricity, heating and cooling with a total rated thermal input equal to or exceeding 520 MW,
Amendment 237 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 18 – point e
Article 1 – paragraph 1 – point 18 – point e
Directive (EU) 2018/2001
Article 29 – paragraph 6 – subparagraph 1 – point a – point iv
Article 29 – paragraph 6 – subparagraph 1 – point a – point iv
(iv) that harvesting is carried out considering maintenance of soil quality and biodiversity with the aim of minimising negative impacts, in a way that avoids harvesting of stumps and roots, degradation of primary forests or their conversion into plantation forests, and harvesting on vulnerable soils; minimises large clear-cuts and ensures locally appropriate thresholds for deadwood extraction and requirements to use logging systems that minimise impacts on soil quality, including soil compaction, and on biodiversity features and habitats:;.
Amendment 240 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 18 – point f
Article 1 – paragraph 1 – point 18 – point f
Directive (EU) 2018/2001
Article 29 – paragraph 6 – subparagraph 1 – point b – point iv
Article 29 – paragraph 6 – subparagraph 1 – point b – point iv
(iv) that harvesting is carried out considering maintenance of soil quality and biodiversity with the aim of minimising negative impacts, in a way that avoids harvesting of stumps and roots, degradation of primary forests or their conversion into plantation forests, and harvesting on vulnerable soils; minimises large clear-cuts and ensures locally appropriate thresholds for deadwood extraction and requirements to use logging systems that minimise impacts on soil quality, including soil compaction, and on biodiversity features and habitats:;.
Amendment 243 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 18 – point g
Article 1 – paragraph 1 – point 18 – point g
point 18 – point g
Article 29 – paragraph 10 – subparagraph 1 – point d
Article 29 – paragraph 10 – subparagraph 1 – point d
(d) at least 750 % for electricity, heating and cooling production from biomass fuels used in installations until 31 December 2025, and at least 860 % from 1 January 2026.;
Amendment 246 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19
Article 1 – paragraph 1 – point 19
Directive (EU) 2018/2001
Article 29a – paragraph 3
Article 29a – paragraph 3
3. The Commission is empowered to adopt delegated acts in accordance with Article 35 to supplement this Directive by specifying the methodology for assessing greenhouse gas emissions savings from renewable fuels of non-biological origin, from low carbon energy sources and from recycled carbon fuels. The methodology shall ensure that credit for avoided emissions is not given for CO2 the capture of which has already received an emission credit under other provisions of law.;
Amendment 247 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 22
Article 1 – paragraph 1 – point 22
Directive (EU) 2018/2001
Article 31a – paragraph 1
Article 31a – paragraph 1
1. The Commission shall ensure that a Union database is set up to enable the tracing of liquid and gaseous renewable fuels, low carbon energy sources and recycled carbon fuels.
Amendment 299 #
2021/0218(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 16 – point b
Article 1 – paragraph 1 – point 16 – point b
Directive (EU) 2018/2001
Article 27 – paragraph 1 – subparagraph 1 – point d
Article 27 – paragraph 1 – subparagraph 1 – point d
(d) the greenhouse gas intensity reduction from the use of renewable energy is determined by dividing the greenhouse gas emissions saving from the use of biofuels, biogas. renewable fuels of non- biological origin and renewable electricity supplied to all transport modes by the baseline.
Amendment 383 #
2021/0218(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 1 a (new)
Article 3 – paragraph 1 – point 1 a (new)
(1a) At the latest in 2024, the European Commission shall adopt a proposal to amend Directive 98/70/EC with the aim to improve the quality of motor fuels specified in Annexes I and II of this Directive.
Amendment 389 #
2021/0218(COD)
Proposal for a directive
Annex I – paragraph 1 – point 5 – point c
Annex I – paragraph 1 – point 5 – point c
Directive (EU) 2018/2001
Annex V – part c – point 18
Annex V – part c – point 18
18. For the purposes of the calculations referred to in point 17, the emissions to be divided shall be eec + el + esca + those fractions of ep, etd, eccs and eccr that take place up to and including the process step at which a co-product is produced. If any allocation to co-products has taken place at an earlier process step in the life-cycle, the fraction of those emissions assigned in the last such process step to the intermediate fuel product shall be used for those purposes instead of the total of those emissions. In the case of biogas and biomethane, all co-products that do not fall under the scope of point 7 shall be taken into account for the purposes of that calculation. No emissions shall be allocated to wastes and residues. Co- products that have a negative energy content shall be considered to have an energy content of zero for the purposes of the calculation. Wastes and residues including all wastes and residues included in Annex IX shall be considered to have zero life-cycle greenhouse gas emissions up to the process of collection of those materials irrespectively of whether they are processed to interim products before being transformed into the final product. Residues that are not included in Annex IX and fit for use in the food or feed market shall be considered to have the same amount of emissions from the extraction, harvesting or cultivation of raw materials, eec as their closest substitute in the food and feed market that is included in the table in part D. In the case of biomass fuels produced in refineries, other than the combination of processing plants with boilers or cogeneration units providing heat and/or electricity to the processing plant, the unit of analysis for the purposes of the calculation referred to in point 17 shall be the refinery;
Amendment 28 #
2021/0213(CNS)
Proposal for a directive
Recital 2
Recital 2
(2) Directive 2003/96/EC was adopted in order to ensure the proper functioning of the internal market as regards the taxation of energy products and electricity. Directive 2003/96 also integrated environmental protection requirements, in particular, in the light of the Kyoto Protocol to the United Nations Framework Convention on Climate ChangeParis Agreement from 2015.
Amendment 33 #
2021/0213(CNS)
Proposal for a directive
Recital 3
Recital 3
(3) It is necessary to ensure that clear taxation rules for energy products and electricity continue to contribute to the smooth functioning of the internal market while at the same time tackling the climate and environmental-related challenges in the context of the Communication from the Commission ‘The European Green Deal’28 . Energy taxation can contribute to the ambition of at least 55 % reduction in net greenhouse gas emissions by 2030 compared to 1990, as well as to the objective of zero pollution through the implementation of the polluter-pays principle, by ensuring that the taxation of motor fuels, heating fuels and electricity better reflects the impact they have on the environment and on health. The contribution of energy taxation to those objectives has been endorsed by the Council Conclusions on the EU energy taxation framework29 . __________________ 28COM(2019) 640 final of 11 December 2019. 29 14861/19 of 5 December 2019.
Amendment 41 #
2021/0213(CNS)
Proposal for a directive
Recital 4
Recital 4
(4) Environmental taxation can be a cost-effective mean for Member States to achieve the targetedimprovements in environmental footprint and contribute to the reductions of greenhouse gasse emissions. The proper functioning of the internal market requires common rules on that taxation.
Amendment 44 #
2021/0213(CNS)
Proposal for a directive
Recital 5
Recital 5
(5) Member States should, however, be able to use the energy taxation of motor fuels, heating fuels and electricity for a variety of purposes not necessarily nor specifically or exclusively related to the reduction of environmental footprint and contribution to the reduction of greenhouse gase emissions.
Amendment 47 #
2021/0213(CNS)
Proposal for a directive
Recital 6
Recital 6
Amendment 50 #
2021/0213(CNS)
Proposal for a directive
Recital 8
Recital 8
Amendment 51 #
2021/0213(CNS)
Proposal for a directive
Recital 11
Recital 11
(11) Member States should also replicate at any time the ranking of minimum levels of taxation as laid down in the annex in relation to different products for each given use in order to ensure an environmentally tailored structure of rates. The minimum levels of energy taxation should be automatically aligned every year to take into account the evolution of their real value in order to preserve the current level of rate harmonization and therefore reduce the volatility stemming from energy and food prices. This alignment should be made on the basis of the changes in the Union-wide harmonised index of consumer prices excluding energy and unprocessed food as published by Eurostat.
Amendment 52 #
2021/0213(CNS)
Proposal for a directive
Recital 9 a (new)
Recital 9 a (new)
(9a) The Council needs to examine the exemptions and reductions and the minimum levels of taxation periodically, taking into consideration the proper functioning of the internal market, the real value of the minimum levels of taxation, the competitiveness of Union businesses in the international framework and the wider objectives of the Treaty.
Amendment 55 #
2021/0213(CNS)
Proposal for a directive
Recital 10
Recital 10
(10) In the interest of fiscal neutrality, the same minimum levels of taxation should apply for each component of energy taxation, to all energy products put to a given use. Where equal minimum levels of taxation are thus set, Member States should, also for reason of fiscal neutrality, ensure equal levels of national taxation on all products concerned.
Amendment 57 #
2021/0213(CNS)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) Member States should be given the flexibility necessary to define and implement policies appropriate to their national circumstances.
Amendment 60 #
2021/0213(CNS)
Proposal for a directive
Recital 11
Recital 11
Amendment 68 #
2021/0213(CNS)
Proposal for a directive
Recital 22
Recital 22
(22) In order to ensure a smooth implementation of this Directive, the minimum levels of taxation for motor fuels used for intra-EU non-business and non- pleasure flights would be reached over a transitional period of ten years starting from 4 years after the Directive comes into power, whereas sustainable alternative fuels and electricity would be subject to a zero minimum rate for ten years. Energy products and electricity used for intra-EU business aviation and pleasure flights should be subject to the standard levels of taxation applicable to motor fuels and electricity in the Member States.
Amendment 72 #
2021/0213(CNS)
Proposal for a directive
Recital 15 a (new)
Recital 15 a (new)
(15a) The possibility of applying differentiated national rates of taxation to the same product should be allowed in certain circumstances or permanent conditions, provided that Union minimum levels of taxation and internal market and competition rules are respected.
Amendment 78 #
2021/0213(CNS)
Proposal for a directive
Recital 18
Recital 18
(18) Energy products used as a motor fuel for certain industrial and commercial purposes and those used as heating fuel are normally taxed at lower levels than those applicable to energy products used as a propellant. Electricity should always be among the least taxed energy sources in view of fostering its use, notably in the transport sector. To that purpose, Member States should endeavour to apply the same level of taxation to electricity used to charge electric vehicles as for heating purposes during the necessary time following the entry into force of this Directive.
Amendment 80 #
2021/0213(CNS)
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18a) The taxation of diesel motor fuel used by hauliers, notably those engaging in intra-Union activities, should require a possibility for a specific treatment, including measures to allow for the introduction of a system of road user charges, in order to limit the distortion of competition operators might be confronted with.
Amendment 81 #
2021/0213(CNS)
Proposal for a directive
Recital 19
Recital 19
Amendment 84 #
2021/0213(CNS)
Proposal for a directive
Recital 19 a (new)
Recital 19 a (new)
(19a) Where appropriate Member States might need to be able to differentiate between commercial and non-commercial diesel. Member States could use this option to reduce the gap between non- commercially taxed gas oil and petrol.
Amendment 87 #
2021/0213(CNS)
Proposal for a directive
Recital 20
Recital 20
(20) Energy products should essentially be subject to a Union framework when used as heating fuel or motor fuel. To that extent, it is in the nature and the logic of the tax system to exclude from the scope of the framework dual uses and non-fuel uses of energy products as well as mineralogical processes. Electricity used in similar ways should be treated on an equal footing.
Amendment 89 #
2021/0213(CNS)
Proposal for a directive
Recital 35
Recital 35
(35) Reference should be made to the version presently applicable of the Combined Nomenclature. In order to ensure that the references to Combined Nomenclature (CN) codes in this Directive are updated whenever necessary, and that the minimum rates of taxation reflect prices evolution, the power to adopt acts in accordance with Article 290 of the TFEU should be delegated to the Commission in respect of updating the reference to those CN codes, and in respect of updating the minimum tax rates based on yearly variations of the consumer price index. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the Council receives all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.
Amendment 94 #
2021/0213(CNS)
Proposal for a directive
Recital 21
Recital 21
(21) The Union and the Member States have concluded multilateral agreements regarding air services and air transport, or bilateral agreements with third countries. Those agreements include provisions related to the taxation of aviation fuel. Aviation fuel has traditionally had a privileged tax regime. The need to pursue the objecThe exemption for the fuel used by cargo flights is needed in the absence of more efficient alternatives. Existing international obligations as well as the preservation of the competitiveness of the Directive requires that, without prejudice to those international agreements, energy products and electricity supplied for intra-EU air ncompanies in the Union imply that it is advisable to maintain existing benefits for energy products used in avigation, except cargo-only flights should be taxed. The exemption for the fuel used by cargo-only flights is still needed in the absence of more efficient alternativesfor private non-commercial purposes. However, Member States should have the possibility to limit these benefits in the future.
Amendment 94 #
2021/0213(CNS)
Proposal for a directive
Article 1 – paragraph 2 – subparagraph 1
Article 1 – paragraph 2 – subparagraph 1
Where Directive 2012/27/EU or Directive (EU) 2018/2001, as the case may be, do not contain a net calorific value for the product concerned, Member States shall refer to relevant available information on its net calorific value. The Commission shall add a conversion table per each energy product and electricity summarizing energy content- based minimum rates per volume unit.
Amendment 97 #
2021/0213(CNS)
Proposal for a directive
Recital 22
Recital 22
(22) In order to ensure a smooth implementation of this Directive, the minimum levels of taxation for motor fuels used for intra-EU non-business and non- pleasure flights would be reached over a transitional period of ten years, whereas sustainable alternative fuels and electricity would be subject to a zero minimum rate for ten years, starting four years after the Directive enters into force. Energy products and electricity used for intra-EU business aviation and pleasure flights should be subject to the standard levels of taxation applicable to motor fuels and electricity in the Member States.
Amendment 98 #
2021/0213(CNS)
Proposal for a directive
Article 2 – paragraph 8 – subparagraph 2
Article 2 – paragraph 8 – subparagraph 2
Those delegated acts shall not result in any changes in the minimum tax rates set in this Directive or in the addition or removal of any energy products and electricity. The Commission shall attach codes of the Combined Nomenclature to Annex I.
Amendment 101 #
2021/0213(CNS)
Proposal for a directive
Article 3 – paragraph 1 – point b a (new)
Article 3 – paragraph 1 – point b a (new)
(b a) all uses of energy products and electricity in plants covered by the Union tradable permit scheme within the meaning of Directive 2003/87/EC of the European Parliament and of the Council.
Amendment 105 #
2021/0213(CNS)
Proposal for a directive
Recital 23
Recital 23
(23) Fuel used for waterborne navigation, inexcluding fishing, should also be taxed at minimum levels, and the Member States party to international agreements providing for the exemption of that fuel, have to, by the date of the application of this Directive, ensure they eliminate the incompatibilities. It is necessary to allow for a different level of taxation to be applied to the use of energy products and electricity for intra-EU waterborne regular service navigation, fishing and freight transport and their respective at berth activities. Considering the specificity of those uses, the minimum levels of taxation should be lower than the ones applicable to general motor fuel use. In order to provide an incentive to the use of sustainable alternative fuels and electricity, such fuels and electricity should be exempted from taxation for ten years starting four years after the Directive enters into force. Energy products and electricity used for the remaining intra-EU waterborne navigation should be subject to the standard levels of taxation applicable to motor fuels and electricity in the Member States.
Amendment 105 #
2021/0213(CNS)
Proposal for a directive
Article 5 – paragraph 1 – subparagraph 2
Article 5 – paragraph 1 – subparagraph 2
For the purposes of ranking mentioned in the first subparagraph, electricity shall be considered together with other motor fuels and heating fuels indicated in Tables B and C of Annex I, except when Member States apply a specific level of taxation to electricity used to charge electric vehicles and plug-in hybrid vehicles, in which case electricity shall be considered together with motor fuels indicated in Table A of Annex I, unless otherwise specified in this Directive.
Amendment 106 #
2021/0213(CNS)
Proposal for a directive
Article 5 – paragraph 2
Article 5 – paragraph 2
Amendment 108 #
2021/0213(CNS)
Proposal for a directive
Recital 23 a (new)
Recital 23 a (new)
(23a) The Commission should ensure that its proposals are fully assessed in terms of their economic, social and environmental costs and benefits and their implications for competitiveness, connectivity, employment and economic growth, particularly for sectors most exposed to international competition. Member States are encouraged to cooperate for sharing information and data of the energy taxation to the Commission in order to ensure high quality assessments.
Amendment 110 #
2021/0213(CNS)
Proposal for a directive
Recital 23 b (new)
Recital 23 b (new)
(23b) The EU should consider measures that without having an immediate impact on the current situation, will strengthen preparedness for possible future price shocks, increase market integration and resilience, empower consumers, enhance access to affordable energy and reduce the dependence on volatile fossil fuels.
Amendment 111 #
2021/0213(CNS)
Proposal for a directive
Recital 23 c (new)
Recital 23 c (new)
(23c) In order to ensure smooth implementation of this Directive and to tackle the shocks of the increased current prices, the EU should continue to develop measures to facilitate an energy system with high shares of renewable energies, including through adequate storage, cross-border interconnectors, base-load and flexible power generation, thus offsetting possible temporary supply shortages or surpluses.
Amendment 111 #
2021/0213(CNS)
Proposal for a directive
Article 7 – paragraph 2
Article 7 – paragraph 2
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table A of Annex I, the increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.
Amendment 112 #
2021/0213(CNS)
Proposal for a directive
Recital 23 d (new)
Recital 23 d (new)
(23d) The importance of balanced energy mix should be emphasised in view of energy transition process in order to improve the energy efficiency and become less dependent on imports, especially oil and natural gas. Nevertheless, decisions on the energy mix remain a competence of Member States.
Amendment 115 #
2021/0213(CNS)
Proposal for a directive
Recital 24
Recital 24
(24) For extra-EU air navigation, without prejudice to international obligations, and for extra-EU waterborne navigation, inexcluding fishing, Member States may exempt or apply the same levels of intra-EU taxation, according to the type of activity.
Amendment 115 #
2021/0213(CNS)
Proposal for a directive
Article 8 – paragraph 1 – subparagraph 1
Article 8 – paragraph 1 – subparagraph 1
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table B of Annex I, the increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.
Amendment 118 #
2021/0213(CNS)
Proposal for a directive
Article 9 – paragraph 2
Article 9 – paragraph 2
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table C of Annex I, the increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.
Amendment 120 #
2021/0213(CNS)
Proposal for a directive
Article 11 – paragraph 1
Article 11 – paragraph 1
1. Member States may express their national levels of taxation in units other than that specified in Articles 7 to 10 provided that the corresponding levels of taxation, following conversion into those units, are not below the minimum levels specified in this Directive in accordance with the conversion table.
Amendment 121 #
2021/0213(CNS)
Proposal for a directive
Recital 26
Recital 26
(26) In particular, highly efficient combined heat and power generation and, in order to promote the use of alternative energy sources, renewable forms of energy, base-load and flexible power generation may qualify for preferential treatment.
Amendment 121 #
2021/0213(CNS)
Proposal for a directive
Article 13 – paragraph 2
Article 13 – paragraph 2
Amendment 124 #
2021/0213(CNS)
Proposal for a directive
Recital 26 a (new)
Recital 26 a (new)
(26a) It is desirable to establish a Union framework to allow Member States to exempt or reduce excise duties so as to promote biofuels, thereby contributing to the better functioning of the internal market and affording Member States and economic operators a sufficient degree of legal certainty. Distortions of competition should be limited and the incentive of a reduction in the basic costs for producers and distributors of biofuels should be maintained through, inter alia, the adjustments by Member States taking into account changes in raw material prices.
Amendment 125 #
2021/0213(CNS)
Proposal for a directive
Article 14 – paragraph 1 – subparagraph 2
Article 14 – paragraph 1 – subparagraph 2
The minimum levels of taxation referred to in the first subparagraph shall start from zero, 4 years after the entry into force of this Directive and increase each year by one tenth of the final minimum rates, set out in Tables A and D of Annex I, over a transitional period of ten years. A minimum rate of zero shall apply to sustainable biofuels and biogas, low- carbon fuels, renewable fuels of non- biological origin, advanced sustainable biofuels and biogas, and electricity over that transitional period of ten years.
Amendment 128 #
2021/0213(CNS)
Proposal for a directive
Recital 27 a (new)
Recital 27 a (new)
(27a) By contributing to a reduction in greenhouse gas emissions and energy dependency and by providing flexibility to the grids, energy communities and prosumers self-producing renewable are an essential cornerstone of energy transition. In order to incentivise such practices in all Member States, for self- produced electricity the minimum level of taxation should be applied.
Amendment 133 #
2021/0213(CNS)
Proposal for a directive
Recital 28
Recital 28
(28) Targeted reductions in the tax level may prove necessary to tackle the social impact of energy taxes. An exemption from taxation may temporarily prove necessary to protect vulnerable households.
Amendment 134 #
2021/0213(CNS)
Proposal for a directive
Article 14 – paragraph 5 – introductory part
Article 14 – paragraph 5 – introductory part
5. Member States mayshall apply under fiscal control total or partial exemptions to electricity supplied to stationary aircrafts.
Amendment 140 #
2021/0213(CNS)
Proposal for a directive
Recital 29
Recital 29
(29) In view of the financial, economic and environmental effects on each Member State, such as the need of electrification of the transport sector, it is necessary to provide for a procedure authorising the introduction by Member States, for a set period, of other exemptions or reduced levels of taxation. For reasons of protection of environment and human health, including the reduction of air pollution, it is necessary to provide for a procedure authorising the introduction by Member States, for a set period, of specific increased rates. Such authorisation, following a justified request by Member States and on a proposal from the Commission, should be adopted by means of a Council implementing decision in accordance with Article 291 of the TFEU. Such measures should be under regular review.
Amendment 142 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 1 – subparagraph 2
Article 15 – paragraph 1 – subparagraph 2
Over a transitional period of ten years, minimum rates of zero shall apply to liquefied natural gas, sustainable biofuels and biogas, low- carbon-fuels, renewable fuels of non- biological origin, advanced sustainable biofuels and biogas and electricity.
Amendment 145 #
2021/0213(CNS)
Proposal for a directive
Recital 29 a (new)
Recital 29 a (new)
(29a) Businesses that voluntarily commit to increase climate protection and energy efficiency substantially deserve attention. Among these enterprises, energy-intensive enterprises deserve special treatment.
Amendment 147 #
2021/0213(CNS)
Proposal for a directive
Recital 30
Recital 30
(30) The list of energy products subject to the control and movement provisions of Council Directive 2008/118/EC33 should include selected energy products, in order to ensure a unified and standardised treatment of those products and to take into account the risk of tax evasion, or tax avoidance or abuse. __________________ 33Council Directive 2008/118/EC of 16 December 2008 concerning the general arrangements for excise duty and repealing Directive 92/12/EEC (OJ L 9, 14.1.2009, p. 12).
Amendment 151 #
2021/0213(CNS)
Proposal for a directive
Recital 35
Recital 35
(35) Reference should be made to the version presently applicable of the Combined Nomenclature. In order to ensure that the references to Combined Nomenclature (CN) codes in this Directive are updated whenever necessary, and that the minimum rates of taxation reflect prices evolution, the power to adopt acts in accordance with Article 290 of the TFEU should be delegated to the Commission in respect of updating the reference to those CN codes, and in respect of updating the minimum tax rates based on yearly variations of the consumer price index. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the Council receives all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.
Amendment 156 #
2021/0213(CNS)
Proposal for a directive
Recital 36
Recital 36
(36) Every five years and for the first time five years after the entry into force of this Directive, the Commission should report to the European Parliament and the Council on the application of this Directive, examining in particular the minimum levels of taxation, the impact and market accessibility of innovation and technological developments, especially as regards energy efficiency, the use ofmarket accessibility and use of renewable fuels and electricity in transport and the justification for the exemptions, reductions and differentiations laid down in this Directive. The report should take into account the proper functioning of the internal market, environmental and social considerations, the real value of the minimum levels of taxation and the wider relevant objectives of the Treaties.
Amendment 159 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 5
Article 15 – paragraph 5
5. Member States mayshall apply under fiscal control total or partial exemptions to electricity directly supplied to vessels berthed in ports.
Amendment 161 #
2021/0213(CNS)
Proposal for a directive
Article 1 – paragraph 2 – subparagraph 2
Article 1 – paragraph 2 – subparagraph 2
Where Directive 2012/27/EU or Directive (EU) 2018/2001, as the case may be, do not contain a net calorific value for the product concerned, Member States shall refer to relevant available information on its net calorific value. The Commission shall add a conversion table per each energy product and electricity summarizing energy content-based minimum rates per volume unit.
Amendment 164 #
2021/0213(CNS)
Proposal for a directive
Article 16 – paragraph 1 – introductory part
Article 16 – paragraph 1 – introductory part
Without prejudice to other Union provisions, Member States mayshall apply under fiscal control exemptions or reductions in the level of taxation to:
Amendment 166 #
2021/0213(CNS)
Proposal for a directive
Article 2 – paragraph 4 – subparagraph 1 – point a
Article 2 – paragraph 4 – subparagraph 1 – point a
(a) the sustainability and greenhouse gasenvironmental performance saving criteria set out in Article 29 of Directive (EU) 2018/2001, excluding high indirect land- use change-risk products set out in Article 26(2) of that Directive;
Amendment 167 #
2021/0213(CNS)
Proposal for a directive
Article 2 – paragraph 4 – subparagraph 1 – point a a (new)
Article 2 – paragraph 4 – subparagraph 1 – point a a (new)
(aa) as soon as sustainability criteria are established for biomass products other than biofuels and bioliquids pursuant to Directive 2009/28/EC, an exemption or a reduced rate may be applied to those products only if they comply with those sustainability criteria.
Amendment 173 #
2021/0213(CNS)
Proposal for a directive
Article 2 – paragraph 8 – subparagraph 3
Article 2 – paragraph 8 – subparagraph 3
Those delegated acts shall not result in any changes in the minimum tax rates set in this Directive or in the addition or removal of any energy products and electricity. The Commission shall attach codes of the Combined Nomenclature to Annex I.
Amendment 178 #
2021/0213(CNS)
Proposal for a directive
Article 3 – paragraph 1 – point b – indent 3 a (new)
Article 3 – paragraph 1 – point b – indent 3 a (new)
– mineralogical processes, which shall mean the processes classified in the NACE nomenclature under code 23 'manufacture of other non-metallic mineral products' in Regulation (EC) No 1893/2006 on the statistical classification of economic activities in the European Community;
Amendment 185 #
2021/0213(CNS)
Proposal for a directive
Article 29 – paragraph 2
Article 29 – paragraph 2
2. The power to adopt the delegated acts referred to in Article 2(8) and Article 5(2) shall be conferred on the Commission for an indeterminate period of time from 1 January 2023.
Amendment 186 #
2021/0213(CNS)
Proposal for a directive
Article 5 – paragraph 1 – subparagraph 1
Article 5 – paragraph 1 – subparagraph 1
Amendment 187 #
2021/0213(CNS)
Proposal for a directive
Article 29 – paragraph 3
Article 29 – paragraph 3
3. The delegation of power referred to in Article 2(8) and Article 5(2) may be revoked at any time by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
Amendment 188 #
2021/0213(CNS)
Proposal for a directive
Article 5 – paragraph 1 – subparagraph 3
Article 5 – paragraph 1 – subparagraph 3
For the purposes of ranking mentioned in the first subparagraph, electricity shall be considered together with other motor fuels and heating fuels indicated in Tables B and C of Annex I, except when Member States apply a specific level of taxation to electricity used to charge electric vehicles and plug-in hybrid vehicles, in which case electricity shall be considered together with motor fuels indicated in Table A of Annex I, unless otherwise specified in this Directive.
Amendment 188 #
2021/0213(CNS)
Proposal for a directive
Article 29 – paragraph 6
Article 29 – paragraph 6
6. A delegated act adopted pursuant to Article 2(8) and Article 5(2) shall enter into force only if no objection has been expressed by the Council within a period of two months of notification of that act to the Council or if, before the expiry of that period, the Council have informed the Commission that it will not object. That period shall be extended by two months at the initiative of the Council.
Amendment 190 #
2021/0213(CNS)
Proposal for a directive
Article 31 – paragraph 1
Article 31 – paragraph 1
Every five years and for the first time five years after 1 January 2023, the Commission shall perform a review of this Directive and submit to the Council a report on the application of this Directive, and, if needed, publish a new proposal.
Amendment 193 #
2021/0213(CNS)
Proposal for a directive
Article 5 – paragraph 2
Article 5 – paragraph 2
Amendment 198 #
2021/0213(CNS)
Proposal for a directive
Annex I – Part A – table
Annex I – Part A – table
Final rate after completion of Start of transitional transitional period period (01.01.2023) (01.01.2033) before indexation Petrol 10,75 10,75 Gasoil 10,75 10,75 Kerosene 10,75 10,75 Non-sustainable biofuels 10,75 10,75 Liquefied Petroleum Gas (LPG) 7,175,38 10,75 Natural gas 7,175,38 10,75 Non-sustainable biogas 7,175,38 10,75 Non renewable fuels of non-biological origin 7,17 10,75 Sustainable food and feed crop biofuels 5,380,15 10,757,17 Sustainable food and feed crop biogas 5,380,15 10,757,17 Sustainable biofuels 5,380,00 5,38 Sustainable biogas 5,380,00 5,38 Low-carbon fuels 0,1500 5,38 Renewable fuels of non-biological origin 0,1500 0,15 Advanced sustainable biofuels and biogas 0,15 0,15 00 0,15 Electricity 0,00 0,15 Table A.1 - Maximum levels of taxation applicableto electricity for the purposes of Article 7 (in EUR/Gigajoule) Transitional period (01.01.2023 - 01.01.2033) Electricity 0,15
Amendment 200 #
2021/0213(CNS)
Proposal for a directive
Annex I – Part B – table
Annex I – Part B – table
Amendment 202 #
2021/0213(CNS)
Proposal for a directive
Annex I – Part C – table
Annex I – Part C – table
Final rate after completion of Start of transitional transitional period period (01.01.2023) (01.01.2033) before indexation Gas oil 0,9 0,9 Heavy fuel oil 0,9 0,9 Kerosene 0,9 0,9 Coal and coke 0,9 0,9 Non-sustainable bioliquids 0,9 0,9 0,9 Non-sustainable solid products falling within 0,9 0,9 0,9 CN codes 4401 and 4402 Liquefied Petroleum Gas (LPG) 0,6 0,9 0,9 Natural gas 0,6 0,9 0,9 Non-sustainable biogas 0,6 0,9 Non renewable fuels of non-biological origin 0,6 0,9 0,9 Sustainable food and feed crop bioliquids 0,45 15 0,9 Sustainable food and feed crop biogas 0,45 15 0,9 Sustainable bioliquids 0,45 00 0,45 Sustainable biogas 0,45 00 0,45 Sustainable solid products falling within CN 0,45 0,00 0,45 codes 4401 and 4402 Low-carbon fuels 0,15 00 0,45 Renewable fuels of non-biological origin 0,15 00 0,15 Advanced sustainable bioliquids, biogas and products falling within CN codes 4401 and 0,15 0,15 4402 00 0,15 4402 Electricity 0,00 0,15 Table C.1 - Maximum levels of taxation applicable to electricity used for heating (in EUR/Gigajoule) Transitional period (01.01.2023 - 01.01.2033) Electricity 0,15
Amendment 204 #
2021/0213(CNS)
Proposal for a directive
Annex I – Part D – table
Annex I – Part D – table
Table D. — Minimum levels of taxation applicable to electricity (in EUR/Gigajoule) Final rate after completion of Start of transitional transitional period period (01.01.2023) (01.01.2033) before indexation Electricity 0,1500 0,15 Table D.1 - Maximum levels of taxation applicable to electricity (in EUR/Gigajoule) Transitional period (01.01.2023 - 01.01.2033) Electricity 0,15
Amendment 204 #
2021/0213(CNS)
Proposal for a directive
Article 7 – paragraph 2
Article 7 – paragraph 2
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table A of Annex I, the gradual increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.
Amendment 209 #
2021/0213(CNS)
Proposal for a directive
Article 8 – paragraph 1 – subparagraph 2
Article 8 – paragraph 1 – subparagraph 2
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table B of Annex I, the gradual increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.
Amendment 210 #
2021/0213(CNS)
Proposal for a directive
Article 8 – paragraph 2 – point a
Article 8 – paragraph 2 – point a
Amendment 213 #
2021/0213(CNS)
Proposal for a directive
Article 8 – paragraph 2 – point d a (new)
Article 8 – paragraph 2 – point d a (new)
(da) vehicles which are intended for the long-distance transport of goods and animals;
Amendment 219 #
2021/0213(CNS)
Proposal for a directive
Article 9 – paragraph 2
Article 9 – paragraph 2
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table C of Annex I, the gradual increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.
Amendment 225 #
2021/0213(CNS)
Proposal for a directive
Article 13 – paragraph 2
Article 13 – paragraph 2
2. By derogation from paragraph 1, Member States may, for reasons of environmental policy, subject the products referred to in paragraph 1 to taxation without having to respect the minimum levels of taxation laid down in this Directive. In such case, the taxation of those products shall replicate the ranking between the minimum levels of taxation as laid down in Annex I and shall not be taken into account for the purposes of satisfying the minimum level of taxation on electricity laid down in Article 10.
Amendment 228 #
2021/0213(CNS)
Proposal for a directive
Article 14 – paragraph 1 – subparagraph 1
Article 14 – paragraph 1 – subparagraph 1
Amendment 230 #
2021/0213(CNS)
Proposal for a directive
Article 14 – paragraph 1 – subparagraph 3
Article 14 – paragraph 1 – subparagraph 3
The minimum levels of taxation referred to in the first subparagraph shall start from zero and increase each year by one tenth of the final minimum rates, set out in Tables A and D of Annex I, over a transitional period of ten years. A minimum rate of zero shall apply, four years after the entry into force of this Directive. Member States shall apply a minimum rate of zero to sustainable biofuels and biogas, low- carbon fuels, renewable fuels of non- biological origin, advanced sustainable biofuels and biogas, and electricity over that transitional period of ten years.
Amendment 234 #
2021/0213(CNS)
Proposal for a directive
Article 14 – paragraph 2 – subparagraph 2
Article 14 – paragraph 2 – subparagraph 2
By derogation from the first subparagraph of this paragraph, Member states may apply the same level of taxation laid down in paragraph 1 to cargo-only domestic flights referred to in the first subparagraph of this paragraph.
Amendment 235 #
2021/0213(CNS)
Proposal for a directive
Article 14 – paragraph 2 – subparagraph 3
Article 14 – paragraph 2 – subparagraph 3
Where a Member State has entered into an agreement with one or several Member States, it may also apply the same level of taxation laid down in paragraph 1 to intra- EU air navigation of cargo-only flights mentioned in the first subparagraph.
Amendment 236 #
2021/0213(CNS)
Proposal for a directive
Article 14 – paragraph 2 – subparagraph 4
Article 14 – paragraph 2 – subparagraph 4
For the purposes of this paragraph, ‘cargo- only flight’ shall mean a scheduled or non- scheduled air service performed by aircraft carrying revenue loads other than revenue passengers, excluding flights carrying one or more revenue passengers and flights listed in published timetables as open to passengers.
Amendment 238 #
2021/0213(CNS)
Proposal for a directive
Article 14 – paragraph 5 – subparagraph 1
Article 14 – paragraph 5 – subparagraph 1
Member States mayshall apply under fiscal control total or partial exemptions to electricity supplied to stationary aircrafts.
Amendment 249 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 1 – subparagraph 3
Article 15 – paragraph 1 – subparagraph 3
Amendment 274 #
2021/0213(CNS)
Proposal for a directive
Article 16 – paragraph 1 – point b – indent 5 a (new)
Article 16 – paragraph 1 – point b – indent 5 a (new)
– generated from low carbon sources.
Amendment 281 #
2021/0213(CNS)
Proposal for a directive
Article 16 – paragraph 1 – point e a (new)
Article 16 – paragraph 1 – point e a (new)
(ea) Member States shall apply a minimum rate up to zero to energy products and electricity used for agricultural, horticultural or piscicultural, aquaculture works, and in forestry.
Amendment 303 #
2021/0213(CNS)
Proposal for a directive
Article 17 – paragraph 1 – point c – subparagraph 3
Article 17 – paragraph 1 – point c – subparagraph 3
For the purposes of point (c), energy products and electricity used by households recognised as vulnerable may be exempt for a maximum period of ten years after the entry into force of this Directive. For the purposes of this paragraph, ‘vulnerable households’ shall mean households significantly affected by the impacts of this Directive which, for the purpose of this Directive, means that they are below the ‘at risk of poverty’” threshold, defined as 60% of the national median equivalised disposable incomein energy and transport poverty or households who face or are at risk of facing a situation of significantly limited access to employment, including self-employment, and/or to education and training, and/or to a decent standard of living and essential services, implying low capacities to adapt to the consequences of the green transition and are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and the recast of Directive 2003/96/EC.
Amendment 312 #
2021/0213(CNS)
Proposal for a directive
Article 18 – paragraph 1 – introductory part
Article 18 – paragraph 1 – introductory part
Without prejudice to Article 5, as applicable as a single use, Member States may apply tax reductions , which shall not go below the relevant minima as set out in Tables B, C and D of Annex I on the consumption of energy products used for heating purposes or for the purposes of Article 8(2) , points (b) and (c), and on electricity in the following cases:
Amendment 314 #
2021/0213(CNS)
Proposal for a directive
Article 18 – paragraph 1 – point a – paragraph 1 a (new)
Article 18 – paragraph 1 – point a – paragraph 1 a (new)
Without prejudice to Article 4(1), Member States may apply a minimum rate up to zero to energy products and electricity used by energy-intensive businesses as defined in paragraph 1 of this Article.
Amendment 322 #
2021/0213(CNS)
Proposal for a directive
Article 21 – paragraph 2
Article 21 – paragraph 2
2. If a Member State finds that energy products other than those referred to in paragraph 1 are intended for use, offered for sale or used as heating fuel, motor fuel or are otherwise giving rise to tax evasion, or tax avoidance or abuse, it shall advise the Commission forthwith. This provision shall also apply for electricity. The Commission shall transmit the communication to the other Member States within one month of receipt. Within two months of that communication, the Member States shall communicate to the Commission their views regarding the detected practice of tax evasion, or tax avoidance or abuse concerning those energy products and electricity. Based on the views received form the Member States, and in case there is a risk for the proper functioning of the internal market or for the environment, the Commission shall adopt implementing acts to determine that the control and movement provisions of Directive 2008/118/EC are to apply to the products concerned. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 28(2).
Amendment 332 #
2021/0213(CNS)
Proposal for a directive
Article 29 – paragraph 2
Article 29 – paragraph 2
2. The power to adopt the delegated acts referred to in Article 2(8) and Article 5(2) shall be conferred on the Commission for an indeterminate period of time from 1 January 2023.
Amendment 333 #
2021/0213(CNS)
Proposal for a directive
Article 29 – paragraph 3
Article 29 – paragraph 3
3. The delegation of power referred to in Article 2(8) and Article 5(2) may be revoked at any time by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
Amendment 335 #
2021/0213(CNS)
Proposal for a directive
Article 29 – paragraph 6
Article 29 – paragraph 6
6. A delegated act adopted pursuant to Article 2(8) and Article 5(2) shall enter into force only if no objection has been expressed by the Council within a period of two months of notification of that act to the Council or if, before the expiry of that period, the Council have informed the Commission that it will not object. That period shall be extended by two months at the initiative of the Council.
Amendment 341 #
2021/0213(CNS)
Proposal for a directive
Article 31 – paragraph 1
Article 31 – paragraph 1
Every five years and for the first time five years after 1 January 2023, the Commission shall perform a review of this Directive and submit to the Council a report on the application of this Directive, and, if needed, propose a new legislative act.
Amendment 349 #
2021/0213(CNS)
Proposal for a directive
Article 31 – paragraph 2
Article 31 – paragraph 2
The report by the Commission shall, inter alia, examine the minimum levels of taxation, the impact and market accessibility of innovation and technological developments, in particular as regards energy efficiency, the use ofmarket accessibility and the use of renewable fuels and electricity in transport and the justification for the exemptions, reductions and differentiations laid down in this Directive. The report shall take into account the proper functioning of the internal market, environmental and social considerations, the real value of the minimum levels of taxation and the relevant wider objectives of the Treaties.
Amendment 353 #
2021/0213(CNS)
Proposal for a directive
Annex 1 – table A
Annex 1 – table A
Amendment 356 #
2021/0213(CNS)
Proposal for a directive
Annex 1 – table A a (new)
Annex 1 – table A a (new)
Table A. 1. — Maximum levels of taxation applicable to electricity for the purposes of Article 7 (in EUR/Gigajoule) transitional period (01.01.2023) - 01.01.2033) Electricity 0,15 Electricity produced from low carbon sources 0,15
Amendment 359 #
2021/0213(CNS)
Table B. — Minimum levels of taxation applicable to motor fuels used for the purpose set out in Article 8(2) (in EUR/Gigajoule) Final rate after completion of Start of transitional period transitional period (01.01.2023) (01.01.2033) before indexation Gas oil 0,9 0,9 Heavy fuel oil 0,9 0,9 Kerosene 0,9 0,9 Non-sustainable biofuels 0,9 0,9 Liquefied Petroleum Gas (LPG) 0,6 0,9 Natural gas 0,6 0,9 Non-sustainable biogas 0,6 0,9 Non renewable fuels of non-biological origin 0,6 0,9 Sustainable food and feed crop biofuels 0,45 15 0,945 Sustainable food and feed crop biogas 0,45 15 0,945 Sustainable biofuels 0,4500 0,45 Sustainable biogas 0,4500 0,45 Low-carbon fuels 0.1500 0,45 Renewable fuels of non-biological origin 0,1500 0,15 Advanced sustainable biofuels and biogas 0,1500 0,15 Electricity 0,00 0,15 Electricity produced from low carbon sources 0,00 0,15
Amendment 362 #
2021/0213(CNS)
Proposal for a directive
Annex 1 – table B a (new)
Annex 1 – table B a (new)
Table B.1. — Maximum levels of taxation applicable to electricity used for the purpose set out in Article 8(2) (in EUR/Gigajoule) transitional period (01.01.2023) - 01.01.2033) Electricity 0,15 Electricity produced from low carbon sources 0,15
Amendment 365 #
2021/0213(CNS)
Proposal for a directive
Annex 1 – table C
Annex 1 – table C
Table C. — Minimum levels of taxation applicable to heating fuels (in EUR/Gigajoule) Final rate after completion of Start of transitional period transitional period (01.01.2033) (01.01.2023) before indexation Gas oil 0,9 0,9 Heavy fuel oil 0,9 0,9 Kerosene 0,9 0,9 Coal and coke 0,9 0,9 0,9 Non-sustainable bioliquids 0,9 0,9 0,9 Non-sustainable solid products falling within CN codes 0,9 0,9 codes 4401 and 4402 Liquefied Petroleum Gas (LPG) 0,6 0,9 Natural gas 0,6 0,00 0,9 Non-sustainable biogas 0,6 0,9 Non renewable fuels of non-biological origin 0,6 0,9 Sustainable food and feed crop bioliquids 0,415 0,9 0,45 Sustainable food and feed crop biogas 0,45 15 0,945 Sustainable bioliquids 0,4500 0,45 Sustainable biogas 0,4500 0,45 Sustainable solid products falling within CN codes 0,4500 0,45 4401 and 4402 Low-carbon fuels 0,150.00 0,45 Renewable fuels of non-biological origin 0,1500 0,15 Advanced sustainable bioliquids, biogas and products 0,1500 0,15 falling within CN codes 4401 and 4402 Electricity 0,00 0,15 Electricity produced from low carbon sources 0,00 0,15
Amendment 370 #
2021/0213(CNS)
Proposal for a directive
Annex 1 – table C a (new)
Annex 1 – table C a (new)
Table C. 1. — Maximum levels of taxation applicable electricity used for heating (in EUR/Gigajoule) transitional period (01.01.2023) - 01.01.2033) Electricity 0,15 Electricity produced from low carbon sources 0,15
Amendment 372 #
2021/0213(CNS)
Proposal for a directive
Annex 1 – table D
Annex 1 – table D
Table D. — Minimum levels of taxation applicable to electricity (in EUR/Gigajoule) Start of transitional period Final rate after completion of transitional (01.01.2023) period (01.01.2033) before indexat ion Electricity 0,15 0,00 0,15 Electricity produced from low carbon sources 0,00 0,15
Amendment 374 #
2021/0213(CNS)
Proposal for a directive
Annex 1 – table D a (new)
Annex 1 – table D a (new)
Table D.1. — Maximum levels of taxation applicable to electricity (in EUR/Gigajoule) transitional period (01.01.2023) - 01.01.2033) Electricity 0,15 Electricity produced from low carbon sources 0,15
Amendment 44 #
2021/0211(COD)
Proposal for a directive
Recital 15
Recital 15
(15) In 2013, the Commission adopted a strategy for progressively integrating maritime emissions into the Union's policy for reducing greenhouse gas emissions. As a first step in this approach, the Union established a system to monitor, report and verify emissions from maritime transport in Regulation (EU) 2015/757 of the European Parliament and of the Council47 , to be followed by the laying down of reduction targets for the maritime sector and the application of a market based measure. In line with the commitment of the co- legislators expressed in Directive (EU) 2018/410 of the European Parliament and of the Council48 , action by the International Maritime Organization (IMO) or the Union should start from 2023, including preparatory work on adoption and implementation of a measure ensuring that the sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement and due consideration being given by all stakeholders. These actions should avoid creating carbon and business leakage, and should take due consideration of the competitiveness of the European maritime industry, including the competitive position of EU ports. _________________ 47Regulation (EU) 2015/757 of the European Parliament and of the Council of 29 April 2015 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending Directive 2009/16/EC (OJ L 123, 19.5.2015, p. 55). 48Directive (EU) 2018/410 of the European Parliament and of the Council of 14 March 2018 amending Directive 2003/87/EC to enhance cost-effective emission reductions and low-carbon investments, and Decision (EU) 2015/1814 (OJ L 76, 19.3.2018, p. 3).
Amendment 47 #
2021/0211(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Pursuant to Directive (EU) 2018/410, the Commission should report to the European Parliament and to the Council on the progress achieved in the IMO towards an ambitious emission reduction objective, and on accompanying measures to ensure that the maritime transport sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement. Efforts to limit global maritime emissions through the IMO are under way and should be encouraged. However, while the recent progress achieved through the IMO is welcome, these measures will not be sufficient to achieve the objectives of the Paris Agreement. Given the international character of shipping, a global market- based measure would be the most suitable and effective option. The Commission in collaboration with Member States should therefore further step up diplomatic efforts to make progress on the development of such a global market- based measure at the International Maritime Organization (IMO) level. Overall, EU initiatives addressing emissions from shipping should be compatible with IMO efforts in order to avoid carbon leakage and leakage of business to ports outside Europe.
Amendment 49 #
2021/0211(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16a) Evasive port calls at neighbouring non-EU ports could seriously jeopardise the effectiveness of the maritime ETS, as it would not reduce total shipping emissions. It could even increase overall emissions, in particular when evasion leads to longer voyages to and from third countries with lower environmental standards
Amendment 52 #
2021/0211(COD)
Proposal for a directive
Recital 17
Recital 17
(17) In the European Green Deal, the Commission stated its intention to take additional measures to address greenhouse gas emissions from the maritime transport sector through a basket of measures to enable the Union to reach its emissions reduction targets. In this context, Directive 2003/87/EC should be amended to include the maritime transport sector in the EU ETS in order to ensure this sector contributes to the increased climate objectives of the Union as well as to the objectives of the Paris Agreement, which requires developed countries to take the lead by undertaking economy-wide emission reduction targets, while developing countries are encouraged to move over time towards economy-wide emission reduction or limitation targets.49 Considering that emissions from international aviation outside Europe should be capped from January 2021 by global market-based action while there is no action in place that caps or prices maritime transport emissions, it is appropriate that the EU ETS covers a share of the emissions from voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country, with the third country being able to decide on appropriate action in respect of the other share of emissions. The extension of the EU ETS to the maritime transport sector should thus include half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and half of the emissions at berth in a port under the jurisdiction of a Member State. This approach has been noted as a practical way to solve the issue of Common but Differentiated Responsibilities and Capabilities, which has been a longstanding challenge in the UNFCCC context. The coverage of a sharelf of the emissions from both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of the EU ETS, notably by increasing the environmental impact of the measure compared to a geographical scope limited to voyages within the EU, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. Toand a half of the emissions for the intra-EU voyages ensures the equal footing for EU maritime sector, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. The extension of the ETS to maritime sector should affect Member States in a fair and equal manner, taking into account their specific circumstances, such as those relating to climate and weather conditions. Furthermore, the definition of port call applied in the EU ETS Directive and in Regulation(EU) 2015/757 should consider the risk of carbon and business leakage arising from the implementation of a regional ETS. Accordingly, the definition of port call must account for, and help prevent, vessels evading the EU ETS through evasive port calls on ports in countries neighbouring the EU. To that end, a port call must include a significant transfer of cargo from one vessel to another for the purposes of transhipment, or significant bunkering. То ensure a smooth inclusion of the sector in the EU ETS, the surrendering of allowances by shipping companies should be gradually increased with respect to verified emissions reported for the period 20236 to 20258. To protect the environmental integrity of the system, to the extent that fewer allowances are surrendered in respect of verified emissions for maritime transport during those years, once the difference between verified emissions and allowances surrendered has been established each year, a corresponding a number of allowances should be cancelled. As from 20269, shipping companies should surrender the number of allowances corresponding to all of their verified emissions reported in the preceding year. _________________ 49 Paris Agreement, Article 4(4).
Amendment 56 #
2021/0211(COD)
Proposal for a directive
Recital 17 a (new)
Recital 17 a (new)
(17a) To avoid the negative impacts in terms of emission reduction and competitiveness of a regional measures, Directive 2003/87/EC should find solutions to limit the risk of carbon leakage linked to rerouting and evasion calls, as well as recognise and mitigate the possible negative impacts of such a regional system on the competitiveness and connectivity of ports in Europe, as well as the possible negative impact on the modal split.
Amendment 57 #
2021/0211(COD)
Proposal for a directive
Recital 15
Recital 15
(15) In 2013, the Commission adopted a strategy for progressively integrating maritime emissions into the Union's policy for reducing greenhouse gas emissions. As a first step in this approach, the Union established a system to monitor, report and verify emissions from maritime transport in Regulation (EU) 2015/757 of the European Parliament and of the Council47 , to be followed by the laying down of reduction targets for the maritime sector and the application of a market based measure. In line with the commitment of the co- legislators expressed in Directive (EU) 2018/410 of the European Parliament and of the Council48 , action by the International Maritime Organization (IMO) or the Union should start from 2023, including preparatory work on adoption and implementation of a measure ensuring that the sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement and due consideration being given by all stakeholders. These actions should avoid creating carbon and business leakage, and should take due consideration of the competitiveness of the European maritime industry, including the competitive position of EU ports. __________________ 47Regulation (EU) 2015/757 of the European Parliament and of the Council of 29 April 2015 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending Directive 2009/16/EC (OJ L 123, 19.5.2015, p. 55). 48Directive (EU) 2018/410 of the European Parliament and of the Council of 14 March 2018 amending Directive 2003/87/EC to enhance cost-effective emission reductions and low-carbon investments, and Decision (EU) 2015/1814 (OJ L 76, 19.3.2018, p. 3).
Amendment 59 #
2021/0211(COD)
Proposal for a directive
Recital 18
Recital 18
(18) (18) The provisions of Directive 2003/87/EC as regards maritime transport activities should be kept under review in light of future international developments and efforts undertaken to achieve the objectives of the Paris Agreement, including the second global stocktake in 2028, and subsequent global stocktakes every five years thereafter, intended to inform successive nationally determined contributions. In particular, the Commission should report any time before the second global stocktake in 2028 - and therefore no later than by 30 September 2028 - to the European Parliament and to the Council on progress in the IMO negotiations concerning a global market- based measure. In its report, the Commission should analyse the International Maritime Organization instruments and, assess, as relevant, how to implement those instruments in Union law through a revision of Directive 2003/87/EC. In its report, the Commission should include proposals as appropriate. European Commission should maximise efforts with the view to establishing global market-based measure in partnership with the International Maritime Organization (IMO) in order to extend the scope of the EU ETS for maritime transport to one hundred percent (100%) for the emissions from both ships performing voyages between ports under the jurisdictions of a Member States and ships performing voyages between ports under the jurisdiction of a Member States and third countries.
Amendment 61 #
2021/0211(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Pursuant to Directive (EU) 2018/410, the Commission should report to the European Parliament and to the Council on the progress achieved in the IMO towards an ambitious emission reduction objective, and on accompanying measures to ensure that the maritime transport sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement. Efforts to limit global maritime emissions through the IMO are under way and should be encouraged. However, while the recent progress achieved through the IMO is welcome, these measures will not be sufficient to achieve the objectives of the Paris Agreement. Given the international character of shipping, a global market- based measure would be the most suitable and effective option. The Commission in collaboration with Member States should therefore further step up diplomatic efforts to make progress on the development of such a global market- based measure at the International Maritime Organization (IMO) level. Overall, EU initiatives addressing emissions from shipping should be compatible with IMO efforts in order to avoid carbon leakage and leakage of business to ports outside Europe.
Amendment 62 #
2021/0211(COD)
Proposal for a directive
Recital 19
Recital 19
(19) The Commission should review the functioning ofBefore the entry into force of the provisions of amended Directive 2003/87/EC in relation to maritime transport activities in the light of experience of its application, including in relation to possible evasive practices, and should then propose measures to ensure its effectiveness. , the Commission should conduct an impact assessment, in close cooperation with the relevant stakeholders, based on real data, determining possible impacts of these provisions on carbon leakage, delocation of calls and port business to ports outside the EU, connectivities of ports in Europe and where relevant on the modal shift. Such a dedicated impact assessment is a precondition for the EU ETS to work as intended, in particular in the light of possible evasive practices. If the impact assessment determines a risk of a negative impact on the maritime sector and EU ports, the Commission should propose preventive measures to address it, including recommendations for specific provisions based on ports in EU sea- basins or in neighbouring EU countries, in order to ensure level playing field and effectiveness of the EUETS. Alignment with a market-based measure developed in the IMO should be closely examined as a means of addressing potential negative impacts of a regional EU ETS scope. In addition, the Commission should conduct a synergistic impact assessment investigating the effect of all Fit for 55 proposals, including analysis on EU competitiveness, potential risk of mobility reduction and cost effectiveness of GHG emissions reductions.
Amendment 63 #
2021/0211(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16 a) Evasive port calls at neighbouring non-EU ports could seriously jeopardise the effectiveness of the maritime ETS, as it would not reduce total shipping emissions. It could even increase overall emissions, in particular when evasion leads to longer voyages to and from third countries with lower environmental standards
Amendment 65 #
2021/0211(COD)
Proposal for a directive
Recital 23 a (new)
Recital 23 a (new)
(23a) Special consideration should be given to promoting accessibility for the outermost regions of the Union. Therefore, a derogation from this Directive should be provided for emissions from maritime voyages to and from the outermost regions due to their dependency on maritime transport for territorial continuity, for import of raw materials, essential goods and other products, as well as for some exports.
Amendment 66 #
2021/0211(COD)
Proposal for a directive
Recital 25 a (new)
Recital 25 a (new)
(25a) To ensure that there is a level playing field for ships that navigate in ice conditions and other ships, a specific method should be applied to take into account additional emissions related to navigation in ice conditions and additional emissions of ice-classed ships when sailing in open water, while ensuring that emissions trading through the ETS continues to drive down emissions in the maritime sector. To that end, relevant provisions on the transfer, surrender and cancellation of allowances under Directive 2003/87/EC should be modified accordingly.
Amendment 66 #
2021/0211(COD)
Proposal for a directive
Recital 17
Recital 17
(17) In the European Green Deal, the Commission stated its intention to take additional measures to address greenhouse gas emissions from the maritime transport sector through a basket of measures to enable the Union to reach its emissions reduction targets. In this context, Directive 2003/87/EC should be amended to include the maritime transport sector in the EU ETS in order to ensure this sector contributes to the increased climate objectives of the Union as well as to the objectives of the Paris Agreement, which requires developed countries to take the lead by undertaking economy-wide emission reduction targets, while developing countries are encouraged to move over time towards economy-wide emission reduction or limitation targets.49 Considering that emissions from international aviation outside Europe should be capped from January 2021 by global market-based action while there is no action in place that caps or prices maritime transport emissions, it is appropriate that the EU ETS covers a share of the emissions from voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country, with the third country being able to decide on appropriate action in respect of the other share of emissions. The extension of the EU ETS to the maritime transport sector should thus include half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and half of the emissions at berth in a port under the jurisdiction of a Member State. This approach has been noted as a practical way to solve the issue of Common but Differentiated Responsibilities and Capabilities, which has been a longstanding challenge in the UNFCCC context. The coverage of a sharelf of the emissions from both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of the EU ETS, notably by increasing the environmental impact of the measure compared to a geographical scope limited to voyages within the EU, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. Toand a half of the emissions for the intra-EU voyages ensures the equal footing for EU maritime sector, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. The extension of the ETS to maritime sector should affect Member States in a fair and equal manner, taking into account their specific circumstances, such as those relating to climate and weather conditions. Furthermore, the definition of port call applied in the EU ETS Directive and in Regulation(EU) 2015/757 should consider the risk of carbon and business leakage arising from the implementation of a regional ETS. Accordingly, the definition of port call must account for, and help prevent, vessels evading the EU ETS through evasive port calls on ports in countries neighbouring the EU. To that end, a port call must include a significant transfer of cargo from one vessel to another for the purposes of transhipment, or significant bunkering. То ensure a smooth inclusion of the sector in the EU ETS, the surrendering of allowances by shipping companies should be gradually increased with respect to verified emissions reported for the period 20236 to 20258. To protect the environmental integrity of the system, to the extent that fewer allowances are surrendered in respect of verified emissions for maritime transport during those years, once the difference between verified emissions and allowances surrendered has been established each year, a corresponding a number of allowances should be cancelled. As from 20269, shipping companies should surrender the number of allowances corresponding to all of their verified emissions reported in the preceding year. __________________ 49 Paris Agreement, Article 4(4).
Amendment 71 #
2021/0211(COD)
Proposal for a directive
Recital 28
Recital 28
(28) Achieving the increased climate ambition will require substantial public resources in the EU as well as national budgets to be dedicated to the climate transition. To complement and reinforce the substantial climate-related spending in the EU budget, all auction revenues that are not attributed to the Union budget should be used for climate-related purposes. This includes the use for financial support to address social aspects in lower- and middle-income households by reducing distortive taxes. Further, to address distributional and social effects of the transition in low-income Member States, an additional amount of 2,5 % of the Union-wide quantity of allowances from [year of entry into force of the Directive] to 2030 as well as equivalent of 1.5% of the total quantity of allowances from the amount above 400 million allowances set aside in Market Stability Reserve for the purpose of Modernisation Fund should be used to fund the energy transition of the Member States with a gross domestic product (GDP) per capita below 65 % of the Union average in 2016- 2018, through the Modernisation Fund referred to in Article 10d of Directive 2003/87/EC. For the EU ETS to contribute to lowering global GHG emissions and enabling decarbonisation, a substantial share of the EU ETS revenues generated by the maritime and aviation sector or the equivalent amounts should be used to enable the decarbonisation of those sectors, EU ports and aerodromes.
Amendment 71 #
2021/0211(COD)
Proposal for a directive
Recital 17 a (new)
Recital 17 a (new)
(17 a) The EU ETS should contribute to effectively decarbonising maritime transport activities as much as possible. The transition from fossil fuels to renewable and low-carbon fuels will play a considerable role in that process. However, considering the high level of competition between shipping companies and the important price differential between conventional fuels and renewable and low-carbon fuels, this transition should be supported through economic incentives that reflect the environmental benefit of alternative fuels and make them more competitive for shipping companies thereby avoiding carbon leakage. For this purpose, free allowances should be allocated to shipping companies, in proportion to the amount of alternative fuels used and reported. The amount of allowances allocated for free should be adjusted with multipliers in order to take into account that some types of alternative fuels deliver higher environmental benefits and are more costly to purchase for shipping companies. The Commission should regularly review the level of the multipliers based on fuels market price information.
Amendment 72 #
2021/0211(COD)
Proposal for a directive
Recital 17 a (new)
Recital 17 a (new)
(17 a) To avoid the negative impacts in terms of emission reduction and competitiveness of a regional measures, Directive 2003/87/EC should find solutions to limit the risk of carbon leakage linked to rerouting and evasion calls, as well as recognise and mitigate the possible negative impacts of such a regional system on the competitiveness and connectivity of ports in Europe, as well as the possible negative impact on the modal split.
Amendment 74 #
2021/0211(COD)
Proposal for a directive
Recital 17 b (new)
Recital 17 b (new)
(17 b) Where necessary, the Commission should review Regulation 2015/757, to ensure that the information on the use of all types of alternative fuels, is available for the purpose of determining the amount of free allowances under the EU ETS.
Amendment 77 #
2021/0211(COD)
Proposal for a directive
Recital 17 c (new)
Recital 17 c (new)
(17 c) A Maritime Transition Fund (‘the Maritime Fund’) should be established to provide funds to the Member States to support their policies supporting maritime transport sector decarbonisation. This should be achieved notably through development of innovative technologies for decarbonising the sector, production of sustainable alternative fuels as defined in Regulation on the use of renewable and low-carbon fuels in maritime transport XXX/XXX, including systems for collection of raw materials for alternative fuels, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new engines and technologies, and ports infrastructure. The Commission should submit legislative proposals for the creation of a Maritime Fund. The Maritime Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of maritime allowances. The Maritime Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article322 TFEU, in particular Regulation(EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council.
Amendment 81 #
2021/0211(COD)
Proposal for a directive
Recital 19
Recital 19
(19) The Commission should review the functioning ofBefore the entry into force of the provisions of amended Directive 2003/87/EC in relation to maritime transport activities in the light of experience of its application, including in relation to possible evasive practices, and should then propose measures to ensure its effectiveness. , the Commission should conduct an impact assessment, in close cooperation with the relevant stakeholders, based on real data, determining possible impacts of these provisions on carbon leakage, delocation of calls and port business to ports outside the EU, connectivity of ports in Europe and where relevant on the modal shift. Such a dedicated impact assessment is a precondition for the EU ETS to work as intended, in particular in the light of possible evasive practices. If the impact assessment determines a risk of a negative impact on the maritime sector and EU ports, the Commission should propose preventive measures to address it, including recommendations for specific provisions based on ports in EU sea- basins or in neighbouring EU countries, in order to ensure level playing field and effectiveness of the EUETS. Alignment with a market-based measure developed in the IMO should be closely examined as a means of addressing potential negative impacts of a regional EU ETS scope. In addition, the Commission should conduct a synergistic impact assessment investigating the effect of all Fit for 55 proposals, including analysis on EU competitiveness, potential risk of mobility reduction and cost effectiveness of GHG emissions reductions.
Amendment 89 #
2021/0211(COD)
Proposal for a directive
Recital 23 a (new)
Recital 23 a (new)
(23 a) Special consideration should be given to promoting accessibility for the outermost regions of the Union. Therefore, a derogation from this Directive should be provided for emissions from maritime voyages to and from the outermost regions due to their dependency on maritime transport for territorial continuity, for import of raw materials, essential goods and other products, as well as for some exports.
Amendment 91 #
2021/0211(COD)
Proposal for a directive
Recital 25 a (new)
Recital 25 a (new)
(25 a) To ensure that there is a level playing field for ships that navigate in ice conditions and other ships, a specific method should be applied to take into account additional emissions related to navigation in ice conditions and additional emissions of ice-classed ships when sailing in open water, while ensuring that emissions trading through the ETS continues to drive down emissions in the maritime sector. To that end, relevant provisions on the transfer, surrender and cancellation of allowances under Directive 2003/87/EC should be modified accordingly.
Amendment 94 #
2021/0211(COD)
Proposal for a directive
Recital 28
Recital 28
(28) Achieving the increased climate ambition will require substantial public resources in the EU as well as national budgets to be dedicated to the climate transition. To complement and reinforce the substantial climate-related spending in the EU budget, all auction revenues that are not attributed to the Union budget should be used for climate-related purposes. This includes the use for financial support to address social aspects in lower- and middle-income households by reducing distortive taxes. Further, to address distributional and social effects of the transition in low-income Member States, an additional amount of 2,5 % of the Union-wide quantity of allowances from [year of entry into force of the Directive] to 2030 as well as equivalent of 1.5% of the total quantity of allowances from the amount above 400 million allowances set aside in Market Stability Reserve for the purpose of Modernisation Fund should be used to fund the energy transition of the Member States with a gross domestic product (GDP) per capita below 65 % of the Union average in 2016- 2018, through the Modernisation Fund referred to in Article 10d of Directive 2003/87/EC. For the EU ETS to contribute to lowering global GHG emissions and enabling decarbonisation, a substantial share of the EU ETS revenues generated by the maritime and aviation sector or the equivalent amounts should be used to enable the decarbonisation of those sectors, EU ports and aerodromes.
Amendment 99 #
2021/0211(COD)
Proposal for a directive
Recital 33
Recital 33
(33) The scope of the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC should be extended to support installation of non-break through technologies in industrial processes that have an enormous GHG-saving potential but are not market-ready as well as innovation in low-carbon technologies and processes that concern the consumption of fuels in the sectors of buildings and road transport. In addition, the Innovation Fund should serve to support investments to decarbonise the maritime transport sector through research into breakthrough solutions, support for the deployment of innovative technologies, including investments in sustainable alternative fuels, such as hydrogen and ammonia that are produced from renewables, first industrial application, refuelling and recharging infrastructure in ports, including connection to electricity grid and other energy infrastructures, as well as zero- emission propulsion technologies like wind technologies. Considering that revenues generated from penalties raised in Regulation xxxx/xxxx [FuelEU Maritime]52 are allocated to the Innovation Fund as external assigned revenue in accordance with Article 21(5) of the Financial Regulation, the Commission should ensure that due consideration is given to support for innovative projects aimed at accelerating the development and deployment of renewable and low carbon fuels in the maritime sector, as specified in Article 21(1) of Regulation xxxx/xxxx [FuelEU Maritime]. To ensure sufficient funding is available for innovation within this extended scope, the Innovation Fund should be supplemented with 50 million allowances, stemming partly from the allowances that could otherwise be auctioned, and partly from the allowances that could otherwise be allocated for free, in accordance with the current proportion of funding provided from each source to the Innovation Fund. To foster innovation in breakthrough technologies as soon as possible, the Commission should ensure that the financing made available through the Innovation Fund is ‘frontloaded’ during the first years of implementation of the present Directive. __________________ 52[add ref to the FuelEU Maritime Regulation].
Amendment 104 #
2021/0211(COD)
Proposal for a directive
Recital 33
Recital 33
(33) The scope of the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC should be extended to support installation of non-break through technologies in industrial processes that have an enormous GHG-saving potential but are not market-ready as well as innovation in low-carbon technologies and processes that concern the consumption of fuels in the sectors of buildings and road transport. In addition, the Innovation Fund should serve to support investments to decarbonise the maritime transport sector through research into breakthrough solutions, support for the deployment of innovative technologies, including investments in sustainable alternative fuels, such as hydrogen and ammonia that are produced from renewables, first industrial application, refuelling and recharging infrastructure in ports, including connection to electricity grid and other energy infrastructures, as well as zero- emission propulsion technologies like wind technologies. Considering that revenues generated from penalties raised in Regulation xxxx/xxxx [FuelEU Maritime]52 are allocated to the Innovation Fund as external assigned revenue in accordance with Article 21(5) of the Financial Regulation, the Commission should ensure that due consideration is given to support for innovative projects aimed at accelerating the development and deployment of renewable and low carbon fuels in the maritime sector, as specified in Article 21(1) of Regulation xxxx/xxxx [FuelEU Maritime]. To ensure sufficient funding is available for innovation within this extended scope, the Innovation Fund should be supplemented with 50 million allowances, stemming partly from the allowances that could otherwise be auctioned, and partly from the allowances that could otherwise be allocated for free, in accordance with the current proportion of funding provided from each source to the Innovation Fund. To foster innovation in breakthrough technologies as soon as possible, the Commission should ensure that the financing made available through the Innovation Fund is ‘frontloaded’ during the first years of implementation of the present Directive. _________________ 52[add ref to the FuelEU Maritime Regulation].
Amendment 107 #
2021/0211(COD)
Proposal for a directive
Recital 38
Recital 38
(38) The scope of the Modernisation Fund should be aligned with the most recent climate objectives of the Union by requiring that investments are consistent with the objectives of the European Green Deal and Regulation (EU) 2021/1119, and eliminatcontinuing the support to any investments related to fossil fueltransitional fuels and technologies. In addition, the percentage of the Modernisation Fund that needs to be devoted to priority investments should be increased to 80 %; energy efficiency should be targeted as a priority area at the demand side; and support of households to address energy poverty, including in rural and remote areas, should be included within the scope of the priority investments.
Amendment 109 #
2021/0211(COD)
Proposal for a directive
Recital 40
Recital 40
(40) Renewable liquid and gaseous fuels of non-biological origin and recycled carbon fuels can be important to reduce greenhouse gas emissions in sectors that are hard to decarbonise. Where recycled carbon fuels and renewable liquid and gaseous fuels of non-biological origin are produced from captured carbon dioxide under an activity covered by this Directive, the emissions should be accounted under that activity, where the CO2 is emitted into the atmosphere. To ensure that renewable fuels of non-biological origin and recycled carbon fuels contribute to greenhouse gas emission reductions and to avoid double counting for fuels that do so, it is appropriate to explicitly extend the empowerment in Article 14(1) to the adoption by the Commission of implementing acts laying down the necessary adjustments for how and where to account for the eventual release of carbon dioxide and how to avoid double counting to ensure appropriate incentives are in place for capturing the CO2, taking also into account the treatment of these fuels under Directive (EU) 2018/2001.
Amendment 110 #
2021/0211(COD)
Proposal for a directive
Recital 42
Recital 42
(42) The further exclusion of installations using exclusively biomass from the EU ETS haswill lead to situations where installations combusting a high share of biomass have obtained windfall profits by receiving free allowances greatly exceeding actual emissions. Therefore, aa lack of certainty over updating the benchmark values for free allocation and disincentive a full transition to a zero-carbon energy source. A 100% threshold value for zero- rated biomass combustion should be maintroduced above whichained for installations arto be excluded from the EU ETS. The threshold value of 95 % is in line with the uncertainty parameter set out in Article 2(16) of Commission Delegated Regulation (EU) 2019/33156 . __________________ 56 Commission Delegated Regulation (EU) 2019/331 of 19 December 2018 determining transitional Union-wide rules for harmonised free allocation of emission allowances pursuant to Article 10a of Directive 2003/87/EC of the European Parliament and of the Council (OJ L 59, 27.2.2019, p. 8).
Amendment 123 #
2021/0211(COD)
Proposal for a directive
Recital 38
Recital 38
(38) The scope of the Modernisation Fund should be aligned with the most recent climate objectives of the Union by requiring that investments are consistent with the objectives of the European Green Deal and Regulation (EU) 2021/1119, and eliminatcontinuing the support to any investments related to fossil fueltransitional fuels and technologies. In addition, the percentage of the Modernisation Fund that needs to be devoted to priority investments should be increased to 80 %; energy efficiency should be targeted as a priority area at the demand side; and support of households to address energy poverty, including in rural and remote areas, should be included within the scope of the priority investments.
Amendment 126 #
2021/0211(COD)
Proposal for a directive
Recital 40
Recital 40
(40) Renewable liquid and gaseous fuels of non-biological origin and recycled carbon fuels can be important to reduce greenhouse gas emissions in sectors that are hard to decarbonise. Where recycled carbon fuels and renewable liquid and gaseous fuels of non-biological origin are produced from captured carbon dioxide under an activity covered by this Directive, the emissions should be accounted under that activity, where the CO2 is emitted into the atmosphere. To ensure that renewable fuels of non-biological origin and recycled carbon fuels contribute to greenhouse gas emission reductions and to avoid double counting for fuels that do so, it is appropriate to explicitly extend the empowerment in Article 14(1) to the adoption by the Commission of implementing acts laying down the necessary adjustments for how and where to account for the eventual release of carbon dioxide and how to avoid double counting to ensure appropriate incentives are in place for capturing the CO2, taking also into account the treatment of these fuels under Directive (EU) 2018/2001.
Amendment 132 #
2021/0211(COD)
Proposal for a directive
Recital 42
Recital 42
(42) The further exclusion of installations using exclusively biomass from the EU ETS haswill lead to situations where installations combusting a high share of biomass have obtained windfall profits by receiving free allowances greatly exceeding actual emissions. Therefore, aa lack of certainty over updating the benchmark values for free allocation and disincentive a full transition to a zero-carbon energy source. A 100% threshold value for zero- rated biomass combustion should be introduced above which mainstallations are excluded from the EU ETS. The threshold value of 95 % is in line with the uncertainty parameter set out in Article 2(16) of Commission Delegated Regulation (EU) 2019/33156 . _________________ 56 Commission Delegated Regulation (EU) 2019/331 of 19 December 2018 determining transitional Union-wide rules for harmonised free allocation of emission allowances pursuant to Article 10a of Directive 2003/87/EC of the European Parliament and of the Council (OJ L 59, 27.2.2019, p. 8)ined for installations to be excluded from the EU ETS.
Amendment 136 #
2021/0211(COD)
Proposal for a directive
Recital 43
Recital 43
(43) The Communication of the Commission on Stepping up Europe’s 2030 climate ambition57 , underlined the particular challenge to reduce the emissions in the sectors of road transport and buildingspecific sectors. Therefore, the Commission announced that a further expansion of emissions trading could include emissions from road transport andin order to cover emissions from buildings. Emissions trading for these twois new sectors would be established through separate but adjacent emissions trading. This would avoid any disturbance of the well-functioning emissions trading in the sectors of stationary installations and aviation. The new system is accompanied by complementary policies and measures safeguarding against undue price impacts, shaping expectations of market participants and aiming for a carbon price signal for the whole economy. Previous experience has shown that the development of the new market requires setting up an efficient monitoring, reporting and verification system. In view of ensuring synergies and coherence with the existing Union infrastructure for the EU ETS covering the emissions from stationary installations and aviation, it is appropriate to set up emissions trading for the road transport and buildings sectors via an amendment to Directive 2003/87/ЕC. _________________ 57 COM(2020)562 final.
Amendment 136 #
2021/0211(COD)
Proposal for a directive
Recital 46
Recital 46
(46) The regulated entities in the two new sectors and the point of regulation should be defined in line with the system of excise duty established by Council Directive (EU) 2020/26258 , with the necessary adaptations, as that Directive already sets a robust control system for all quantities of fuels released for consumption for the purposes of paying excise duties. End- users of fuels in those sectors should not be subject to obligations under Directive 2003/87/EC. __________________ 58Council Directive (EU) 2020/262 of 19 December 2019 laying down the general arrangements for excise duty (OJ L 58 27.2.2020, p. 4).
Amendment 137 #
2021/0211(COD)
Proposal for a directive
Recital 45
Recital 45
(45) Due to the very large number of small emitters in the sectors of buildings and road transport, it is not possible to establish the point of regulation at the level of entities directly emitting greenhouse gases, as is the case for stationary installations and aviation. Therefore, for reasons of technical feasibility and administrative efficiency, it is more appropriate to establish the point of regulation further upstream in the supply chain. The act that triggers the compliance obligation under the new emissions trading should be the release for consumption of fuels which are used for combustion in the sectors of buildings and road transport, including for combustion in road transport of greenhouse gases for geological storage. To avoid double coverage, the release for consumption of fuels which are used in other activities under Annex I to Directive 2003/87/EC should not be covered.
Amendment 138 #
2021/0211(COD)
Proposal for a directive
Recital 46
Recital 46
(46) The regulated entities in the two new sectors and the point of regulation should be defined in line with the system of excise duty established by Council Directive (EU) 2020/26258 , with the necessary adaptations, as that Directive already sets a robust control system for all quantities of fuels released for consumption for the purposes of paying excise duties. End- users of fuels in those sectors should not be subject to obligations under Directive 2003/87/EC. _________________ 58Council Directive (EU) 2020/262 of 19 December 2019 laying down the general arrangements for excise duty (OJ L 58 27.2.2020, p. 4).
Amendment 140 #
2021/0211(COD)
Proposal for a directive
Recital 47
Recital 47
(47) The regulated entities falling within the scope of the emissions trading in the sectors of buildings and road transport should be subject to similar greenhouse gas emissions permit requirements as the operators of stationary installations. It is necessary to establish rules on permit applications, conditions for permit issuance, content, and review, and any changes related to the regulated entity. In order for the new system to start in an orderly manner, Member States should ensure that regulated entities falling within the scope of the new emissions trading have a valid permit as of the start of the system in 2025.
Amendment 143 #
2021/0211(COD)
Proposal for a directive
Recital 48
Recital 48
(48) The total quantity of allowances for the new emissions trading should follow a linear trajectory to reach the 2030 emissions reduction target, taking into account the cost-efficient contribution of buildings and road transport of 43 %of necessary emission reductions by 2030 compared to 2005 provided by the Climate Law. The total quantity of allowances should be established for the first time in 2026, to follow a trajectory starting in 2024 from the value of the 2024 emissions limits (1 109 304 000 CO2t), calculated in accordance with Article 4(2) of Regulation (EU) 2018/842 of the European Parliament and of the Council59 on the basis of the reference emissions for these sectors for the period from 2016 to 2018. Accordingly, the linear reduction factor should be set at 5,15 %. From 2028, the total quantity of allowances should be set on the basis of the average reported emissions for the years 2024, 2025 and 2026, and should decrease by the same absolute annual reduction as set from 2024, which corresponds to a 5,43 % linear reduction factor compared to the comparable 2025 value of the above defined trajectory. If those emissions are significantly higher than this trajectory value and if this divergence is not due to small-scale differences in emission measurement methodologies, the linear reduction factor should be adjusted to reach the required emissions reduction in 2030. _________________ 59Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 156, 19.6.2018, p. 26).
Amendment 145 #
2021/0211(COD)
Proposal for a directive
Recital 49
Recital 49
(49) The auctioning of allowances is the simplest and the most economically efficient method for allocating emission allowances, which also avoids windfall profits. Both the buildings and road transport sectors areThe sector of buildings is under relatively small or non-existent competitive pressure from outside the Union and areis not exposed to a risk of carbon leakage. Therefore, allowances for buildings and road transport should only be allocated via auctioning without there being any free allocation.
Amendment 147 #
2021/0211(COD)
Proposal for a directive
Recital 50
Recital 50
(50) In order to ensure a smooth start to emissions trading in the buildings and road transport sectors and taking into account the need of the regulated entities to hedge or buy ahead allowances to mitigate their price and liquidity risk, a higher amount of allowances should be auctioned early on. In 2026, the auction volumes should therefore be 30 % higher than the total quantity of allowances for 2026. This amount would be sufficient to provide liquidity, both if emissions decrease in line with reduction needs, and in the event emission reductions only materialise progressively. The detailed rules for this front-loading of auction volume are to be established in a delegated act related to auctioning, adopted pursuant to Article 10(4) of Directive 2003/87/EC.
Amendment 149 #
2021/0211(COD)
Proposal for a directive
Recital 51
Recital 51
(51) The distribution rules on auction shares are highly relevant for any auction revenues that would accrue to the Member States, especially in view of the need to strengthen the ability of the Member States to address the social impacts of a carbon price signal in the buildings and road transport sectors. Notwithstanding the fact that the two sectors have very different characteristics, it is appropriate to set a common distribution rule similar to the one applicable to stationary installations. The main part of allowances should be distributed among all Member States on the basis of the average distribution of the emissions in the sectors covered during the period from 2016 to 2018.
Amendment 152 #
2021/0211(COD)
Proposal for a directive
Recital 52
Recital 52
(52) The introduction of the carbon price in road transport andthe buildings sector should be accompanied by effective social compensation, especially in view of the already existing levels of energy poverty. About 34 million Europeans reported an inability to keep their homes adequately warm in 2018, and 6,9 % of the Union population have said that they cannot afford to heat their home sufficiently in a 2019 EU-wide survey60 . To achieve an effective social and distributional compensation, Member States should be required to spend the auction revenues on the climate and energy-related purposes already specified for the existing emissions trading, but also for measures added specifically to address related concerns for the new sectors of road transport and buildings sector, including related policy measures under Directive 2012/27/EU of the European Parliament and of the Council61 . Auction revenues should be used to address social aspects of the emission trading for the new sectors with a specific emphasis in vulnerabllow and middle income households, SMEs and micro- enterprises and transport users. In this spirit, a new Social Climate Fund will provide dedicated funding to Member States to support the European citizens most affected or at risk of energy or mobility poverty. This Fund will promote fairness and solidarity between and within Member States while mitigating the risk of energy and mobility poverty during the transition. It will build on and complement existing solidarity mechanisms. The resources of the new Fund will in principle correspond to 25 % of the expected revenues from new emission trading in the period 2026-2032, and will be implemented on the basis of the Social Climate Plans that Member States should put forward under Regulation (EU) 20…/nn of the European Parliament and the Council62 . In addition, each Member State should use their auction revenues inter alia to finance a part of the costs of their Social Climate Plans. _________________ 60 Data from 2018. Eurostat, SILC [ilc_mdes01]. 61Directive 2012/27/EU of the European Parliament and of the Council of 25 October 2012 on energy efficiency, amending Directives 2009/125/EC and 2010/30/EU and repealing Directives 2004/8/EC and 2006/32/EC (OJ L 315, 14.11.2012, p. 1–56). 62[Add ref to the Regulation establishing the Social Climate Fund].
Amendment 156 #
2021/0211(COD)
Proposal for a directive
Recital 54
Recital 54
(54) Innovation and development of new low-carbon technologies in the sectors of buildings and road transport areis crucial for ensuring the cost- efficient contribution of these sectors to the expected emission reductions. Therefore, [150] million allowances from emissions trading in the buildings and road transport sectors should also be made available to the Innovation Fund to stimulate the cost- efficient emission reductions.
Amendment 158 #
2021/0211(COD)
Proposal for a directive
Recital 55
Recital 55
(55) Regulated entities covered by the buildings and road transport emissions trading should surrender allowances for their verified emissions corresponding to the quantities of fuels they have released for consumption. They should surrender allowances for the first time for their verified emissions in 2026. In order to minimise the administrative burden, a number of rules applicable to the existing emissions trading system for stationary installations and aviation should be made applicable to emissions trading for buildings and road transport, with the necessary adaptations. This includes, in particular, rules on transfer, surrender and cancellation of allowances, as well as the rules on the validity of allowances, penalties, competent authorities and reporting obligations of Member States.
Amendment 160 #
2021/0211(COD)
Proposal for a directive
Recital 56
Recital 56
(56) For emissions trading in the buildings and road transport sectors to be effective, it should be possible to monitor emissions with high certainty and at reasonable cost. Emissions should be attributed to regulated entities on the basis of fuel quantities released for consumption and combined with an emission factor. Regulated entities should be able to reliably and accurately identify and differentiate the sectors in which the fuels are released for consumption, as well as the final users of the fuels, in order to avoid undesirable effects, such as double burden. To have sufficient data to establish the total number of allowances for the period from 2028 to 2030, the regulated entities holding a permit at the start of the system in 2025 should report their associated historical emissions for 2024.
Amendment 163 #
2021/0211(COD)
Proposal for a directive
Recital 57
Recital 57
(57) It is appropriate to introduce measures to address the potential risk of excessive price increases, which, if particularly high at the start of the buildings and road transport emissions trading, may undermine the readiness of households and individuals to invest in reducing their greenhouse gas emissions. These measures should complement the safeguards provided by the Market Stability Reserve established by Decision (EU) 2015/1814 of the European Parliament and of the Council64 and that became operational in 2019. While the market will continue to determine the carbon price, safeguard measures will be triggered by rules-based automatism, whereby allowances will be released from the Market Stability Reserve only if concrete triggering conditions based on the increase in the average allowance price are met. This additional mechanism should also be highly reactive, in order to address excessive volatility due to factors other than changed market fundamentals. The measures should be adapted to different levels of excessive price increase, which will result in different degrees of the intervention. The triggering conditions should be closely monitored by the Commission and the measures should be adopted by the Commission as a matter of urgency when the conditions are met. This is without prejudice to any accompanying measures that Member States may adopt to address adverse social impacts. _________________ 64 Decision (EU) 2015/1814 of the European Parliament and of the Council of 6 October 2015 concerning the establishment and operation of a market stability reserve for the Union greenhouse gas emission trading scheme and amending Directive 2003/87/EC (OJ L 264, 9.10.2015, p. 1).
Amendment 165 #
2021/0211(COD)
Proposal for a directive
Recital 58
Recital 58
(58) The application of emissions trading in the buildings and road transport sectors should be monitored by the Commission, including the degree of price convergence with the existing ETS, and, if necessary, a review should be proposed to the European Parliament and the Council to improve the effectiveness, administration and practical application of emissions trading for those sectors on the basis of acquired knowledge as well as increased price convergence. The Commission should be required to submit the first report on those matters by 1 January 2028.
Amendment 167 #
2021/0211(COD)
Proposal for a directive
Recital 59
Recital 59
(59) In order to ensure uniform conditions for the implementation of Articles 3gd(3), 12(3b) and 14(1) of Directive 2003/87/EC, implementing powers should be conferred on the Commission. To ensure synergies with the existing regulatory framework, the conferral of implementing powers in Articles 14 and 15 of that Directive should be extended to cover the sectors of road transport and buildings. Those implementing powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council65 . _________________ 65Regulation (EU) No 182/2011 of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by the Member States of the Commission's exercise of implementing powers (OJ L 55, 28.02.2011, p. 13).
Amendment 167 #
2021/0211(COD)
Proposal for a directive
Recital 51
Recital 51
(51) The distribution rules on auction shares are highly relevant for any auction revenues that would accrue to the Member States, especially in view of the need to strengthen the ability of the Member States to address the social impacts of a carbon price signal in the buildings and road transport sectors. Notwithstanding the fact that the two sectors have very different characteristics, it is appropriate to set a commonIt is appropriate to take into account the characteristics of the sector in order to elaborate a distribution rule similar to the one applicable to stationary installations. The main part of allowances should be distributed among all Member States on the basis of the average distribution of the emissions in the sectors covered during the period from 2016 to 2018.
Amendment 169 #
2021/0211(COD)
Proposal for a directive
Recital 60
Recital 60
(60) In order to adopt non-legislative acts of general application to supplement or amend certain non-essential elements of a legislative act, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of Articles 10(4) and 10a(8) of that Directive. Moreover, to ensure synergies with the existing regulatory framework, the delegation in Articles 10(4) and 10a(8) of Directive 2003/87/EC should be extended to cover the sectors of road transport and buildings. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2016. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. In accordance with the Joint Political Declaration of 28 September 2011 of Member States and the Commission on explanatory documents66 , Member States have undertaken to accompany, in justified cases, the notification of their transposition measures with one or more documents explaining the relationship between the components of a directive and the corresponding parts of national transposition instruments. With regard to this Directive, the legislator considers the transmission of such documents to be justified _________________ 66 OJ C 369, 17.12.2011, p. 14.
Amendment 170 #
2021/0211(COD)
Proposal for a directive
Recital 60 a (new)
Recital 60 a (new)
(60a) A holistic and science-based approach is key to achieving the 2030 GHG emission reduction target and the 2050 climate neutrality objective. All measures should be drafted based on a comprehensive impact assessments analysing this Directive together with the other legislative acts in line with the European Climate Law and their consequences for different sectors of the European economy. Consequently, by 31 December 2025, the Commission should conduct such a synergistic impact assessment on the socio-economic and environmental aspects of the measures, indicating, inter alia, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.
Amendment 173 #
2021/0211(COD)
Proposal for a directive
Recital 66
Recital 66
(66) In order to mitigate the risk of supply and demand imbalances associated with the start of emissions trading for the buildings and road transport sectors, as well as to render it more resistant to market shocks, the rule- based mechanism of the Market Stability Reserve should be applied to thoseis new sectors. For that reserve to be operational from the start of the system, it should be established with an initial endowment of [600] million allowances for emissions trading in the road transport and buildings sectors. The initial lower and upper thresholds, which trigger the release or intake of allowances from the reserve, should be subject to a general review clause. Other elements such as the publication of the total number of allowances in circulation or the quantity of allowances released or placed in the reserve should follow the rules of the reserve for other sectors.
Amendment 177 #
2021/0211(COD)
Proposal for a directive
Recital 67 a (new)
Recital 67 a (new)
(67a) Given that this Directive will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Directive, proposals offsetting the regulatory burdens introduced by this Directive, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors.
Amendment 184 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3–point v
Article 3–point v
(v) ‘shipping company’ means the shipowner or any other organisation or person, such as the manager or the bareboat charterer, that has assumed the responsibility for the operation of the ship from the shipowner and that, on assuming such responsibility, has agreed to take over all the duties and responsibilities imposed by the International Management Code for the Safe Operation of Ships and for Pollution Prevention, set out in Annex I to Regulation (EC) No 336/2006 of the European Parliament and of the Council(*) as a whole or partially;
Amendment 185 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1
Article 3g – paragraph 1
1. The allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of fifty percent (50 %) of the CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, fifty percent (50 %) of theCO2 emissions from ships performing voyage departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State, fifty percent (50 %) of CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State and fifty percent (50 %) of CO2 emissions from ships at berth in a port under the jurisdiction of a Member State. In case of a distance between a port under the jurisdiction of a Member State and at a port outside the jurisdiction of a Member State less than 300 nautical miles and ships above a gross tonnage of 4500, the allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of one hundred percent (100 %) of the CO2emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port unoutsider the jurisdiction of a Member State and, one hundred percent (100 %) of the CO2 emissions from ships at berth inperforming voyage departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State.
Amendment 187 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1 a (new)
Article 3g – paragraph 1 a (new)
1 a. The European Commission shall pursue with the establishment of global market-based measure in partnership with the International Maritime Organization (IMO) in order to extend the scope of the EU ETS for maritime transport to 100% for the CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Members State and the emissions from ships at berth in a port under the jurisdiction of a Member State.
Amendment 188 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1 b (new)
Article 3g – paragraph 1 b (new)
1 b. European Commission shall pursue with the establishment of global market-based measure in partnership with the International Maritime Organization (IMO) in order to extend the scope of the EU ETS for maritime transport to one hundred percent (100%) for the emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State and emissions from ships performing voyages from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State.
Amendment 190 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 2 a (new)
Article 3g – paragraph 2 a (new)
2 a. By way of derogation from Articles 3g and 3ga, Member States shall take no action against shipping companies in respect of emissions from ships performing voyages to and from ports located in an outermost region, between two different ports located in different outermost regions and between a port located in an outermost region and a port located in the same Member State or other EU Member State. Following a report to the European Parliament and the Council on possible impact of extending the scope of the EU ETS to maritime transport to and from outermost regions, the Commission shall assess whether it is justified to end this derogation, and, where appropriate, it shall submit an amendment for that purpose.
Amendment 191 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3g – paragraph 1 – introductory part
Article 3g – paragraph 1 – introductory part
Shipping companies shall be liable to surrender allowances in respect of the share/percentages of emissions from ships referred to in Article 3g according to the following schedule:
Amendment 192 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point a
Article 3ga – paragraph 1 – point a
(a) 20 % of verified emissions reported for 20236;
Amendment 193 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point b
Article 3ga – paragraph 1 – point b
(b) 45 % of verified emissions reported for 20247;
Amendment 194 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point c
Article 3ga – paragraph 1 – point c
(c) 70 % of verified emissions reported for 20258;
Amendment 195 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point d
Article 3ga – paragraph 1 – point d
(d) 100 % of verified emissions reported for 20269 and each year thereafter.
Amendment 195 #
2021/0211(COD)
Proposal for a directive
Recital 15
Recital 15
(15) In 2013, the Commission adopted a strategy for progressively integrating maritime emissions into the Union's policy for reducing greenhouse gas emissions. As a first step in this approach, the Union established a system to monitor, report and verify emissions from maritime transport in Regulation (EU) 2015/757 of the European Parliament and of the Council47 , to be followed by the laying down of reduction targets for the maritime sector and the application of a market based measure. In line with the commitment of the co- legislators expressed in Directive (EU) 2018/410 of the European Parliament and of the Council48 , action by the International Maritime Organization (IMO) or the Union should start from 2023, including preparatory work on adoption and implementation of a measure ensuring that the sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement and due consideration being given by all stakeholders. These actions should avoid creating carbon and business leakage, and should take due consideration of the competitiveness of the European maritime industry, including the competitive position of EU ports. _________________ 47Regulation (EU) 2015/757 of the European Parliament and of the Council of 29 April 2015 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending Directive 2009/16/EC (OJ L 123, 19.5.2015, p. 55). 48Directive (EU) 2018/410 of the European Parliament and of the Council of 14 March 2018 amending Directive 2003/87/EC to enhance cost-effective emission reductions and low-carbon investments, and Decision (EU) 2015/1814 (OJ L 76, 19.3.2018, p. 3).
Amendment 197 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 2
Article 3ga – paragraph 2
To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport for the years 20236, 20247 and 20258, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 199 #
2021/0211(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Pursuant to Directive (EU) 2018/410, the Commission should report to the European Parliament and to the Council on the progress achieved in the IMO towards an ambitious emission reduction objective, and on accompanying measures to ensure that the maritime transport sector duly contributes to the efforts needed to achieve the objectives agreed under the Paris Agreement. Efforts to limit global maritime emissions through the IMO are under way and should be encouraged. However, while the recent progress achieved through the IMO is welcome, these measures will not be sufficient to achieve the objectives of the Paris Agreement. Given the international character of shipping, a global market- based measure would be the most suitable and effective option. The Commission in collaboration with Member States should therefore further step up diplomatic efforts to make progress on the development of such a global market- based measure at the International Maritime Organization (IMO) level. Overall, EU initiatives addressing emissions from shipping should be compatible with IMO efforts in order to avoid carbon leakage and leakage of business to ports outside Europe.
Amendment 201 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd a (new)
Article 3gd a (new)
Amendment 201 #
2021/0211(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16a) Evasive port calls at neighbouring non-EU ports could seriously jeopardise the effectiveness of the maritime EU ETS, as it would not reduce total shipping emissions. It could even increase overall emissions, in particular when evasion leads to longer voyages to and from third countries with lower environmental standards.
Amendment 204 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 1
Article 3ge – paragraph 1
1. The Commission shall consider possible amendments in relation to the adoption by the International Maritime Organization of a global market-based measure to reduce greenhouse gas emissions from maritime transport to ensure a global approach. In the event of the adoption of such a measure, and in any event before the 2028 global stocktake and no later than 30 September 2028, the Commission shall present a report to the European Parliament and to the Council in which it shall examine any such measure. Where appropriate, the Commission may follow to the report with a legislative proposal to the European Parliament and to the Council to amend this Directive as appropriate in order to align EU legislation with measures taken on the global level.
Amendment 205 #
2021/0211(COD)
Proposal for a directive
Recital 17
Recital 17
(17) In the European Green Deal, the Commission stated its intention to take additional measures to address greenhouse gas emissions from the maritime transport sector through a basket of measures to enable the Union to reach its emissions reduction targets. In this context, Directive 2003/87/EC should be amended to include the maritime transport sector in the EU ETS in order to ensure this sector contributes to the increased climate objectives of the Union as well as to the objectives of the Paris Agreement, which requires developed countries to take the lead by undertaking economy-wide emission reduction targets, while developing countries are encouraged to move over time towards economy-wide emission reduction or limitation targets.49 Considering that emissions from international aviation outside Europe should be capped from January 2021 by global market-based action while there is no action in place that caps or prices maritime transport emissions, it is appropriate that the EU ETS covers a share of the emissions from voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country, with the third country being able to decide on appropriate action in respect of the other share of emissions. The extension of the EU ETS to the maritime transport sector should thus include half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and half of the emissions at berth in a port under the jurisdiction of a Member State. This approach has been noted as a practical way to solve the issue of Common but Differentiated Responsibilities and Capabilities, which has been a longstanding challenge in the UNFCCC context. The coverage of a sharehalf of the emissions from both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of the EU ETS, notably by increasing the environmental impact of the measure compaand half of the emissions for the intra-EU voyages ensures the equal footing for EU maritime sector, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. The extension of the EU ETS to the maritime sector should affect Member States in a fair and equal manner, taking into account their specific circumstances, such as those relating to climate and weather conditions. Furthermored, to a geographical scope limited to voyages within the EU, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. Tohe definition of port call applied in Directive 2003/87/EC and in Regulation(EU) 2015/757 should consider the risk of carbon and business leakage arising from the implementation of a regional EU ETS. Accordingly, the definition of port call should account for, and help prevent, vessels evading the EU ETS through evasive port calls on ports in countries neighbouring the EU. To that end, a port call should include a significant transfer of cargo from one vessel to another for the purposes of transhipment, or significant bunkering. То ensure a smooth inclusion of the sector in the EU ETS, the surrendering of allowances by shipping companies should be gradually increased with respect to verified emissions reported for the period 20236 to 20258. To protect the environmental integrity of the system, to the extent that fewer allowances are surrendered in respect of verified emissions for maritime transport during those years, once the difference between verified emissions and allowances surrendered has been established each year, a corresponding a number of allowances should be cancelled. As from 20269, shipping companies should surrender the number of allowances corresponding to all of their verified emissions reported in the preceding year. _________________ 49 Paris Agreement, Article 4(4).
Amendment 206 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2
Article 3ge – paragraph 2
2. The Commission shall monitor and evaluate the implementation of this Chapter and, possible trends as regards companies seeking to avoid being bound by the requirements of this Directivend adverse impacts as regards, inter alia, the competitiveness of the EU maritime sector and companies seeking to avoid being bound by the requirements of this Directive through annual reports analysing market distortions and deterioration of level playing field of the maritime sector. Among analysed trends the Commission shall analyse changes in transhipment calls being made on ports in the Union, number of voyages coming from neighbouring ports and port calls from feeder vessels and overall changes in port traffic in the EU ports among others. If appropriate, the Commission shall propose measures to prevent such avoidancepossible adverse impacts.;
Amendment 207 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2a (new)
Article 3ge – paragraph 2a (new)
2 a. No later than by 31 December two years after the entry into force of this Directive, the Commission shall assess Union’s competitiveness, changes in the labour market, transport freight rates, household purchasing power and the magnitude of carbon leakage among others by means of a comprehensive impact assessment of the Fit for 55 package. Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level-playing field.
Amendment 208 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gf (new)
Article 3gf (new)
Amendment 209 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point a a (new)
Article 1 – paragraph 1 – point 9 – point a a (new)
Directive 2003/87/EC
Article 8 – paragraph 1a (new)
Article 8 – paragraph 1a (new)
(aa) in Article 8, the following paragraph is added: '1a. The Commission shall review the effectiveness of synergies with Directive 2010/75/EU. Environmental and climate relevant permits should be coordinated to ensure efficient and speedier execution of measures needed to comply with EU climate and energy objectives. The Commission may submit a report to the European Parliament and the Council in the context of any future review of this Directive.'
Amendment 211 #
2021/0211(COD)
Proposal for a directive
Recital 17 a (new)
Recital 17 a (new)
(17a) The EU ETS should contribute to effectively decarbonising maritime transport activities as much as possible. The transition from fossil fuels to renewable and low-carbon fuels will play a considerable role in that process. However, considering the high level of competition between shipping companies and the important price differential between conventional fuels and renewable and low-carbon fuels, this transition should be supported through economic incentives that reflect the environmental benefit of alternative fuels and make them more competitive for shipping companies thereby avoiding carbon leakage. For this purpose, free allowances should be allocated to shipping companies, in proportion to the amount of alternative fuels used and reported. The amount of allowances allocated for free should be adjusted with multipliers in order to take into account that some types of alternative fuels deliver higher environmental benefits and are more costly to purchase for aircraft operators. The Commission should regularly review the level of the multipliers based on fuels market price information.
Amendment 213 #
2021/0211(COD)
Proposal for a directive
Recital 17 a (new)
Recital 17 a (new)
(17a) To avoid the negative impacts in terms of emission reduction and competitiveness of a regional measures, Directive 2003/87/EC should find solutions to limit the risk of carbon leakage linked to rerouting and evasion calls, as well as recognise and mitigate the possible negative impacts of such a regional system on the competitiveness and connectivity of ports in Europe, as well as the possible negative impact on the modal split.
Amendment 215 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
In [the year following entry into force of this amendment]2029, the Union-wide quantity of allowances shall be deincreased by [-- million allowances (to be determined depending on year of entry into force)]. In the same year, the Union-wide quantity of allowances shall be increased by 79 millionnumber corresponding to scope of application to maritime transport activities as set out in Article 3g of Directive 2003/87/EC] allowances for maritime transport. Starting in [the year following entry into force of this amendment], the linear factor shall be 4,2 %[XX] %, calculated to reduce the overall cap in view of reaching the 2030 target. The Commission shall publish the Union- wide quantity of allowances within 3 months of [date of entry into force of the amendment to be inserted].;
Amendment 216 #
2021/0211(COD)
(17b) Where necessary, the Commission should review Regulation (EU) 2015/757, to ensure that the information on the use of all types of alternative fuels, is available for the purpose of determining the amount of free allowances under the EU ETS.
Amendment 217 #
2021/0211(COD)
Proposal for a directive
Recital 17 c (new)
Recital 17 c (new)
(17c) A Maritime Transition Fund (‘the Maritime Fund’) should be established to provide funds to the Member States to support their policies supporting maritime transport sector decarbonisation. This should be achieved notably through development of innovative technologies for decarbonising the sector, production of sustainable alternative fuels as defined in Regulation (EU) .../... on the use of renewable and low-carbon fuels in maritime transport, including systems for collection of raw materials for alternative fuels, investments in research and development and first industrial application of technologies and designs reducing greenhouse gas emissions, research for new engines and technologies, and ports infrastructure. The Commission should submit legislative proposals for the creation of a Maritime Fund. The Maritime Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50 % of the revenue expected from the auctioning of maritime allowances. The Maritime Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article 322 TFEU, in particular Regulations (EU, Euratom) 2018/1046 and (EU, Euratom) 2020/2092 of the European Parliament and of the Council.
Amendment 219 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point a
Article 1 – paragraph 1 – point 11 – point a
Directive 2003/87/EC
Article 10 – paragraph 1 – subparagraph 4
Article 10 – paragraph 1 – subparagraph 4
In addition, 2,54 % of the total quantity of allowances between [year following the entry into force of the Directive] and 2030 and equivalent of 1.5% of the total quantity of allowances from the amount above 400million allowances set aside in Market Stability Reserve for the purpose of Modernisation Fund shall be auctioned for the Modernisation Fund. The beneficiary Member States for this amount of allowances shall be the Member States with a GDP per capita at market prices below 65 % of the Union average during the period 2016 to 2018. The funds corresponding to this quantity of allowances shall be distributed in accordance with Part B of Annex IIb. In addition, the equivalent of 1.5% of the total quantity of allowances between... [year following the entry into force of the Directive] and 2030 from the amount above 400million allowances set aside in Market Stability Reserve for the purpose of Innovation Fund shall be made available for the Innovation Fund established under Article 10a(8).
Amendment 219 #
2021/0211(COD)
Proposal for a directive
Recital 18
Recital 18
(18) The provisions of Directive 2003/87/EC as regards maritime transport activities should be kept under review in light of future international developments and efforts undertaken to achieve the objectives of the Paris Agreement, including the second global stocktake in 2028, and subsequent global stocktakes every five years thereafter, intended to inform successive nationally determined contributions. In particular, the Commission should report any time before the second global stocktake in 2028 - and therefore no later than by 30 September 2028 - to the European Parliament and to the Council on progress in the IMO negotiations concerning a global market- based measure. In its report, the Commission should analyse the International Maritime Organization instruments and, assess, as relevant, how to implement those instruments in Union law through a revision of Directive 2003/87/EC. In its report, the Commission should include proposals as appropriate. The Commission should maximise efforts with the view to establishing a global market-based measure in partnership with the International Maritime Organization (IMO) in order to extend the scope of the EU ETS for maritime transport to one hundred percent (100 %) for the emissions from both ships performing voyages between ports under the jurisdictions of a Member States and ships performing voyages between ports under the jurisdiction of a Member States and third countries.
Amendment 221 #
2021/0211(COD)
Proposal for a directive
Recital 60 a (new)
Recital 60 a (new)
(60 a) A holistic and science-based approach is key to achieving the 2030 GHG emission reduction target and the 2050 climate neutrality objective. All measures should be drafted based on a comprehensive impact assessments analysing this Directive together with the other legislative acts in line with the European Climate Law and their consequences for different sectors of the European economy. Consequently, by 31 December two years after the entry into force of this Directive, the Commission should conduct such a synergistic impact assessment on the socio-economic and environmental aspects of the measures, indicating, inter alia, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.
Amendment 223 #
2021/0211(COD)
Proposal for a directive
Recital 19
Recital 19
(19) The Commission should review the functioning ofBefore the entry into force of the provisions of amended Directive 2003/87/EC in relation to maritime transport activities in the light of experience of its application, including in relation to possible evasive practices, and should then propose measures to ensure its effectiveness. , the Commission should conduct an impact assessment, in close cooperation with the relevant stakeholders, based on real data, determining possible impacts of these provisions on carbon leakage, delocation of calls and port business to ports outside the EU, connectivity of ports in Europe and where relevant on the modal shift. Such a dedicated impact assessment is a precondition for the EU ETS to work as intended, in particular in the light of possible evasive practices. If the impact assessment determines a risk of a negative impact on the maritime sector and EU ports, the Commission should propose preventive measures to address it, including recommendations for specific provisions based on ports in EU sea- basins or in neighbouring EU countries, in order to ensure level playing field and effectiveness of the EU ETS. Alignment with a market-based measure developed in the IMO should be closely examined as a means of addressing potential negative impacts of a regional EU ETS scope. In addition, the Commission should conduct a synergistic impact assessment investigating the effect of all Fit for 55 proposals, including analysis on EU competitiveness, potential risk of mobility reduction and cost effectiveness of greenhouse gas emissions reductions.
Amendment 231 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Directive 2003/87/EC
Article 10 – paragraph 3 – point a a (new)
Article 10 – paragraph 3 – point a a (new)
3a. in Article 10, paragraph 3, point a, the following point is added: '(aa) to facilitate the green transition through reinvesting the proceeds of the auctioning in the sector where the revenues come from to induce innovation and technological development, assist with the first industrial application, develop further support mechanisms and create necessary infrastructure;
Amendment 232 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c
Article 1 – paragraph 1 – point 11 – point c
Directive 2003/87/EC
Article 10 – paragraph 3 – point (h)
Article 10 – paragraph 3 – point (h)
(h) measures intended to improve energy efficiency, district heating systems and insulation, or to provide financial support in order to address social aspects in lower- and middle-income households, as well as SMEs and microenterprises, including by reducing distortive taxes;
Amendment 234 #
2021/0211(COD)
Proposal for a directive
Recital 23 a (new)
Recital 23 a (new)
(23a) Special consideration should be given to promoting accessibility for the outermost regions of the Union. Therefore, a derogation from this Directive should be provided for emissions from maritime voyages to and from the outermost regions due to their dependency on maritime transport for territorial continuity, for import of raw materials, essential goods and other products, as well as for some exports.
Amendment 234 #
2021/0211(COD)
Proposal for a directive
Recital 67 a (new)
Recital 67 a (new)
(67 a) Given that this Directive will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Directive, proposals offsetting the regulatory burdens introduced by this Directive, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors.
Amendment 238 #
2021/0211(COD)
Proposal for a directive
Recital 25 a (new)
Recital 25 a (new)
(25a) To ensure that there is a level playing field for ships that navigate in ice conditions and other ships, a specific method should be applied to take into account additional emissions related to navigation in ice conditions and additional emissions of ice-classed ships when sailing in open water, while ensuring that emissions trading through the EU ETS continues to drive down emissions in the maritime sector. To that end, relevant provisions on the transfer, surrender and cancellation of allowances under Directive 2003/87/EC should be modified accordingly.
Amendment 258 #
2021/0211(COD)
Proposal for a directive
Recital 28
Recital 28
(28) Achieving the increased climate ambition will require substantial public resources in the EU as well as national budgets to be dedicated to the climate transition. To complement and reinforce the substantial climate-related spending in the EU budget, all auction revenues that are not attributed to the Union budget should be used for climate-related purposes. This includes the use for financial support to address social aspects in lower- and middle-income households by reducing distortive taxes. Further, to address distributional and social effects of the transition in low-income Member States, an additional amount of 2,5 % of the Union-wide quantity of allowances from [year of entry into force of the Directive] to 2030 as well as equivalent of 1,5% of the total quantity of allowances from the amount above 400 million allowances set aside in Market Stability Reserve for the purpose of the Modernisation Fund should be used to fund the energy transition of the Member States with a gross domestic product (GDP) per capita below 65 % of the Union average in 2016-2018, through the Modernisation Fund referred to in Article 10d of Directive 2003/87/EC. For the EU ETS to contribute to lowering global greenhouse gas emissions and enabling decarbonisation, a substantial share of the EU ETS revenues generated by the maritime and aviation sector or the equivalent amounts should be used to enable the decarbonisation of those sectors, EU ports and aerodromes.
Amendment 273 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1
Article 3g – paragraph 1
1. The allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of fifty percent (50 %) of the CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, fifty percent (50 %) of theCO2 emissions from ships performing voyage departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State, one hundred percent (100 %) of fifty percent (50 %) of CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State and fifty percent (50 %) of CO2 emissions from ships at berth in a port under the jurisdiction of a Member State. In case of a distance between a port under the jurisdiction of a Member State and at a port outside the jurisdiction of a Member State less than 300 nautical miles and ships above a gross tonnage of 4500, the allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of one hundred percent (100%) of the CO2emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port unoutsider the jurisdiction of a Member State and, one hundred percent (100 %) of the CO2 emissions from ships at berth inperforming voyage departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State.
Amendment 284 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 2 a (new)
Article 3g – paragraph 2 a (new)
2 a. By way of derogation from Articles 3g and 3ga, Member States shall take no action against shipping companies in respect of emissions from ships performing voyages to and from ports located in an outermost region, between two different ports located in different outermost regions and between a port located in an outermost region and a port located in the same Member State or other EU Member State. Following a report to the European Parliament and the Council on possible impact of extending the scope of the EU ETS to maritime transport to and from outermost regions, the Commission shall assess whether it is justified to end this derogation, and, where appropriate, it shall submit an amendment for that purpose.
Amendment 299 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 2
Article 3ga – paragraph 2
Amendment 307 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga new
Article 3ga new
Amendment 311 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd a (new)
Article 3gd a (new)
Article 3gd a The Commission shall propose the establishment of a dedicated Maritime Transition Fund (MTF) in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in EU maritime sector. 50% of the revenues generated from the auctioning of allowances referred to in Article 3g shall be allocated to this Fund. The dedicated Fund shall operate in shared management with the Member States under Regulation (EU) 2021/1060 of the European Parliament and of the Council and it shall support the transition to energy efficient and climate resilient EU maritime sector supporting the deployment of sustainable alternative fuels, development of innovative technologies and infrastructure for decarbonising the sector, production, including systems for collection of raw materials, investments in research and development and first industrial application of technologies and designs reducing GHG emissions. The Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs. The allocation of the MTF resources for each Member State shall take into consideration the impact of the proposal for a directive of the European Parliament and of the Council amending Directive 2003/87/EC on the sector as well as national specificities such as overall economic prosperity, structural weaknesses and required measures to achieve the targets as set out in this proposal for a directive. The resources of the Maritime Transition Fund shall not be generated through reallocation of resources from any other EU policies, funds or programmes.
Amendment 312 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd new
Article 3gd new
Amendment 321 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10 a – paragraph 8 – subparagraph 3
Article 10 a – paragraph 8 – subparagraph 3
The Innovation Fund shall cover the sectors listed in Annex I and Annex III, including environmentally safe carbon capture and utilisation (“CCU”) that contributes substantially to mitigating climate change, as well as products and processes substituting carbon intensive ones produced in sectors listed in Annex I, and to help stimulate the construction and operation of projects aimed at the environmentally safe capture and geological storage (“CCS”) of CO2, as well as of innovative renewable energy and energy storage technologies; in geographically balanced locations. The Innovation Fund may also support break- through innovative technologies and infrastructure to decarbonise the maritime sector and for the production of low- and zero-carbon fuels in aviation, rail and road transport, including for refuelling and recharging infrastructure in ports, connection to electricity grid and other energy infrastructure, and first industrial application to decarbonise the maritime sector and for the production of low- and zero-carbon fuels in aviation and road transport; further development of the railway system and local public transport addressing both the physical and digital infrastructure and fleets. Special attention shall be given to projects in sectors covered by the [CBAM regulation] to support innovation in low carbon technologies, CCU, CCS, renewable energy and energy storage, in a way that contributes to mitigating climate change.
Amendment 322 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 1
Article 3ge – paragraph 1
1. The Commission shall consider possible amendments in relation to the adoption by the International Maritime Organization of a global market-based measure to reduce greenhouse gas emissions from maritime transport to ensure a global approach. In the event of the adoption of such a measure, and in any event before the 2028 global stocktake and no later than 30 September 2028, the Commission shall present a report to the European Parliament and to the Council in which it shall examine any such measure. Where appropriate, the Commission may follow to the report with a legislative proposal to the European Parliament and to the Council to amend this Directive as appropriate in order to align EU legislation with measures taken on the global level.
Amendment 328 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10 a – paragraph 8 – subparagraph 3 a (new)
Article 10 a – paragraph 8 – subparagraph 3 a (new)
In addition, the Innovation Fund shall support actions to promote the transition to an energy efficient and climate resilient EU maritime sector supporting the deployment of sustainable alternative fuels, development of innovative technologies and infrastructure for decarbonising the sector.
Amendment 328 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2
Article 3ge – paragraph 2
2. The Commission shall monitor and evaluate the implementation of this Chapter and, possible trends as regards companies seeking to avoid being bound by the requirements of this Directivend adverse impacts as regards, inter alia, the competitiveness of the EU maritime sector and companies seeking to avoid being bound by the requirements of this Directive through annual reports analysing market distortions and deterioration of level playing field of the maritime sector. Among analysed trends, the Commission shall analyse changes in transhipment calls being made on ports in the Union, number of voyages coming from neighbouring ports and port calls from feeder vessels and overall changes in port traffic in the EU ports among others. If appropriate, the Commission shall propose measures to prevent such avoidancepossible adverse impacts.;
Amendment 332 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10 a – paragraph 8 – subparagraph 4 a (new)
Article 10 a – paragraph 8 – subparagraph 4 a (new)
The Innovation Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs, in particular in the sectors covered by Article 3g and Chapter IVa.
Amendment 332 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2a (new)
Article 3ge – paragraph 2a (new)
2 a. No later than by 31 December two years after the entry into force of this Directive, the Commission shall assess Union’s competitiveness, changes in the labour market, transport freight rates, household purchasing power and the magnitude of carbon leakage among others by means of a comprehensive impact assessment of the Fit for 55 package. Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level-playing field.
Amendment 333 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2b(new)
Article 3ge – paragraph 2b(new)
2 b. In 202X (one year after first phase-in of ETS for maritime), the Commission shall prepare a report on the development of import and export costs in form of indirect costs stemming from shipping for European manufacturing with particular focus on commodities traded at global reference prices. On this basis, the Commission shall propose Member States to adopt financial measures in line with the second and fourth subparagraphs of Article 10a6 in favour of sectors or subsectors which are exposed to a genuine risk of carbon leakage due to indirect costs that are actually incurred from additional transport costs passed on in maritime freight prices for the import or export of products, precursors, raw materials and commodities. These financial measures shall be in accordance with State aid rules, and in particular do not cause undue distortions of competition in the internal market.
Amendment 335 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Directive 2003/87/EC
Article 6 – point e
Article 6 – point e
(e) an obligation to surrender allowances equal to the total emissions of the installation in each calendar yeareach calendar year allowances in accordance with provisions of this Directive, as verified in accordance with Articles3gc and 15, within four months following the end of that year;.
Amendment 336 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Article 9 – paragraph 3
Article 9 – paragraph 3
In [the year following entry into force of this amendment]2029, the Union-wide quantity of allowances shall be deincreased by [-- million allowances (to be determined depending on year of entry into force)]. In the same year, the Union-wide quantity of allowances shall be increased by 79 millionnumber corresponding to scope of application to maritime transport activities as set out in Article 3g of Directive 2003/87/EC] allowances for maritime transport. Starting in [the year following entry into force of this amendment], the linear factor shall be 4,2 %[XX] %, calculated to reduce the overall cap in view of reaching the 2030 target. The Commission shall publish the Union- wide quantity of allowances within 3 months of [date of entry into force of the amendment to be inserted].;
Amendment 340 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point a
Article 1 – paragraph 1 – point 11 – point a
Directive 2003/87/EC
Article 10 – paragraph 1 – subparagraph 4
Article 10 – paragraph 1 – subparagraph 4
In addition, 2,54 % of the total quantity of allowances between [year following the entry into force of the Directive] and 2030 and equivalent of 1.5% of the total quantity of allowances from the amount above 400million allowances set aside in Market Stability Reserve for the purpose of Modernisation Fund shall be auctioned for the Modernisation Fund. The beneficiary Member States for this amount of allowances shall be the Member States with a GDP per capita at market prices below 65 % of the Union average during the period 2016 to 2018. The funds corresponding to this quantity of allowances shall be distributed in accordance with Part B of Annex IIb. In addition, the equivalent of 1,5% of the total quantity of allowances between [year following the entry into force of the Directive] and 2030 from the amount above 400 million allowances set aside in Market Stability Reserve for the purpose of Innovation Fund shall be made available for the Innovation Fund established under Article 10a(8).
Amendment 342 #
2021/0211(COD)
Proposal for a directive
Recital 33
Recital 33
(33) The scope of the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC should be extended to support installation of non-break through technologies in industrial processes that have an enormous greenhouse gas-saving potential but are not market-ready as well as innovation in low-carbon technologies and processes that concern the consumption of fuels in the sectors of buildings and road transport. In addition, the Innovation Fund should serve to support investments to decarbonise the maritime transport sector through research into breakthrough solutions, support for the deployment of innovative technologies, including investments in sustainable alternative fuels, such as hydrogen and ammonia that are produced from renewables, first industrial application, refuelling and recharging infrastructure in ports, including connection to electricity grid and other energy infrastructures, as well as zero- emission propulsion technologies like wind technologies. Considering that revenues generated from penalties raised in Regulation xxxx/xxxx [FuelEU Maritime]52 are allocated to the Innovation Fund as external assigned revenue in accordance with Article 21(5) of the Financial Regulation, the Commission should ensure that due consideration is given to support for innovative projects aimed at accelerating the development and deployment of renewable and low carbon fuels in the maritime sector, as specified in Article 21(1) of Regulation xxxx/xxxx [FuelEU Maritime]. To ensure sufficient funding is available for innovation within this extended scope, the Innovation Fund should be supplemented with 50 million allowances, stemming partly from the allowances that could otherwise be auctioned, and partly from the allowances that could otherwise be allocated for free, in accordance with the current proportion of funding provided from each source to the Innovation Fund. To foster innovation in breakthrough technologies as soon as possible, the Commission should ensure that the financing made available through the Innovation Fund is ‘frontloaded’ during the first years of implementation of this Directive. _________________ 52[add ref to the FuelEU Maritime Regulation].
Amendment 342 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Directive 2003/87/EC
Article 10 – paragraph 3 – introductory part
Article 10 – paragraph 3 – introductory part
3. Member States shall determine the use of revenues generated from the auctioning of allowances, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget and revenues transferred to Aviation Transition Fund, Maritime Transition Fund in accordance with Article 3dnew and3gd (new). Member States, shall use their revenues generated from the auctioning of allowances referred to in paragraph 2, with the exception of the revenues used for the compensation of indirect carbon costs referred to in Article 10a(6), for one or more of the following:;
Amendment 343 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
3. Member States shall determine the use of revenues generated from the auctioning of allowances, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget and revenues transferred to Maritime Transition Fund in accordance with Article 3gd a (new). Member States shall use their revenues generated from the auctioning of allowances referred to in paragraph 2, with the exception of the revenues used for the compensation of indirect carbon costs referred to in Article 10a(6), for one or more of the following:
Amendment 344 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Directive 2003/87/EC
Article 10 – paragraph 3 – point f
Article 10 – paragraph 3 – point f
(b a) in paragraph 3, point f is amended as follows: "(f) to encourage a shift to low- emission and public forms of transport;, including the development of passenger and freight rail transport."
Amendment 347 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point (c a) new
Article 1 – paragraph 1 – point 11 – point (c a) new
(c a ) In paragraph 3, the following point (f a) is inserted: "(f a) to finance measures to support airports decarbonisations in accordance with Regulation xxx/xxxx on the deployment of alternative fuels infrastructure, and Regulation xxxx/xxxx on ensuring a level playing field for sustainable air transport;"
Amendment 349 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c
Article 1 – paragraph 1 – point 11 – point c
Directive 2003/87/EC
Article 10 – paragraph 3 – point h a (new)
Article 10 – paragraph 3 – point h a (new)
(h a) to finance measures to support airports decarbonisations in accordance with Regulation xxx/xxxx on the deployment of alternative fuels infrastructure, and Regulation xxxx/xxxx on ensuring a level playing field for sustainable air transport;
Amendment 350 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c a (new)
Article 1 – paragraph 1 – point 11 – point c a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 2
Article 10 – paragraph 3 – subparagraph 2
(c a) Article 10 - paragraph 3 - subparagraph 2 "(c a) In paragraph 3, the second subparagraph is amended as follows: " Member States shall be deemed to have fulfilled the provisions of this paragraph if they have in place and implement fiscal or financial support policies, including in particular in developing countries, or domestic regulatory policies, which leverage financial support, established for the purposes set out in the first subparagraph, including the transfers to Aviation Fund and Maritime Fund, and which have a value equivalent to at least 950 % of the revenues generated from the auctioning of allowances referred to in paragraph 2, including all revenues from the auctioning referred to in paragraph 2, points (b) and(c). ; Or. en (Directive 2003/87/EC)
Amendment 351 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point d
Article 1 – paragraph 1 – point 11 – point d
Directive 2003/87/EC
Article 10 – paragraph 4
Article 10 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive concerning the timing, administration and other aspects of auctioning, including the modalities for the transfer of a share of revenues to the Union budget, Aviation Fund and Maritime Fund in order to ensure that it is conducted in an open, transparent, harmonised and non- discriminatory manner.
Amendment 352 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point d
Article 1 – paragraph 1 – point 11 – point d
Directive 2003/87/EC
Article 10 – paragraph 4
Article 10 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive concerning the timing, administration and other aspects of auctioning, including the modalities for the transfer of a share of revenues to the Union budget, and the Maritime Transition Fund in order to ensure that it is conducted in an open, transparent, harmonised and non- discriminatory manner.
Amendment 355 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point b
Article 1 – paragraph 1 – point 12 – point b
Directive 2003/87/EC
Article 10a – paragraph 1a – subparagraph 1
Article 10a – paragraph 1a – subparagraph 1
1a. No free allocation shall be given in relation to the production of products listed in Annex I of Regulation [CBAM] as from the date of application of the Carbon Border Adjustment Mechanismwhen CBAM has fully demonstrated its effectiveness in equalising CO2 costs between imported and domestic products.
Amendment 359 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14 – point a
Article 1 – paragraph 1 – point 14 – point a
Directive 2003/87/EC
Article 10 d – paragraph 1 – subparagraph 2
Article 10 d – paragraph 1 – subparagraph 2
The investments supported shall be consistent with the aims of this Directive, as well as the objectives of the Communication from the Commission of 11 December 2019 on The European Green Deal (*) and Regulation (EU) 2021/1119 of the European Parliament and of the Council (**) and the long-term objectives as expressed in the Paris Agreement. No support from tThe Modernisation Fund shall be provided to energy generation facilities that use fossil fuel support to transitional fuels and technologies.”
Amendment 361 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 3
Article 10a – paragraph 8 – subparagraph 3
The Innovation Fund shall cover the sectors listed in Annex I and Annex III, including environmentally safe carbon capture and utilisation (“CCU”) that contributes substantially to mitigating climate change, as well as products and processes substituting carbon intensive ones produced in sectors listed in Annex I, and to help stimulate the construction and operation of projects aimed at the environmentally safe capture and geological storage (“CCS”) of CO2, as well as of innovative renewable energy and energy storage technologies; in geographically balanced locations. The Innovation Fund may also support break- through innovative technologies and infrastructure to decarbonise the maritime sector and for the production of low- and zero-carbon fuels in aviation, rail and road transport, including for refuelling and recharging infrastructure in ports, connection to electricity grid and other energy infrastructure, and first industrial application to decarbonise the maritime sector and for the production of low- and zero-carbon fuels in aviation and road transport; further development of the railway system and local public transport addressing both the physical and digital infrastructure and fleets. Special attention shall be given to projects in sectors covered by the [CBAM regulation] to support innovation in low carbon technologies, CCU, CCS, renewable energy and energy storage, in a way that contributes to mitigating climate change.
Amendment 375 #
2021/0211(COD)
Proposal for a directive
Recital 38
Recital 38
(38) The scope of the Modernisation Fund should be aligned with the most recent climate objectives of the Union by requiring that investments are consistent with the objectives of the European Green Deal and Regulation (EU) 2021/1119, and eliminatcontinuing the support to any investments related to fossil fueltransitional fuels and technologies. In addition, the percentage of the Modernisation Fund that needs to be devoted to priority investments should be increased to 80 %; energy efficiency should be targeted as a priority area at the demand side; and support of households to address energy poverty, including in rural and remote areas, should be included within the scope of the priority investments.
Amendment 375 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point -a (new)
Article 1 – paragraph 1 – point 15 – point -a (new)
Directive 2003/87/EC
Article 12 – paragraph 1
Article 12 – paragraph 1
(-a) Article 12(1) is replaced as following : " 1. Member States shall ensure that allowances can be transferred between: (a) personregulated entities within the Union ; (b) personregulated entities within the Union and persons in third countries, where such allowances are recognised in accordance with the procedure referred to in Article 25 without restrictions other than those contained in, or adopted pursuant to, this Directive Or. en (Directive 2007/87/EC)
Amendment 377 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – point a new
Article 12 – paragraph 3 – point a new
(a a) An aircraft operator shall receive allowances free of charge proportional with the use of sustainable aviation fuels, including renewable fuels of non- biological origin. For each type of sustainable aviation fuel reported, the amount of allowances received shall correspond to the amount of allowances, which the aircraft operator would have been required to surrender for the same volume of fossil kerosene, multiplied according to subpagraph (ab) of this Article
Amendment 378 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14 – point b
Article 1 – paragraph 1 – point 14 – point b
Directive 2003/87/EC
Article 10 d – paragraph 2 – point f a (new)
Article 10 d – paragraph 2 – point f a (new)
(fa) investments in the deployment of alternative fuels infrastructure
Amendment 378 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
(a b) The amount of allowances received free of charge by an aircraft operator shall be multiplied as follows, depending on the type of sustainable aviation fuel reported: (a) By a factor of 4 for biofuels produced from feedstock listed in Annex IX Part A of the Renewable Energy Directive. (b) By a factor of 2 for biofuels produced from feedstock listed in Annex IX Part B of the Renewable Energy Directive. (c) By a factor of 6 for renewable fuel of non-biological origin, as defined under the Renewable Energy Directive.
Amendment 379 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 a c new
Article 12 – paragraph 3 a c new
(a c) An aircraft operator shall also receive allowances free of charge proportional with the use of best available aircraft technology in the previous year. (a) The aircraft models eligible as best available aircraft technology shall be those defined with respect to the performance against the New Type ICAO CO2 standard in a delegated act developed under the EU taxonomy. Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance shall apply. (b) An operator shall report its share of flights using best available aircraft technology – in relation to their total emissions in a given year to the competent authorities. These shall request that the reported data is substantiated and verify the data. (c) To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances for the use of best available aircraft technology.
Amendment 380 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – point c
Article 12 – paragraph 3 – point c
(c) each shipping company surrenders a number of allowances equal to its total emissions during the preceding calendar year, as verified in accordance with Article 3gc and provisions of Article 3ga.
Amendment 381 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
(c) each shipping company surrenders a number of allowances equal to its total emissions during the preceding calendar year, as verified in accordance with Article 3gc. Shipping companies may surrender fewer allowances on the basis of ships’ ice class or navigation in ice or both. By 31 December 2022, the Commission shall adopt delegated acts in accordance with Article 23 to supplement this Directive by establishing a methodology for calculating there adjusted quantity of allowances to be surrendered by shipping companies on the basis of ships’ ice class or navigation in ice or both.
Amendment 383 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – point c
Article 12 – paragraph 3 – point c
(c) each shipping company surrenders a number of allowances equal to its total emissions during the preceding calendar year, as verified in accordance with Article 3gc. Shipping companies may surrender fewer allowances on the basis of ships’ ice class or navigation in ice or both. By 31 December 2022, the Commission shall adopt delegated acts in accordance with Article 23 to supplement this Directive by establishing a methodology for calculating there adjusted quantity of allowances to be surrendered by shipping companies on the basis of ships’ ice class or navigation in ice or both.
Amendment 385 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2
Article 12 – paragraph 3 – subparagraph 2
Member States, administering Member States and administering authorities in respect of a shipping company shall ensure that allowances surrendered in accordance with the first subparagraph are subsequently cancelled.; To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 387 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 1 a (new)
Article 12 – paragraph 3 – subparagraph 1 a (new)
Without prejudice to Article 3gc, ice- classed vessels shall be subject to a method for surrendering and an adjusted number of allowances that takes into consideration adverse navigation conditions.
Amendment 388 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2 a (new)
Article 12 – paragraph 3 – subparagraph 2 a (new)
By 31 December 2025 [year previous to first reporting year referred to in Article 3ga] the Commission shall adopt a delegated act pursuant to Article 23 to supplement this Directive concerning the method for surrendering an adjusted number of allowances for ice-classed vessels, including the methodology for determining adjustments on the basis of technical characteristics that increase emissions of ice-classed ships during their navigation and the corresponding requirements for shipping companies intending to make use of such adjustments. To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 388 #
2021/0211(COD)
Proposal for a directive
Recital 40
Recital 40
(40) Renewable liquid and gaseous fuels of non-biological origin and recycled carbon fuels can be important to reduce greenhouse gas emissions in sectors that are hard to decarbonise. Where recycled carbon fuels and renewable liquid and gaseous fuels of non-biological origin are produced from captured carbon dioxide under an activity covered by this Directive, the emissions should be accounted under that activity, where the CO2 is emitted into the atmosphere. To ensure that renewable fuels of non-biological origin and recycled carbon fuels contribute to greenhouse gas emission reductions and to avoid double counting for fuels that do so, it is appropriate to explicitly extend the empowerment in Article 14(1) to the adoption by the Commission of implementing acts laying down the necessary adjustments for how and where to account for the eventual release of carbon dioxide and how to avoid double counting to ensure appropriate incentives are in place, for capturing the CO2, taking also into account the treatment of these fuels under Directive (EU) 2018/2001.
Amendment 389 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2
Article 12 – paragraph 3 – subparagraph 2
Member States, administering Member States and administering authorities in respect of a shipping company shall ensure that allowances surrendered in accordance with the first subparagraph are subsequently cancelled.; To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 390 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2 a (new)
Article 12 – paragraph 3 – subparagraph 2 a (new)
By 31 December 2025 [year previous to first reporting year referred to in Article 3ga] the Commission shall adopt a delegated act pursuant to Article 23 to supplement this Directive concerning the method for surrendering an adjusted number of allowances for ice-classed vessels, including the methodology for determining adjustments on the basis of technical characteristics that increase emissions of ice-classed ships during their navigation and the corresponding requirements for shipping companies intending to make use of such adjustments. To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 392 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point e a (new)
Article 1 – paragraph 1 – point 15 – point e a (new)
Directive 2003/87/EC
Article 12 – paragraph 4
Article 12 – paragraph 4
(e a) paragraph 4 is amended as follows: "4. Member States shall take the necessary steps to ensure that allowances will be cancelled at any time at the request of the personregulated entity holding them. In the event of closure of electricity generation capacity in their territory due to additional national measures, Member States may cancel allowances from the total quantity of allowances to be auctioned by them referred to in Article 10(2) up to an amount corresponding to the average verified emissions of the installation concerned over a period of five years preceding the closure. The Member State concerned shall inform the Commission of such intended cancellation in accordance with the delegated acts adopted pursuant to Article 10(4). " Or. en ((Directive 2003/87/EC))
Amendment 398 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19 a (new)
Article 1 – paragraph 1 – point 19 a (new)
Directive 2003/87/EC
Article 19 – paragraph 2
Article 19 – paragraph 2
Amendment 399 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19 b (new)
Article 1 – paragraph 1 – point 19 b (new)
Directive 2003/87/EC
Article 19 – paragraph 2a (new)
Article 19 – paragraph 2a (new)
Amendment 410 #
2021/0211(COD)
Proposal for a directive
Recital 42
Recital 42
(42) The further exclusion of installations using exclusively biomass from the EU ETS haswill lead to situations where installations combusting a high share of biomass have obtained windfall profits by receiving free allowances greatly exceeding actual emissions. Therefore, a threshold value for zero-rated biomass combustion should be introduced above which installations are excluded from the EU ETS. The threshold value of 95 % is in line with the uncertainty parameter set out in Article 2(16) of Commission Delegated Regulation (EU) 2019/33156 . _________________ 56 Commission Delegated Regulation (EU) 2019/331 of 19 December 2018 determining transitional Union-wide rules for harmonised free a lack of certainty over updating the benchmark values for free allocation and disincentive a full transition to a zero-carbon energy source. A 100 % threshold value for zero- rated biomass combustion should be maintained for installocation of emission allowances pursuant to Article 10a of Directive 2003/87/EC of the European Parliament and of the Council (OJ L 59, 27.2.2019, p. 8)s to be excluded from the EU ETS.
Amendment 413 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Chapter IV a – title
Chapter IV a – title
EMISSIONS TRADING SYSTEM FOR BUILDINGS AND ROAD TRANSPORT
Amendment 415 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 b – paragraph 2 – point b
Article 30 b – paragraph 2 – point b
(b) the type of fuels it releases for consumption and which are used for combustion in the buildings and road transport sectors as defined in Annex III and the means through which it releases those fuels for consumption;
Amendment 416 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 f – paragraph 4
Article 30 f – paragraph 4
Amendment 418 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 3a (new)
Article 30d – paragraph 3a (new)
3 a. 25 % of the total quantity of allowances covered by this Chapter shall be auctioned and the revenues generated therefrom shall be allocated to EU budget as own resources in accordance with Article 2(e)(1) of the Decision (EU, Euratom) 2020/2053
Amendment 420 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 3b new
Article 30d – paragraph 3b new
3 b. 25 % of the total quantity of allowances covered by this Chapter shall be auctioned and the revenues generated therefrom shall be allocated to the Social Climate Fund established by Regulation (EU)20…/xxx [Social Climate Fund Regulation].
Amendment 421 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 31 – subparagraph 2 a (new)
Article 31 – subparagraph 2 a (new)
The Commission shall consider possible amendments to this Directive with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Directive, keeping administrative burdens to a minimum.
Amendment 421 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5
Article 30d – paragraph 5
5. Member States shall determine the use of revenues generated from the auctioning of allowances referred to in paragraph 4, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget as provided in paragraph 3a of this Article and except for the revenues transferred to the Social Climate Fund in accordance with paragraph 3b of this Article. Member States shall use their revenues for one or more of the activities referred to in Article 10(3) or for one or more of the following:
Amendment 425 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – subparagraph 2
Article 30d – paragraph 5 – point b – subparagraph 2
Member States shall use a part of their auction revenues generated in accordance with this Article to address social aspects of the emission trading under this Chapter with a specific emphasis on vulnerable households, vulnerable micro-enterprises and vulnerable transport users as defined under Regulation (EU) 20…/nnxxx [Social Climate Fund Regulation](*). Where a Member State submits to the Commission a [Social Climate Plan] pursuant to that Regulation, the Member State shall use those revenues inter alia to finance that plan including as national contribution as provided in Article 14 of the Regulation (EU) 20…/xxx [Social Climate Fund Regulation.
Amendment 426 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – subparagraph 3
Article 30d – paragraph 5 – point b – subparagraph 3
Member States shall be deemed to have fulfilled the provisions of this paragraph if they have in place and implement fiscal or financial support policies or regulatory policies, which leverage financial support, established for the purposes set out in the first subparagraph and which have a value equivalent to the revenues generated from the auctioning of allowances referred to in this Chapterin accordance with paragraph , subparagraph 1 of this Article.
Amendment 429 #
2021/0211(COD)
Proposal for a directive
Recital 43
Recital 43
(43) The Communication of the Commission on Stepping up Europe’s 2030 climate ambition57 , underlined the particular challenge to reduce the emissions in the sectors of road transport and buildingspecific sectors. Therefore, the Commission announced that a further expansion of emissions trading could include emissions from road transport andin order to cover emissions from buildings. Emissions trading for these twois new sectors would be established through separate but adjacent emissions trading. This would avoid any disturbance of the well-functioning emissions trading in the sectors of stationary installations and aviation. The new system is accompanied by complementary policies and measures safeguarding against undue price impacts, shaping expectations of market participants and aiming for a carbon price signal for the whole economy. Previous experience has shown that the development of the new market requires setting up an efficient monitoring, reporting and verification system. In view of ensuring synergies and coherence with the existing Union infrastructure for the EU ETS covering the emissions from stationary installations and aviation, it is appropriate to set up emissions trading for the road transport and buildings sectors via an amendment to Directive 2003/87/ЕC. _________________ 57 COM(2020)562 final.
Amendment 430 #
2021/0211(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 1 – point c
Article 2 – paragraph 1 – point 1 – point c
5a. Unless otherwise decided in the first review carried out in accordance with Article 3, from 2023 allowances held in the reserve above 400 million allowances shall no longer be validbe set aside for the purpose of increasing the Modernisation Fund, the Innovation Fund and prevention of triggering of the cross-sectoral correction factor. Any further increase of the Modernisation Fund and the Innovation Fund shall not be generated through reallocation of resources from any other EU policies, funds or programmes.
Amendment 435 #
2021/0211(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
Directive (EU) 2015/1814
Article 1 a – title
Article 1 a – title
Operation of the Market Stability Reserve for the buildings and road transport sectors
Amendment 436 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point -a (new)
Article 3 – paragraph 1 – point 4 – point -a (new)
Regulation (EU) 2015/757
Article 6 – paragraph 4
Article 6 – paragraph 4
4. For shipping companies aiming to surrender fewer emission allowances on the basis of ships’ ice class or navigation in ice or both under Directive 2003/87/EC, the monitoring plan shall also contain information on the ice class of the ship and/or the procedures, responsibilities, formulae and data sources for determining and recording the distance travelled and the time spent at sea when navigating through ice.
Amendment 437 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 5 a (new)
Article 3 – paragraph 1 – point 5 a (new)
Regulation (EU) 2015/757
Article 9 – paragraph 1 – subparagraph 2
Article 9 – paragraph 1 – subparagraph 2
Companies may also monitor information relating to the ship's ice class and to navigation through ice, where applicable. For shipping companies aiming to surrender fewer emission allowances on the basis of navigation in ice conditions under Directive 2003/87/EC monitoring shall include information on the voyage involving navigation in ice.
Amendment 438 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 5 b (new)
Article 3 – paragraph 1 – point 5 b (new)
Regulation (EU) 2015/757
Article 9 – paragraph 2
Article 9 – paragraph 2
2. By way of derogation from paragraph 1 of this Article and without prejudice to Article10, a company shall be exempt from the obligation to monitor the information referred to in paragraph 1 of this Article on a per-voyage basis in respect of a specified ship for the voyages to which it forfeits the right to surrender fewer emission allowances on the basis of the navigation in ice under Directive 2003/87/EC., if:
Amendment 438 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 1
Article 30h – paragraph 1
1. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than twice the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 50 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 439 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 6
Article 3 – paragraph 1 – point 6
REGULATION (EU) 2015/757
Article 10 – paragraph 2
Article 10 – paragraph 2
2. Companies may monitor information relating to the ship's ice class and to navigation through ice, where applicable. For shipping companies aiming to surrender fewer emission allowances on the basis of ships’ ice class or navigation in ice or both under Directive 2003/87/EC the monitoring shall include aggregated CO2 emissions from all voyages that involved navigating in ice conditions and total distance travelled during voyages that involved navigating in ice conditions.
Amendment 439 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 1
Article 30h – paragraph 1
1. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than twice the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 50 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 441 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 2
Article 30h – paragraph 2
2. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than three times the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 150 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 442 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 2
Article 30h – paragraph 2
2. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than three times the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 150 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 447 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 i – paragraph 1a (new)
Article 30 i – paragraph 1a (new)
The Commission shall consider possible amendments to this Directive with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Directive, keeping administrative burdens to a minimum.
Amendment 451 #
2021/0211(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 1 – point c
Article 2 – paragraph 1 – point 1 – point c
Decision (EU) 2015/1814
Article 1 – paragraph 5a
Article 1 – paragraph 5a
5a. Unless otherwise decided in the first review carried out in accordance with Article 3, from 2023 allowances held in the reserve above 400 million allowances shall no longer be valid.be set aside for the purpose of increasing the Modernisation Fund, the Innovation Fund and prevention of triggering of the cross-sectoral correction factor. Any further increase of the Modernisation Fund and the Innovation Fund shall not be generated through reallocation of resources from any other EU policies, funds or programmes;
Amendment 457 #
2021/0211(COD)
Proposal for a directive
Recital 45
Recital 45
(45) Due to the very large number of small emitters in the sectors of buildings and road transport, it is not possible to establish the point of regulation at the level of entities directly emitting greenhouse gases, as is the case for stationary installations and aviation. Therefore, for reasons of technical feasibility and administrative efficiency, it is more appropriate to establish the point of regulation further upstream in the supply chain. The act that triggers the compliance obligation under the new emissions trading should be the release for consumption of fuels which are used for combustion in the sectors of buildings and road transport, including for combustion in road transport of greenhouse gases for geological storage. To avoid double coverage, the release for consumption of fuels which are used in other activities under Annex I to Directive 2003/87/EC should not be covered.
Amendment 463 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point -a
Article 3 – paragraph 1 – point 4 – point -a
Regulation (EU) 2015/757
Article 6 – paragraph 4
Article 6 – paragraph 4
Amendment 465 #
2021/0211(COD)
Proposal for a directive
Recital 46
Recital 46
(46) The regulated entities in the two new sectors and the point of regulation should be defined in line with the system of excise duty established by Council Directive (EU) 2020/26258 , with the necessary adaptations, as that Directive already sets a robust control system for all quantities of fuels released for consumption for the purposes of paying excise duties. End- users of fuels in those sectors should not be subject to obligations under Directive 2003/87/EC. _________________ 58Council Directive (EU) 2020/262 of 19 December 2019 laying down the general arrangements for excise duty (OJ L 58 27.2.2020, p. 4).
Amendment 465 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point 5 a (new)
Article 3 – paragraph 1 – point 4 – point 5 a (new)
Regulation (EU) 2015/757
Article 9 – paragraph 1 – subparagraph 2
Article 9 – paragraph 1 – subparagraph 2
(5 a) In Article 9, the last subparagraph of paragraph 1 is replaced by the following "Companies may also monitor information relating to the ship's ice class and to navigation through ice, where applicable. For shipping companies aiming to surrender fewer emission allowances on the basis of navigation in ice conditions under Directive 2003/87/EC monitoring shall include information on the voyage involving navigation in ice."
Amendment 466 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point 5b (new)
Article 3 – paragraph 1 – point 4 – point 5b (new)
Regulation (EU) 2015/757
Article 9 – paragraph 2 – introductory part
Article 9 – paragraph 2 – introductory part
(5 b) In Article 9, the introductory part of paragraph 2 is replaced by the following: "2. By way of derogation from paragraph 1 of this Article and without prejudice to Article 10, a company shall be exempt from the obligation to monitor the information referred to in paragraph 1 of this Article on a per-voyage basis in respect of a specified ship for the voyages to which it forfeits the right to surrender fewer emission allowances on the basis of the navigation in ice under Directive 2003/87/EC, if:"
Amendment 469 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 6 a (new)
Article 3 – paragraph 1 – point 6 a (new)
Regulation (EU) 2015/757
Article 10 – paragraph 1 – point k a new
Article 10 – paragraph 1 – point k a new
(6a). In Article 10, the following point (ka) is inserted: "(ka) Companies may monitor information relating to the ship's ice class and to navigation through ice, where applicable. For shipping companies aiming to surrender fewer emission allowances on the basis of ships’ ice class or navigation in ice or both under Directive 2003/87/EC the monitoring shall include aggregated CO2 emissions from all voyages that involved navigating in ice conditions and total distance travelled during voyages that involved navigating in ice conditions."
Amendment 470 #
2021/0211(COD)
Proposal for a directive
Article 4 – paragraph 1
Article 4 – paragraph 1
Amendment 475 #
2021/0211(COD)
Proposal for a directive
Recital 47
Recital 47
(47) The regulated entities falling within the scope of the emissions trading in the sectors of buildings and road transport should be subject to similar greenhouse gas emissions permit requirements as the operators of stationary installations. It is necessary to establish rules on permit applications, conditions for permit issuance, content, and review, and any changes related to the regulated entity. In order for the new system to start in an orderly manner, Member States should ensure that regulated entities falling within the scope of the new emissions trading have a valid permit as of the start of the system in 2025.
Amendment 485 #
2021/0211(COD)
Proposal for a directive
Annex I – point 3 – point c
Annex I – point 3 – point c
Directive 2003/87/EC
Annex IV – part C – point B – introductory part
Annex IV – part C – point B – introductory part
B. For each type of fuel released for consumption and which is used for combustion in the buildings and road transport sectors as defined in Annex III, for which emissions are calculated:
Amendment 486 #
2021/0211(COD)
Proposal for a directive
Recital 48
Recital 48
(48) The total quantity of allowances for the new emissions trading should follow a linear trajectory to reach the 2030 emissions reduction target, taking into account the cost-efficient contribution of buildings and road transport of 43 %of necessary emission reductions by 2030 compared to 2005 provided by Regulation (EU) 2021/1119. The total quantity of allowances should be established for the first time in 2026, to follow a trajectory starting in 2024 from the value of the 2024 emissions limits (1 109 304 000 CO2t), calculated in accordance with Article 4(2) of Regulation (EU) 2018/842 of the European Parliament and of the Council59 on the basis of the reference emissions for these sectors for the period from 2016 to 2018. Accordingly, the linear reduction factor should be set at 5,15 %. From 2028, the total quantity of allowances should be set on the basis of the average reported emissions for the years 2024, 2025 and 2026, and should decrease by the same absolute annual reduction as set from 2024, which corresponds to a 5,43 % linear reduction factor compared to the comparable 2025 value of the above defined trajectory. If those emissions are significantly higher than this trajectory value and if this divergence is not due to small-scale differences in emission measurement methodologies, the linear reduction factor should be adjusted to reach the required emissions reduction in 2030. _________________ 59Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 156, 19.6.2018, p. 26).
Amendment 496 #
2021/0211(COD)
Proposal for a directive
Recital 49
Recital 49
(49) The auctioning of allowances is the simplest and the most economically efficient method for allocating emission allowances, which also avoids windfall profits. Both the buildings and road transport sectors areThe sector of buildings is under relatively small or non-existent competitive pressure from outside the Union and areis not exposed to a risk of carbon leakage. Therefore, allowances for buildings and road transport should only be allocated via auctioning without there being any free allocation.
Amendment 507 #
2021/0211(COD)
Proposal for a directive
Recital 50
Recital 50
(50) In order to ensure a smooth start to emissions trading in the buildings and road transport sectors and taking into account the need of the regulated entities to hedge or buy ahead allowances to mitigate their price and liquidity risk, a higher amount of allowances should be auctioned early on. In 2026, the auction volumes should therefore be 30 % higher than the total quantity of allowances for 2026. This amount would be sufficient to provide liquidity, both if emissions decrease in line with reduction needs, and in the event emission reductions only materialise progressively. The detailed rules for this front-loading of auction volume are to be established in a delegated act related to auctioning, adopted pursuant to Article 10(4) of Directive 2003/87/EC.
Amendment 516 #
2021/0211(COD)
Proposal for a directive
Recital 51
Recital 51
(51) The distribution rules on auction shares are highly relevant for any auction revenues that would accrue to the Member States, especially in view of the need to strengthen the ability of the Member States to address the social impacts of a carbon price signal in the buildings and road transport sectors. Notwithstanding the fact that the two sectors have very different characteristics, it is appropriate to set a commonIt is appropriate to take into account the characteristics of the sector in order to elaborate a distribution rule similar to the one applicable to stationary installations. The main part of allowances should be distributed among all Member States on the basis of the average distribution of the emissions in the sectors covered during the period from 2016 to 2018.
Amendment 530 #
2021/0211(COD)
Proposal for a directive
Recital 52
Recital 52
(52) The introduction of the carbon price in road transport andthe buildings sector should be accompanied by effective social compensation, especially in view of the already existing levels of energy poverty. About 34 million Europeans reported an inability to keep their homes adequately warm in 2018, and 6,9 % of the Union population have said that they cannot afford to heat their home sufficiently in a 2019 EU-wide survey60 . To achieve an effective social and distributional compensation, Member States should be required to spend the auction revenues on the climate and energy-related purposes already specified for the existing emissions trading, but also for measures added specifically to address related concerns for the new sectors of road transport and buildings sector, including related policy measures under Directive 2012/27/EU of the European Parliament and of the Council61 . Auction revenues should be used to address social aspects of the emission trading for the new sectors with a specific emphasis in vulnerabllow and middle income households, SMEs and micro- enterprises and transport users. In this spirit, a new Social Climate Fund will provide dedicated funding to Member States to support the European citizens most affected or at risk of energy or mobility poverty. This Fund will promote fairness and solidarity between and within Member States while mitigating the risk of energy and mobility poverty during the transition. It will build on and complement existing solidarity mechanisms. The resources of the new Fund will in principle correspond to 25 % of the expected revenues from new emission trading in the period 2026-2032, and will be implemented on the basis of the Social Climate Plans that Member States should put forward under Regulation (EU) 20…/nn of the European Parliament and the Council62 . In addition, each Member State should use their auction revenues inter alia to finance a part of the costs of their Social Climate Plans. _________________ 60 Data from 2018. Eurostat, SILC [ilc_mdes01]. 61Directive 2012/27/EU of the European Parliament and of the Council of 25 October 2012 on energy efficiency, amending Directives 2009/125/EC and 2010/30/EU and repealing Directives 2004/8/EC and 2006/32/EC (OJ L 315, 14.11.2012, p. 1–56). 62[Add ref to the Regulation establishing the Social Climate Fund].
Amendment 550 #
2021/0211(COD)
Proposal for a directive
Recital 54
Recital 54
(54) Innovation and development of new low-carbon technologies in the sectors of buildings and road transport areis crucial for ensuring the cost- efficient contribution of these sectors to the expected emission reductions. Therefore, [150] million allowances from emissions trading in the buildings and road transport sectors should also be made available to the Innovation Fund to stimulate the cost- efficient emission reductions.
Amendment 557 #
2021/0211(COD)
Proposal for a directive
Recital 55
Recital 55
(55) Regulated entities covered by the buildings and road transport emissions trading should surrender allowances for their verified emissions corresponding to the quantities of fuels they have released for consumption. They should surrender allowances for the first time for their verified emissions in 2026. In order to minimise the administrative burden, a number of rules applicable to the existing emissions trading system for stationary installations and aviation should be made applicable to emissions trading for buildings and road transport, with the necessary adaptations. This includes, in particular, rules on transfer, surrender and cancellation of allowances, as well as the rules on the validity of allowances, penalties, competent authorities and reporting obligations of Member States.
Amendment 567 #
2021/0211(COD)
Proposal for a directive
Recital 56
Recital 56
(56) For emissions trading in the buildings and road transport sectors to be effective, it should be possible to monitor emissions with high certainty and at reasonable cost. Emissions should be attributed to regulated entities on the basis of fuel quantities released for consumption and combined with an emission factor. Regulated entities should be able to reliably and accurately identify and differentiate the sectors in which the fuels are released for consumption, as well as the final users of the fuels, in order to avoid undesirable effects, such as double burden. To have sufficient data to establish the total number of allowances for the period from 2028 to 2030, the regulated entities holding a permit at the start of the system in 2025 should report their associated historical emissions for 2024.
Amendment 579 #
2021/0211(COD)
Proposal for a directive
Recital 57
Recital 57
(57) It is appropriate to introduce measures to address the potential risk of excessive price increases, which, if particularly high at the start of the buildings and road transport emissions trading, may undermine the readiness of households and individuals to invest in reducing their greenhouse gas emissions. These measures should complement the safeguards provided by the Market Stability Reserve established by Decision (EU) 2015/1814 of the European Parliament and of the Council64 and that became operational in 2019. While the market will continue to determine the carbon price, safeguard measures will be triggered by rules-based automatism, whereby allowances will be released from the Market Stability Reserve only if concrete triggering conditions based on the increase in the average allowance price are met. This additional mechanism should also be highly reactive, in order to address excessive volatility due to factors other than changed market fundamentals. The measures should be adapted to different levels of excessive price increase, which will result in different degrees of the intervention. The triggering conditions should be closely monitored by the Commission and the measures should be adopted by the Commission as a matter of urgency when the conditions are met. This is without prejudice to any accompanying measures that Member States may adopt to address adverse social impacts. _________________ 64 Decision (EU) 2015/1814 of the European Parliament and of the Council of 6 October 2015 concerning the establishment and operation of a market stability reserve for the Union greenhouse gas emission trading scheme and amending Directive 2003/87/EC (OJ L 264, 9.10.2015, p. 1).
Amendment 589 #
2021/0211(COD)
Proposal for a directive
Recital 58
Recital 58
(58) The application of emissions trading in the buildings and road transport sectors should be monitored by the Commission, including the degree of price convergence with the existing ETS, and, if necessary, a review should be proposed to the European Parliament and the Council to improve the effectiveness, administration and practical application of emissions trading for those sectors on the basis of acquired knowledge as well as increased price convergence. The Commission should be required to submit the first report on those matters by 1 January 2028.
Amendment 597 #
2021/0211(COD)
Proposal for a directive
Recital 59
Recital 59
(59) In order to ensure uniform conditions for the implementation of Articles 3gd(3), 12(3b) and 14(1) of Directive 2003/87/EC, implementing powers should be conferred on the Commission. To ensure synergies with the existing regulatory framework, the conferral of implementing powers in Articles 14 and 15 of that Directive should be extended to cover the sectors of road transport and buildings. Those implementing powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council65 . _________________ 65Regulation (EU) No 182/2011 of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by the Member States of the Commission's exercise of implementing powers (OJ L 55, 28.02.2011, p. 13).
Amendment 605 #
2021/0211(COD)
Proposal for a directive
Recital 60
Recital 60
(60) In order to adopt non-legislative acts of general application to supplement or amend certain non-essential elements of a legislative act, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of Articles 10(4) and 10a(8) of that Directive. Moreover, to ensure synergies with the existing regulatory framework, the delegation in Articles 10(4) and 10a(8) of Directive 2003/87/EC should be extended to cover the sectors of road transport and buildings. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2016. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. In accordance with the Joint Political Declaration of 28 September 2011 of Member States and the Commission on explanatory documents66 , Member States have undertaken to accompany, in justified cases, the notification of their transposition measures with one or more documents explaining the relationship between the components of a directive and the corresponding parts of national transposition instruments. With regard to this Directive, the legislator considers the transmission of such documents to be justified _________________ 66 OJ C 369, 17.12.2011, p. 14. 66
Amendment 606 #
2021/0211(COD)
Proposal for a directive
Recital 60 a (new)
Recital 60 a (new)
(60a) A holistic and science-based approach is key to achieving the 2030 greenhouse gas emission reduction target and the 2050 climate neutrality objective. All measures should be drafted based on a comprehensive impact assessments analysing this Directive together with the other legislative acts in line with Regulation (EU) 2021/1119 and their consequences for different sectors of the European economy. Consequently, by 31 December 2025, the Commission should conduct such a synergistic impact assessment on the socio-economic and environmental aspects of the measures, indicating, inter alia, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.
Amendment 628 #
2021/0211(COD)
Proposal for a directive
Recital 66
Recital 66
(66) In order to mitigate the risk of supply and demand imbalances associated with the start of emissions trading for the buildings and road transport sectors, as well as to render it more resistant to market shocks, the rule- based mechanism of the Market Stability Reserve should be applied to thoseis new sectors. For that reserve to be operational from the start of the system, it should be established with an initial endowment of [600] million allowances for emissions trading in the road transport and buildings sectors. The initial lower and upper thresholds, which trigger the release or intake of allowances from the reserve, should be subject to a general review clause. Other elements such as the publication of the total number of allowances in circulation or the quantity of allowances released or placed in the reserve should follow the rules of the reserve for other sectors.
Amendment 637 #
2021/0211(COD)
Proposal for a directive
Recital 67 a (new)
Recital 67 a (new)
(67a) Given that this Directive will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Directive, proposals offsetting the regulatory burdens introduced by this Directive, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors.
Amendment 663 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 – paragraph 1 – point v
Article 3 – paragraph 1 – point v
(v) ‘shipping company’ means the shipowner or any other organisation or person, such as the manager or the bareboat charterer, that has assumed the responsibility for the operation of the ship from the shipowner and that, on assuming such responsibility, has agreed to take over all the duties and responsibilities imposed by the International Management Code for the Safe Operation of Ships and for Pollution Prevention, set out in Annex I to Regulation (EC) No 336/2006 of the European Parliament and of the Council(*) as a whole or partially; _____________ (*) Regulation (EC) No 336/2006 of the European Parliament and of the Council of 15 February 2006 on the implementation of the International Safety Management Code within the Community and repealing Council Regulation (EC) No 3051/95 (OJ L 64, 4.3.2006, p. 1).
Amendment 689 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1
Article 3g – paragraph 1
1. The allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of fifty percent (50 %) of the CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, fifty percent (50 %) of theCO2 emissions from ships performing voyage departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State, fifty percent (50 %) of CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State and fifty percent (50 %) of CO2 emissions from ships at berth in a port under the jurisdiction of a Member State. In case of a distance between a port under the jurisdiction of a Member State and at a port outside the jurisdiction of a Member State less than 300 nautical miles and ships above a gross tonnage of 4 500, the allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of one hundred percent (100 %) of the CO2 emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port unoutsider the jurisdiction of a Member State and, one hundred percent (100 %) of the CO2 emissions from ships at berth inperforming voyage departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State.
Amendment 705 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1 b (new)
Article 3g – paragraph 1 b (new)
Amendment 714 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – introductory part
Article 3ga – paragraph 1 – introductory part
Shipping companies shall be liable to surrender allowances in respect of the share/percentages of emissions from ships referred to in Article 3g according to the following schedule:
Amendment 718 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point a
Article 3ga – paragraph 1 – point a
(a) 20 % of verified emissions reported for 20236;
Amendment 724 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point b
Article 3ga – paragraph 1 – point b
(b) 45 % of verified emissions reported for 20247;
Amendment 729 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point c
Article 3ga – paragraph 1 – point c
(c) 70 % of verified emissions reported for 20258;
Amendment 733 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point d
Article 3ga – paragraph 1 – point d
(d) 100 % of verified emissions reported for 20269 and each year thereafter.
Amendment 737 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 2
Article 3ga – paragraph 2
Amendment 744 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 2
Article 3ga – paragraph 2
To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport for the years 20236, 20247 and 20258, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 748 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga a (new)
Article 3ga a (new)
Article 3gaa 1. A shipping company shall receive allowances allocated for free proportional with the use of biofuels, biogas, renewable fuels of non-biological origin and recycled carbon fuel, verified by a scheme that is recognised by the Commission in accordance with Article 30(5) and (6) of Directive (EU) 2018/2001. 2. For each type of fuels referred in paragraph 1, the amount of allowances received shall correspond to the amount of allowances, which the shipping company would have been required to surrender for the same volume of conventional fuel, multiplied according to paragraph 3 of this Article. 3. The amount of free allowances referred to in paragraph 2 shall be multiplied as follows, depending on the type of renewable and low-carbon fuels reported: (a) By a factor of 3 for biofuels and biogas that comply with the sustainability and greenhouse gas saving criteria set out in Article 29 of Directive (EU) 2018/2001; (b) By a factor of 6 for renewable fuels of non-biological origin and recycled carbon fuel that comply with the greenhouse gas emission savings thresholds set out in Article27(3) of Directive (EU) 2018/2001. 4. A shipping company shall not receive allowances allocated for free for the use of biofuels and biogas that do not comply with the sustainability and greenhouse gas saving criteria set out in Article 29 of Directive (EU) 2018/2001 or that are produced from food and feed crops. 5. By 1 January 2030, the multipliers referred to in paragraph 3, point (a), and 3, point (b), shall be reviewed to reflect market and technological developments. 6. Each year 15 million of the total quantity of allowances referred in to Article 9 shall be reserved to be allocated for free in respect of shipping companies that uplift renewable and low-carbon fuels as defined in the Regulation xxx/xxx [ReFuel Maritime].
Amendment 755 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd a (new)
Article 3gd a (new)
Article 3gda Maritime Transition Fund The Commission shall propose the establishment of a dedicated Maritime Transition Fund (MTF) in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in EU maritime sector. 50 % of the revenues generated from the auctioning of allowances referred to in Article 3g shall be allocated to this Fund. The dedicated Fund shall operate in shared management with the Member States under Regulation (EU) 2021/1060 of the European Parliament and of the Council and it shall support the transition to energy efficient and climate resilient EU maritime sector supporting the deployment of sustainable alternative fuels, development of innovative technologies and infrastructure for decarbonising the sector, production, including systems for collection of raw materials, investments in research and development and first industrial application of technologies and designs reducing greenhouse gas emissions. The Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs. The allocation of the MTF resources for each Member State shall take into consideration the impact of the proposal for a directive of the European Parliament and of the Council amending Directive 2003/87/EC on the sector as well as national specificities such as overall economic prosperity, structural weaknesses and required measures to achieve the targets as set out in this proposal for a directive. The resources of the Maritime Transition Fund shall not be generated through reallocation of resources from any other EU policies, funds or programmes.
Amendment 759 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Amendment 772 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 1
Article 3ge – paragraph 1
1. The Commission shall consider possible amendments in relation to the adoption by the International Maritime Organization of a global market-based measure to reduce greenhouse gas emissions from maritime transport to ensure a global approach. In the event of the adoption of such a measure, and in any event before the 2028 global stocktake and no later than 30 September 2028, the Commission shall present a report to the European Parliament and to the Council in which it shall examine any such measure. Where appropriate, the Commission may follow to the report with a legislative proposal to the European Parliament and to the Council to amend this Directive as appropriate in order to align EU legislation with measures taken on the global level.
Amendment 776 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2
Article 3ge – paragraph 2
2. The Commission shall monitor and evaluate the implementation of this Chapter and, possible trends as regards companies seeking to avoid being bound by the requirements of this Directivend adverse impacts as regards, inter alia, the competitiveness of the EU maritime sector and companies seeking to avoid being bound by the requirements of this Directive through annual reports analysing market distortions and deterioration of level playing field of the maritime sector. Among analysed trends, the Commission shall analyse changes in transhipment calls being made on ports in the Union, number of voyages coming from neighbouring ports and port calls from feeder vessels and overall changes in port traffic in the EU ports among others. If appropriate, the Commission shall propose measures to prevent such avoidancepossible adverse impacts.
Amendment 778 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2 a (new)
Article 3ge – paragraph 2 a (new)
2a. No later than by 31 December two years after the entry into force of this Directive, the Commission shall assess Union’s competitiveness, changes in the labour market, transport freight rates, household purchasing power and the magnitude of carbon leakage among others by means of a comprehensive impact assessment of the Fit for 55 package. Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global greenhouse gas emissions reduction and preserve a level- playing field.
Amendment 782 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2 b (new)
Article 3ge – paragraph 2 b (new)
2b. In 202X (one year after first phase-in of the ETS for maritime), the Commission shall prepare a report on the development of import and export costs in form of indirect costs stemming from shipping for European manufacturing with particular focus on commodities traded at global reference prices. On this basis, the Commission shall propose Member States to adopt financial measures in line with the second and fourth subparagraphs of Article 10a(6) in favour of sectors or subsectors which are exposed to a genuine risk of carbon leakage due to indirect costs that are actually incurred from additional transport costs passed on in maritime freight prices for the import or export of products, precursors, raw materials and commodities. These financial measures shall be in accordance with State aid rules, and in particular do not cause undue distortions of competition in the internal market.
Amendment 787 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Directive 2003/87/EC
Article 6 - paragraph 2 - point e
Article 6 - paragraph 2 - point e
(e) an obligation to surrender allowances equal to the total emissions of the installation in each calendar yeareach calendar year allowances in accordance with provisions of this Directive, as verified in accordance with Articles 3gc and 15, within four months following the end of that year.
Amendment 815 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Article 9 – paragraph 3
Article 9 – paragraph 3
In [the year following entry into force of this amendment]2029, the Union-wide quantity of allowances shall be deincreased by [-- million allowances (to be determined depending on year of entry into force)]. In the same year, the Union-wide quantity of allowances shall be increased by 79 millionnumber corresponding to scope of application to maritime transport activities as set out in Article 3g of Directive 2003/87/EC] allowances for maritime transport. Starting in [the year following entry into force of this amendment], the linear factor shall be 4,2 %[XX] %, calculated to reduce the overall cap in view of reaching the 2030 target. The Commission shall publish the Union- wide quantity of allowances within 3 months of [date of entry into force of the amendment to be inserted].;
Amendment 829 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point a
Article 1 – paragraph 1 – point 11 – point a
Directive 2003/87/EC
Article 10 – paragraph 1 – subparagraph 3a
Article 10 – paragraph 1 – subparagraph 3a
In addition, 2,54 % of the total quantity of allowances between [year following the entry into force of the Directive] and 2030 and equivalent of 1,5% of the total quantity of allowances from the amount above 400 million allowances set aside in the Market Stability Reserve for the purpose of the Modernisation Fund shall be auctioned for the Modernisation Fund. The beneficiary Member States for this amount of allowances shall be the Member States with a GDP per capita at market prices below 65 % of the Union average during the period 2016 to 2018. The funds corresponding to this quantity of allowances shall be distributed in accordance with Part B of Annex IIb. In addition, the equivalent of 1,5% of the total quantity of allowances between ... [year following the entry into force of the Directive] and 2030 from the amount above 400 million allowances set aside in the Market Stability Reserve for the purpose of the Innovation Fund shall be made available for the Innovation Fund established under Article 10a(8).
Amendment 845 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Directive 2003/87/EC
Article 10 – paragraph 3 –introductory part
Article 10 – paragraph 3 –introductory part
3. Member States shall determine the use of revenues generated from the auctioning of allowances, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget and revenues transferred to Aviation Transition Fund, Maritime Transition Fund in accordance with Articles 3d and 3gd. Member States, shall use their revenues generated from the auctioning of allowances referred to in paragraph 2, with the exception of the revenues used for the compensation of indirect carbon costs referred to in Article 10a(6), for one or more of the following:;
Amendment 846 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Directive 2003/87/EC
Article 10 – paragraph 3 –introductory part
Article 10 – paragraph 3 –introductory part
3. Member States shall determine the use of revenues generated from the auctioning of allowances, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget and revenues transferred to Maritime Transition Fund in accordance with Article 3gda. Member States shall use their revenues generated from the auctioning of allowances referred to in paragraph 2, with the exception of the revenues used for the compensation of indirect carbon costs referred to in Article 10a(6), for one or more of the following:;
Amendment 854 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b a (new)
Article 1 – paragraph 1 – point 11 – point b a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1– point a a (new)
Article 10 – paragraph 3 – subparagraph 1– point a a (new)
(ba) in paragraph 3, first subparagraph, the following point is inserted: “(aa) to facilitate the green transition through reinvesting the proceeds of the auctioning in the sector where the revenues come from to induce innovation and technological development, assist with the first industrial application, develop further support mechanisms and create necessary infrastructure;”
Amendment 869 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b a (new)
Article 1 – paragraph 1 – point 11 – point b a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1 – point f
Article 10 – paragraph 3 – subparagraph 1 – point f
(ba) in paragraph 3, first subparagraph, point (f) is replaced by the following: “(f) to encourage a shift to low- emission and public forms of transport;, including the development of passenger and freight rail transport;”
Amendment 872 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b a (new)
Article 1 – paragraph 1 – point 11 – point b a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1 - point f a (new)
Article 10 – paragraph 3 – subparagraph 1 - point f a (new)
Amendment 873 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b a (new)
Article 1 – paragraph 1 – point 11 – point b a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1- point f a (new)
Article 10 – paragraph 3 – subparagraph 1- point f a (new)
(ba) in paragraph 3, first subparagraph, the following point is inserted: “(fa) to finance measures to support airports decarbonisations in accordance with Regulation xxx/xxxx on the deployment of alternative fuels infrastructure, and Regulation xxxx/xxxx on ensuring a level playing field for sustainable air transport;”
Amendment 882 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c
Article 1 – paragraph 1 – point 11 – point c
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 1 – point h
Article 10 – paragraph 3 – subparagraph 1 – point h
(h) measures intended to improve energy efficiency, district heating systems and insulation, or to provide financial support in order to address social aspects in lower- and middle-income households, as well as SMEs and microenterprises, including by reducing distortive taxes;;
Amendment 894 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c a (new)
Article 1 – paragraph 1 – point 11 – point c a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 - subparagraph 2
Article 10 – paragraph 3 - subparagraph 2
Amendment 906 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point d
Article 1 – paragraph 1 – point 11 – point d
Directive 2003/87/EC
Article 10 – paragraph 4 – subparagraph 1
Article 10 – paragraph 4 – subparagraph 1
4. The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive concerning the timing, administration and other aspects of auctioning, including the modalities for the transfer of a share of revenues to the Union budget, Aviation Fund and Maritime Fund in order to ensure that it is conducted in an open, transparent, harmonised and non- discriminatory manner.
Amendment 907 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point d
Article 1 – paragraph 1 – point 11 – point d
Directive 2003/87/EC
Article 10 – paragraph 4 – subparagraph 1
Article 10 – paragraph 4 – subparagraph 1
4. The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive concerning the timing, administration and other aspects of auctioning, including the modalities for the transfer of a share of revenues to the Union budget, and the Maritime Transition Fund in order to ensure that it is conducted in an open, transparent, harmonised and non- discriminatory manner.
Amendment 1019 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point b
Article 1 – paragraph 1 – point 12 – point b
Directive 2003/87/EC
Article 10a – paragraph 1a – subparagraph 1
Article 10a – paragraph 1a – subparagraph 1
No free allocation shall be given in relation to the production of products listed in Annex I of Regulation [CBAM] as from the date of application of the Carbon Border Adjustment Mechanismwhen CBAM has fully demonstrated its effectiveness in equalising CO2 costs between imported and domestic products.
Amendment 1183 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 3
Article 10a – paragraph 8 – subparagraph 3
The Innovation Fund shall cover the sectors listed in Annex I and Annex III, including environmentally safe carbon capture and utilisation (“CCU”) that contributes substantially to mitigating climate change, as well as products and processes substituting carbon intensive ones produced in sectors listed in Annex I, and to help stimulate the construction and operation of projects aimed at the environmentally safe capture and geological storage (“CCS”) of CO2, as well as of innovative renewable energy and energy storage technologies; in geographically balanced locations. The Innovation Fund may also support break- through innovative technologies and infrastructure to decarbonise the maritime sector and for the production of low- and zero-carbon fuels in aviation, rail and road transport, including for refuelling and recharging infrastructure in ports, connection to electricity grid and other energy infrastructure, and first industrial application to decarbonise the maritime sector and for the production of low- and zero-carbon fuels in aviation and road transport; further development of the railway system and local public transport addressing both the physical and digital infrastructure and fleets. Special attention shall be given to projects in sectors covered by the [CBAM regulation] to support innovation in low carbon technologies, CCU, CCS, renewable energy and energy storage, in a way that contributes to mitigating climate change.
Amendment 1195 #
2021/0211(COD)
In addition, the Innovation Fund shall support actions to promote the transition to an energy efficient and climate resilient EU maritime sector supporting the deployment of sustainable alternative fuels, development of innovative technologies and infrastructure for decarbonising the sector.
Amendment 1204 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point g
Article 1 – paragraph 1 – point 12 – point g
Directive 2003/87/EC
Article 10a – paragraph 8 – subparagraph 4 a (new)
Article 10a – paragraph 8 – subparagraph 4 a (new)
The Innovation Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs, in particular in the sectors covered by Article 3g and Chapter IVa.
Amendment 1248 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 14 – point a
Article 1 – paragraph 1 – point 14 – point a
Directive 2003/87/EC
Article 10d – paragraph 1 – subparagraph 2
Article 10d – paragraph 1 – subparagraph 2
The investments supported shall be consistent with the aims of this Directive, as well as the objectives of the Communication from the Commission of 11 December 2019 on The European Green Deal (*) and Regulation (EU) 2021/1119 of the European Parliament and of the Council (**) and the long-term objectives as expressed in the Paris Agreement. No support from tThe Modernisation Fund shall be provided to energy generation facilities that use fossil fuel support to transitional fuels and technologies.”;
Amendment 1303 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point -a (new)
Article 1 – paragraph 1 – point 15 – point -a (new)
Directive 2007/87/EC
Article 12 – paragraph 1
Article 12 – paragraph 1
(-a) paragraph 1 is replaced by the following: " 1. Member States shall ensure that allowances can be transferred between: (a) personregulated entities within the Union ; (b) personregulated entities within the Union and persons in third countries, where such allowances are recognised in accordance with the procedure referred to in Article 25 without restrictions other than those contained in, or adopted pursuant to, this Directive " Or. en (Directive 2003/87/EC)
Amendment 1306 #
2021/0211(COD)
(aa) an aircraft operator shall receive allowances free of charge proportional with the use of sustainable aviation fuels, including renewable fuels of non- biological origin. For each type of sustainable aviation fuel reported, the amount of allowances received shall correspond to the amount of allowances, which the aircraft operator would have been required to surrender for the same volume of fossil kerosene, multiplied according to subparagraph (ab) of this Article;
Amendment 1307 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 1 – point a b (new)
Article 12 – paragraph 3 – subparagraph 1 – point a b (new)
Amendment 1308 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 1 – point a c (new)
Article 12 – paragraph 3 – subparagraph 1 – point a c (new)
(ac) an aircraft operator shall also receive allowances free of charge proportional with the use of best available aircraft technology in the previous year. (i) The aircraft models eligible as best available aircraft technology shall be those defined with respect to the performance against the New Type ICAO CO2 standard in a delegated act developed under the EU taxonomy. Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance shall apply. (ii) An operator shall report its share of flights using best available aircraft technology – in relation to their total emissions in a given year to the competent authorities. These shall request that the reported data is substantiated and verify the data. (iii) To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances for the use of best available aircraft technology.
Amendment 1309 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 1 – point c
Article 12 – paragraph 3 – subparagraph 1 – point c
(c) each shipping company surrenders a number of allowances equal to its total emissions during the preceding calendar year, as verified in accordance with Article 3gc. Shipping companies may surrender fewer allowances on the basis of ships’ ice class or navigation in ice or both. By 31 December 2022, the Commission shall adopt delegated acts in accordance with Article 23 to supplement this Directive by establishing a methodology for calculating there adjusted quantity of allowances to be surrendered by shipping companies on the basis of ships’ ice class or navigation in ice or both.
Amendment 1315 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 1 – point c
Article 12 – paragraph 3 – subparagraph 1 – point c
(c) each shipping company surrenders a number of allowances equal to its total emissions during the preceding calendar year, as verified in accordance with Article 3gc and provisions of Article 3ga.
Amendment 1317 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 1 a (new)
Article 12 – paragraph 3 – subparagraph 1 a (new)
Without prejudice to Article 3gc, ice- classed vessels shall be subject to a method for surrendering and an adjusted number of allowances that takes into consideration adverse navigation conditions.
Amendment 1321 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2 a (new)
Article 12 – paragraph 3 – subparagraph 2 a (new)
To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 1324 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – subparagraph 2 b (new)
Article 12 – paragraph 3 – subparagraph 2 b (new)
By 31 December 2025 [year previous to first reporting year referred to in Article 3ga], the Commission shall adopt delegated acts pursuant to Article 23 to supplement this Directive concerning the method for surrendering an adjusted number of allowances for ice-classed vessels, including the methodology for determining adjustments on the basis of technical characteristics that increase emissions of ice-classed ships during their navigation and the corresponding requirements for shipping companies intending to make use of such adjustments. To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 1353 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point e b (new)
Article 1 – paragraph 1 – point 15 – point e b (new)
Directive 2003/87/EC
Article 12 – paragraph 4
Article 12 – paragraph 4
(eb) paragraph 4 is replaced by the following: "4. Member States shall take the necessary steps to ensure that allowances will be cancelled at any time at the request of the personregulated entity holding them. In the event of closure of electricity generation capacity in their territory due to additional national measures, Member States may cancel allowances from the total quantity of allowances to be auctioned by them referred to in Article 10(2) up to an amount corresponding to the average verified emissions of the installation concerned over a period of five years preceding the closure. The Member State concerned shall inform the Commission of such intended cancellation in accordance with the delegated acts adopted pursuant to Article 10(4). " Or. en (Article 12(4))
Amendment 1368 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19 a (new)
Article 1 – paragraph 1 – point 19 a (new)
Amendment 1369 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19 b (new)
Article 1 – paragraph 1 – point 19 b (new)
Directive 2003/87/EC
Article 19 – paragraph 4 a (new)
Article 19 – paragraph 4 a (new)
Amendment 1418 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Chapter IV a – title
Chapter IV a – title
EMISSIONS TRADING SYSTEM FOR BUILDINGS AND ROAD TRANSPORT
Amendment 1433 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 b – paragraph 2 – point b
Article 30 b – paragraph 2 – point b
(b) the type of fuels it releases for consumption and which are used for combustion in the buildings and road transport sectors as defined in Annex III and the means through which it releases those fuels for consumption;
Amendment 1460 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 d – paragraph 3 a (new)
Article 30 d – paragraph 3 a (new)
3a. 25 % of the total quantity of allowances covered by this Chapter shall be auctioned and the revenues generated therefrom shall be allocated to EU budget as own resources in accordance with Article 2(e)(1) of the Decision (EU, Euratom) 2020/2053
Amendment 1461 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 d – paragraph 3 b (new)
Article 30 d – paragraph 3 b (new)
3b. 25 % of the total quantity of allowances covered by this Chapter shall be auctioned and the revenues generated therefrom shall be allocated to the Social Climate Fund established by Regulation (EU) 20…/xxx [Social Climate Fund Regulation].
Amendment 1462 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 d – paragraph 5 – subparagraph 1 – introductrory part
Article 30 d – paragraph 5 – subparagraph 1 – introductrory part
5. Member States shall determine the use of revenues generated from the auctioning of allowances referred to in paragraph 4, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget as provided in paragraph 3a of this Article and except for the revenues transferred to the Social Climate Fund in accordance with paragraph 3b of this Article. Member States shall use their revenues for one or more of the activities referred to in Article 10(3) or for one or more of the following:
Amendment 1473 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 d – paragraph 5 – subparagraph 2
Article 30 d – paragraph 5 – subparagraph 2
Member States shall use a part of their auction revenues generated in accordance with this Article to address social aspects of the emission trading under this Chapter with a specific emphasis on vulnerable households, vulnerable micro-enterprises and vulnerable transport users as defined under Regulation (EU) 20…/nnxxx [Social Climate Fund Regulation](*). Where a Member State submits to the Commission a [Social Climate Plan] pursuant to that Regulation, the Member State shall use those revenues inter alia to finance that plan including as national contribution as provided in Article 14 of the Regulation (EU) 20…/xxx [Social Climate Fund Regulation.
Amendment 1475 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 d – paragraph 5 – subparagraph 3
Article 30 d – paragraph 5 – subparagraph 3
Member States shall be deemed to have fulfilled the provisions of this paragraph if they have in place and implement fiscal or financial support policies or regulatory policies, which leverage financial support, established for the purposes set out in the first subparagraph and which have a value equivalent to the revenues generated from the auctioning of allowances referred to in this Chapterin accordance with paragraph , first subparagraph, of this Article.
Amendment 1505 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 h – paragraph 1
Article 30 h – paragraph 1
1. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than twice the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 50 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 1506 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 h – paragraph 1
Article 30 h – paragraph 1
1. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than twice the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 50 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 1513 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 h – paragraph 2
Article 30 h – paragraph 2
2. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than three times the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 150 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 1514 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 h – paragraph 2
Article 30 h – paragraph 2
2. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than three times the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 150 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 1531 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 i – paragraph 1 a (new)
Article 30 i – paragraph 1 a (new)
The Commission shall consider possible amendments to this Directive with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Directive, keeping administrative burdens to a minimum.
Amendment 1558 #
2021/0211(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 1 – point c
Article 2 – paragraph 1 – point 1 – point c
Decision (EU) 2015/1814
Article 1 – paragraph 5 a
Article 1 – paragraph 5 a
5a. Unless otherwise decided in the first review carried out in accordance with Article 3, from 2023 allowances held in the reserve above 400 million allowances shall no longer be validbe set aside for the purpose of increasing the Modernisation Fund, the Innovation Fund and prevention of triggering of the cross-sectoral correction factor. Any further increase of the Modernisation Fund and the Innovation Fund shall not be generated through reallocation of resources from any other EU policies, funds or programmes.
Amendment 1579 #
2021/0211(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
Decision (EU) 2015/1814
Article 1 a – title
Article 1 a – title
Operation of the Market Stability Reserve for the buildings and road transport sectors
Amendment 1608 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point -a (new)
Article 3 – paragraph 1 – point 4 – point -a (new)
Regulation (EU) 2015/757
Article 6 – paragraph 4
Article 6 – paragraph 4
Amendment 1612 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point -a a (new)
Article 3 – paragraph 1 – point 4 – point -a a (new)
Regulation (EU) 2015/757
Article 6 – paragraph 4 a (new)
Article 6 – paragraph 4 a (new)
(-aa) in Article 6, the following paragraph is inserted: “4a. Companies may also monitor information relating to the ship's ice class and to navigation through ice, where applicable. For shipping companies aiming to surrender fewer emission allowances on the basis of navigation in ice conditions under Directive 2003/87/EC monitoring shall include information on the voyage involving navigation in ice.”;
Amendment 1613 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4 – point –a b (new)
Article 3 – paragraph 1 – point 4 – point –a b (new)
Regulation (EU) 2015/757
Article 6 – paragraph 4 b (new)
Article 6 – paragraph 4 b (new)
(-ab) in Article 6, the following paragraph is inserted: “4b. By way of derogation from paragraph 1 of this Article and without prejudice to Article10, a company shall be exempt from the obligation to monitor the information referred to in paragraph 1 of this Article on a per-voyage basis in respect of a specified ship for the voyages to which it forfeits the right to surrender fewer emission allowances on the basis of the navigation in ice under Directive 2003/87/EC., if:”;
Amendment 1625 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 6 a (new)
Article 3 – paragraph 1 – point 6 a (new)
Regulation (EU) 2015/757
Article 10 – paragraph 2
Article 10 – paragraph 2
(6a) in Article 10, the second paragraph is replaced by the following: “Companies may monitor information relating to the ship's ice class and to navigation through ice, where applicable. For shipping companies aiming to surrender fewer emission allowances on the basis of ships’ ice class or navigation in ice or both under Directive 2003/87/EC the monitoring shall include aggregated CO2 emissions from all voyages that involved navigating in ice conditions and total distance travelled during voyages that involved navigating in ice conditions.”;
Amendment 38 #
2021/0207(COD)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) The EU ETS should contribute to effectively decarbonising air transport activities as much as possible. The transition from fossil fuels to sustainable aviation fuels will play a considerable role in that process. However, considering the high level of competition between aircraft operators and the important price differential between fossil kerosene and sustainable aviation fuels, this transition should be supported through economic incentives that reflect the environmental benefit of sustainable aviation fuels and make them more competitive for aircraft operators thereby avoiding carbon leakage. For this purpose, free allowances should be allocated to individual aircraft operators, in proportion to the amount of sustainable aviation fuels used and reported. The amount of free allowances allocated for free should be adjusted with multipliers in order to take into account that some types of sustainable aviation fuels deliver higher environmental benefits and are more costly to purchase for aircraft operators. The Commission should regularly review the level of the multipliers based on fuels market price information available in the report published by the European Union Aviation Safety Agency pursuant to Article 12 of the Regulation on ensuring a level playing field for sustainable air transport.
Amendment 41 #
2021/0207(COD)
(10b) An Aviation Transition Fund (‘the Aviation Fund’) should be established to provide funds to the Member States to support their policies supporting aviation transport sector decarbonisation. This should be achieved notably through development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in Regulation 2021/02051a [FuelAviation] including systems for collection of raw materials for SAFs, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new aircraft engines and technologies, aircraft operation and performance, and airports infrastructure. The Commission should submit legislative proposals for the creation of an Aviation Fund in the context of the proposals for the MFF Mid-term revision. The Aviation Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances. The Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article 322 TFEU, in particular Regulation (EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council. _________________ 1aProposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, https://eur- lex.europa.eu/procedure/EN/2021_205?ur i=PROCEDURE:2021_205
Amendment 42 #
2021/0207(COD)
Proposal for a directive
Recital 10 c (new)
Recital 10 c (new)
(10c) When necessary, the Commission should review the Monitoring and Reporting Regulation and its guidance material, to ensure that the use of all types of sustainable aviation fuels, as defined in the Regulation on ensuring a level playing field for sustainable air transport, can be reported under the EU ETS.
Amendment 43 #
2021/0207(COD)
Proposal for a directive
Recital 10 d (new)
Recital 10 d (new)
(10d) Free allowances should also be allocated to individual aircraft operators, in proportion to their share of flights using best available aircraft technology, which reflects latest generation aircraft within each of the aircraft types on a non- discriminatory basis. Such list of aircraft performing with margins to the New Type ICAO CO2 standard was defined by the Platform on Sustainable Finance in its [preliminary[1]]recommendations for technical screening criteria for the EU taxonomy, and should provide the basis for the Commission to issue its taxonomy delegated act in accordance with the EU Taxonomy Regulation 2019/2088.1a _________________ 1aInternal note: The preliminary report was published on 3 August 2021 and is due to be finalised in March 2022. The draft report is available: https://ec.europa.eu/info/publications/210 803-sustainable-finance-platform- technical-screening-criteria-taxonomy- report_en
Amendment 44 #
2021/0207(COD)
Proposal for a directive
Recital 10 e (new)
Recital 10 e (new)
(10e) Each operator shall report its share of flights using best available aircraft technology – in relation to their total emissions in a given year – to the competent authorities who shall request that the reported data is substantiated and verify the data. To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances.
Amendment 48 #
2021/0207(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The total quantity of allowances for aviation should be consolidated at the level of allocation for flights departing from an aerodrome located in the EEA and arriving at an aerodrome located in the EEA, in Switzerland or in the United Kingdom. The allocation for the year 20247 should be based on the total allocation to active aircraft operators in year 20236, reduced by the linear reduction factor as specified in Article 9 of Directive 2003/87/EC. The level of allocation should be increased to take into account the routes that were not covered by the EU ETS in the year 20236 but are covered by the EU ETS from year 20247 onwards.
Amendment 52 #
2021/0207(COD)
Proposal for a directive
Recital 13
Recital 13
(13) Increased auctioning from the year after the entry into force of this amendment to Directive 2003/87/EC2027 should be the rule for the aviation sector allocation of allowances, taking into account the sector’s ability to pass on the increased cost of CO2.
Amendment 54 #
2021/0207(COD)
Proposal for a directive
Recital 14
Recital 14
(14) Directive 2003/87/EC should also be amended with regard to acceptable compliance units, to take into account the Unit Eligibility Criteria adopted by the ICAO Council at its 216th session in March 2019 as an essential element of CORSIA. Airlines based in the Union should be able to use international credits for compliance for flights to or from third countries that are considered to be participating in CORSIA. To ensure that the Union’s CORSIA implementation supports the Paris Agreement goals and gives incentives for broad participation to CORSIA, the credits should originate from states that are parties to the Paris Agreement and that participate in CORSIA,All offset credits under CORSIA should remain available to all carriers and double counting of credits should be avoided.
Amendment 59 #
2021/0207(COD)
Proposal for a directive
Recital 15
Recital 15
(15) In order to ensure uniform conditions for the use of international credits in accordance with Article 11a of Directive 2003/87/EC, implementing powers should be conferred on the Commission to adopt a list of the credits which have been considered acceptable by the ICAO Council to use for compliance of CORSIA, and that fulfil the eligibility conditions above. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council18 . _________________ 18 Regulation (EU) No 182/2011 of the European Parliament and of the Council of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by the Member States of the Commission's exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).
Amendment 60 #
2021/0207(COD)
Proposal for a directive
Recital 17
Recital 17
(17) For CORSIA implementation on flights other than flights departing from an aerodrome located in the EEA and arriving at an aerodrome located in the EEA, in Switzerland or in the United Kingdom, surrender obligations should be decreased for Union-based aircraft operators operating these flights. Aircraft operators’ surrender obligations for these flights should be decreased to only their share of collective international aviation emissions above collective 2019 levels, in respect of emissions during 2021-23, and above collective 2019-20 levels for subsequent years of CORSIA application according to a baseline determined by the ICAO Council.
Amendment 64 #
2021/0207(COD)
Proposal for a directive
Recital 18
Recital 18
(18) In order to ensure uniform conditions for listing countries which are considered to be applying CORSIA for the purposes of Directive 2003/87/EC pursuant to Article 25a(3) of that Directive, implementing powers should be conferred on the Commission to adopt and maintain the list of states other than EEA countries, Switzerland and the United Kingdom, which are considered to be participating in CORSIA for the purposes of Union law. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council.
Amendment 75 #
2021/0207(COD)
Proposal for a directive
Recital 22
Recital 22
(22) In order to ensure uniform conditions for exempting aircraft operators from surrender requirements as laid down in Article 12(8) of Directive 2003/87/EC in respect of emissions from flights to and from countries applying CORSIA in a less stringent manner in its domestic law, or failing to enforce CORSIA provisions in a manner equal to all aircraft operators pursuant to Article 25a(7) of that Directive, implementing powers should be conferred onor under a risk of market distortion, evaluated based on available facts, the Commission toshould exempt airlines based in the Union from surrender requirements in respect of emissions from flights where a significant distortion of competition to the detriment of airlines based in the Union occurs due to a less stringent implementation or enforcement of CORSIA in the third country. The distortion of competition could be caused by a less stringent approach to eligible offset credits or double counting provisions. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council.
Amendment 76 #
2021/0207(COD)
Proposal for a directive
Recital 22 a (new)
Recital 22 a (new)
(22a) The Commission should monitor, evaluate and report the potential risk of carbon leakage and distortion of competition following implementation of this Directive and, where appropriate, propose amendments in order to address and further prevent such adverse impacts.
Amendment 77 #
2021/0207(COD)
Proposal for a directive
Recital 22 b (new)
Recital 22 b (new)
(22b) No later than by 31 December a year after the entry into force of this Directive, the Commission should assess Union’s competitiveness, changes in prices of allowances, developments in the labour market, flight fares rates and ability of the aviation sector to pass on the cost of required emission units, household purchasing power, the magnitude of carbon leakage, the loss for European tourism destinations, the condition of European tourism sector and the reduction of connectivity on less- connected EU regions, among others by means of a comprehensive impact assessment of the Fit for 55 package.1a Following its result, the Commission should determine whether it is justified to revise this Directive, and, where appropriate, it should submit a legislative proposal for that purpose in order to reach global GHG emissions reduction in the most cost effective way and preserve a level-playing field. _________________ 1aCommunication from the Commission (COM/2021/550), 14 July 2021.
Amendment 78 #
2021/0207(COD)
Proposal for a directive
Recital 22 c (new)
Recital 22 c (new)
(22c) (28e) The Union and its Member States have consistently supported the development of CORSIA in the International Civil Aviation Organization (ICAO). Several design elements of CORSIA are inspired by the EU ETS. In order to preserve the credibility of the Union and its Member States in ICAO, it is therefore important to align the EU ETS with CORSIA as far as it is appropriate.
Amendment 86 #
2021/0207(COD)
Proposal for a directive
Recital 25
Recital 25
(25) Special consideration should be given to promoting accessibility for the outermost regions of the Union. Therefore, a derogation from the EU ETS should be provided for emissions from flights between an aerodrome located in an outermost region of a Member State and an aerodrome located in the same Member Stateto and from an outermost region, between two different outermost regions and between islands inside outermost regions.
Amendment 97 #
2021/0207(COD)
Proposal for a directive
Recital 27 a (new)
Recital 27 a (new)
(27a) The Commission should consider possible amendments to Directive 2003/87/EC with regard to regulatory simplification. The Commission and Member State authorities should continuously adapt to best practice administrative procedures and take all measures to simplify the implementation of Directive 2003/87/EC, keeping administrative burdens to a minimum.
Amendment 99 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Article 1 – paragraph 1 – point 1 – point a
Directive 2003/87/EC
Article 3 c – paragraph 2
Article 3 c – paragraph 2
(a) paragraph 2 is deleted,replaced by the following: 2. For the period referred to in Article 13, beginning on 1 January 2013, and, in the absence of any amendments following the review referred to in Article 30(4), for each subsequent period till the end of [2026], the total quantity of allowances to be allocated to aircraft operators shall be equivalent to 95 % of the historical aviation emissions multiplied by the number of years in the period. 15 % of allowances shall be auctioned. 85 % of allowances shall be allocated for free in accordance with Article 3d (1d) of this Directive.
Amendment 102 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 5
Article 3 c – paragraph 5
5. The Commission shall determine the total quantity of allowances to be allocated in respect of aircraft operators for the year 20247 on the basis of the total allocation of allowances in respect of aircraft operators that were performing aviation activities falling within Annex I in the year 20236, reduced by the linear reduction factor specified in Article 9, and shall publish that quantity, as well as the quantity of free allocation which would have taken place in 20247 if the rules for free allocation were not updated.
Amendment 107 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 6
Article 3 c – paragraph 6
6. In respect of flights departing from an aerodrome located in the EEA which arrive at an aerodrome located in the EEA, in Switzerland or in the United Kingdom, which were not covered by the EU ETS in 20236, the total quantity of allowances to be allocated to aircraft operators shall be increased by the levels of allocations, including free allocation and auctioning, which would have been made if they were covered by the EU ETS in that year, reduced by the linear reduction factor specified in Article 9.
Amendment 111 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 7
Article 3 c – paragraph 7
7. By way of derogation from Articles 12(2a3b), 14(3) and Article 16, Member States shall consider the requirements set out in those provisions to be satisfied and shall take no action against aircraft operators in respect of emissions taking place until 2030 from flights betweento and from an aerodrome located in an outermost region of a Member State and an aerodrome located in the same Member State outside that, from flights between two different outermost regions and between islands inside outermost regions.;
Amendment 114 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a
Article 1 – paragraph 1 – point 2 – point a
Directive 2003/87/EC
Article 3 d – paragraph 1
Article 3 d – paragraph 1
1. In 20247, 25% of the quantity of allowances in respect of which free allocation would have taken place as published in accordance with Article 3c shall be auctioned.’,
Amendment 120 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 a
Article 3 d – paragraph 1 a
1a. In 20258, 50% of the quantity of allowances in respect of which free allocation would have taken place in that year, calculated from the publication in accordance with Article 3c shall be auctioned.
Amendment 122 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 b
Article 3 d – paragraph 1 b
1b. In 20269, 75% of the quantity of allowances in respect of which free allocation would have taken place in that year, calculated from the publication in accordance with Article 3c shall be auctioned.
Amendment 123 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 c
Article 3 d – paragraph 1 c
1c. As from 1 January 202730, all of the quantity of allowances in respect of which free allocation would have taken place in that year shall be auctioned. ’,
Amendment 125 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 d
Article 3 d – paragraph 1 d
1.d. Allowances which are allocated for free shall be allocated to aircraft operators proportionately to their share of verified emissions from aviation activities reported in 20236. This calculation shall also take into account verified emissions from aviation activities reported in respect of flights that are only covered by the EU ETS from 1 January 20236.’,
Amendment 134 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 a (new)
Article 1 – paragraph 1 – point 2 a (new)
Directive 2003/87/EC
Article 3 d (new)
Article 3 d (new)
(2a) The following Article 3d (new) is added: Article 3d (new) Aviation Transitional Fund 1. A dedicated Aviation Transition Fund (“the Aviation Fund”) shall be proposed by the Commission through a dedicated act in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in the EU aviation sector; 2. The Aviation Fund shall constitute an integral part of the EU budget and shall be fully budgeted within the MFF ceilings. The budgetary envelope for this programme shall be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances. The Aviation Fund shall be managed centrally by the Commission; 3. The dedicated Aviation Fund shall support the transition to energy efficient and climate resilient EU aviation sector supporting development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in Regulation 2021/02051a [FuelAviation] including systems for collection of raw materials for SAFs, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new aircraft engines and technologies, aircraft operation and performance, and airports infrastructure; _________________ 1aProposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, https://eur- lex.europa.eu/procedure/EN/2021_205?ur i=PROCEDURE:2021_205
Amendment 135 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 b (new)
Article 1 – paragraph 1 – point 2 b (new)
Directive 2003/87/EC
Article 3 d a (new)
Article 3 d a (new)
Amendment 151 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 2
Article 11 a – paragraph 2
Amendment 157 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5 – point c
Article 1 – paragraph 1 – point 5 – point c
Directive 2003/87/EC
Article 11 a – paragraph 8
Article 11 a – paragraph 8
8. The Commission shall adopt an implementing act listing credits which, have been considered eligible by the ICAO Council, and that fulfil the conditions laid down in paragraphs 2 and 3. The Commission shall amend that list as appropriate. That implementing act shall be adopted in accordance with the examination procedure referred to in Article 22a(2).;
Amendment 163 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6 – point a
Article 1 – paragraph 1 – point 6 – point a
Directive 2003/87/EC
Article 12 – paragraph 6 – subparagraph 1 – point b
Article 12 – paragraph 6 – subparagraph 1 – point b
(b) they produce annual CO2 emissions greater than 10 000 tonnes from the use of aircrafts with a maximum certified take-off mass greater than 5 700 kg conducting flights covered by Annex I to this Directive and by Article 2(3) and (4) of Commission Delegated Regulation (EU) 2019/16031a, other than those departing and arriving in the same Member State (including outermost regions of the same Member State), from 1 January 2019.21. _________________ 1aCommission Delegated Regulation (EU) 2019/1603 of 18 July 2019 supplementing Directive 2003/87/EC of the European Parliament and of the Council as regards measures adopted by the International Civil Aviation Organisation for the monitoring, reporting and verification of aviation emissions for the purpose of implementing a global market-based measure (Text with EEA relevance.)OJ L 250, 30.9.2019, p. 10–13
Amendment 169 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Directive 2003/87/EC
Article 18 a – paragraph 3 – point b
Article 18 a – paragraph 3 – point b
(b) as from 2024[year entry into force of this Directive], at least every two years, update the list to include aircraft operators which have subsequently performed an aviation activity listed in Annex I.;
Amendment 170 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 3
Article 25 a – paragraph 3
3. TAs of 1 January 2027, the Commission shall adopt on an annual basis, an implementing act listing countries other than EEA countries, Switzerland and the United Kingdom, which are considered to bnot applying CORSIA, and which are applying CORSIA for the purposes of this Directive, with a baseline of 2019 for 2021 to 2023 and a baseline 2019-2020decided by the ICAO Council for each year thereafter. That implementing act shall be adopted in accordance with the examination procedure referred to in Article 22a(2).
Amendment 174 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 6
Article 25 a – paragraph 6
6. In respect of emissions from flights to and from Least Developed Countries and Small Island Developing States as defined by the United Nations, other than those countries whose GDP per capita equals or exceeds the Union average and those countries listed in the implementing act adopted pursuant to paragraph 3, aircraft operators shall not be required to cancel units.
Amendment 177 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 7
Article 25 a – paragraph 7
7. Where the Commission determines that there is a significant distortion of competition which is detrimental to aircraft operators that hold an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State, the Commission shall be empowered to adopt implementing acts to exempt those aircraft operators from surrender requirements as laid down in Article 12(8) in respect of emissions from flights to and from such countries and/or put in place other carbon mitigation options. The distortion of competition may be caused by a third country applying CORSIA in a less stringent manner in its domestic law, or failing to enforce CORSIA provisions in a manner equal to all aircraft operators, or any other risk in relation to the market distortion. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 22a(2).
Amendment 180 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 8
Article 25 a – paragraph 8
8. Where an aircraft operator that holds an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State, operates flights between two different countries listed in the implementing act adopted pursuant to paragraph 3, including flights that take place between Switzerland, the United Kingdom and countries listed in the implementing act adopted pursuant to paragraph 3, and those countries allow aircraft operators to use other units than those on the list adopted pursuant to Article 11a(8), the Commission shall be empowered to adopt implementing acts allowing those aircraft operators to use unit types additional to that list or not to be bound by the conditions of Article 11a(2) and (3) in respect of emissions from such flights. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 22a(2).;
Amendment 181 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 a (new)
Article 1 – paragraph 1 – point 9 a (new)
Directive 2003/87/EC
Article 30 (new)
Article 30 (new)
(9a) The following Article 30 (new) is added: Article 30 Carbon adjustment measure To avoid carbon leakage and distortion of competition, an adjustment measure should be adopted for the proportion of EU ETS-costs on intra-EEA flights allocated to passengers transferring to a final destination outside the EU and vice versa. This adjustment measure is calculated as follows per airline: a. In accordance with Annex IV and by 31 March of each year, airlines operating flights where the Treaty applies, shall report to the National Competent Authority and the Verifier for every city pair the annual fuel consumption on individual connections and the ratio of the number of passengers with connecting flights into or out of the EEA("transfer passengers") to the total number of passengers on this connection ("passengers"); b. The adjustment for each city pair equals:(number of transfer passengers / total number of passengers) x fuel consumption x emission factor; c. The cumulative amount of this adjustment for all city pairs together is deducted from the total amount of verified emissions for which the corresponding allowances are to be surrendered by an airline in that same period.
Amendment 182 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 b (new)
Article 1 – paragraph 1 – point 9 b (new)
Directive 2003/87/EC
Article 31 – paragraph 2 a (new)
Article 31 – paragraph 2 a (new)
Amendment 183 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Annex I
Annex I
(a) the aircraft operator holds an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State;
Amendment 184 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Annex I
Annex I
(b) they produce annual CO2 emissions greater than 10 000 tonnes from the use of aircrafts with a maximum certified take-off mass greater than 5 700 kg conducting flights covered by Annex I, other than those departing and arriving in the same Member State (including outermost regions of the same Member State), from 1 January 2019. For the purposes of this point, emissions from the following types of flights shall not be taken into account: (i) state flights; (ii) humanitarian flights; (iii) medical flights; (iv) military flights; (v) firefighting flights..
Amendment 186 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10 Directive 2003/87/EC
Article 1 – paragraph 1 – point 10 Directive 2003/87/EC
(ma ) flights to and from an outermost region, between two different outermost regions and between islands inside outermost regions.
Amendment 190 #
2021/0207(COD)
Proposal for a directive
Article 1 a (new)
Article 1 a (new)
Directive 2003/87/EC
Article 3 g e (new) – paragraph 2 a (new)
Article 3 g e (new) – paragraph 2 a (new)
Article 1a In Article 3ge (new) a new paragraph 2a is added: 2a. No later than by 31 December two years after the entry into force of this Directive, the Commission shall assess Union’s competitiveness, changes in the labour market, transport freight rates, household purchasing power and the magnitude of carbon leakage among others by means of a comprehensive impact assessment of the Fit for 55 package. Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level-playing field.
Amendment 191 #
2021/0207(COD)
Proposal for a directive
Article 2 – paragraph 1 – introductory part
Article 2 – paragraph 1 – introductory part
Directive 2003/87/EC
Article 2 – paragraph 1
Article 2 – paragraph 1
1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by 31 December 2023of the subsequent year to the year of entry into force of this Directive. They shall immediately communicate the text of those measures to the Commission.
Amendment 192 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph -1 (new)
Article 1 – paragraph -1 (new)
Directive 2003/87/EC
Article 3 a
Article 3 a
(-1) the Article 3a is replaced by the following: Scope Articles 3b to 3f shall apply to the allocation and issue of allowances in respect of aviation activities listed in Annex I. Articles 3g to 3ge shall apply in respect of the maritime transport activities listed in Annex I.
Amendment 193 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 (new)
Article 1 – paragraph 1 – point 3 (new)
Directive 2003/87/EC
Article 5 – paragraph 1 – point d a (new)
Article 5 – paragraph 1 – point d a (new)
Amendment 194 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Directive 2003/87/EC
Article 10 – paragraph 1 – subparagraph 4
Article 10 – paragraph 1 – subparagraph 4
Amendment 195 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4 b (new)
Article 1 – paragraph 1 – point 4 b (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – point k a (new)
Article 10 – paragraph 3 – point k a (new)
(4b new) In Article 10 - paragraph 3, the following point ka is added: (ka) Member States shall annually report to the Commission on the use of revenues and the actions taken pursuant to this paragraph and in line with Decision No 280/2004/EC. The Commission shall subsequently make that information publicly available together with recommendations on how to improve such usage.
Amendment 196 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4 c (new)
Article 1 – paragraph 1 – point 4 c (new)
Directive 2003/87/EC
Article 10 a – paragraph 8 – subparagraph 1
Article 10 a – paragraph 8 – subparagraph 1
(4c) in Article 10 a - paragraph 8, subparagraph 1 and 2 are replaced by the following: 365 million allowances from the quantity which could otherwise be allocated for free pursuant to this Article, and 85 million allowances from the quantity which could otherwise be auctioned pursuant to Article 10, as well as the allowances resulting from the reduction of free allocation referred to in Article 10a(1a), shall be made available to a Fund with the objective of supporting support innovation in and deployment of low-carbon technologies and processes, and contribute to zero pollution objectives (the ‘Innovation Fund’). Allowances that are not issued to aircraft operators due to the closure of aircraft operators and which are not necessary to cover any shortfall in surrenders by those operators, shall also be used for innovation support as referred to in the first subparagraph. In addition, 50 million unallocated allowances from the market stability reserve shall supplement any remaining revenues from the 300 million allowances available in the period from 2013 to 2020under Commission Decision 2010/670/EU1a,and shall be used in a timely manner for innovation and deployment support as referred to in the first subparagraph. Furthermore, the external assigned revenues referred to in Article 21(2) of Regulation (EU) [FuelEUMaritime] shall be allocated to the Innovation Fund and implemented in line with this paragraph. The Innovation Fund shall facilitate the green transition of the aviation sector through earmarking of a significant amount corresponding to the proceeds of the auctioning in this sector to induce innovation and technological development, assist with the first industrial application, develop further support mechanisms and create necessary infrastructure, including development and deployment of sustainable aviation fuels. _________________ 1aCommission Decision 2010/670/EU of3 November 2010 laying down criteria and measures for the financing of commercial demonstration projects that aim at the environmentally safe capture and geological storage of CO2 as well as demonstration projects of innovative renewable energy technologies under the system for greenhouse gas emission allowance trading within the Union established by Directive 2003/87/EC of the European Parliament and of the Council (OJ L 290, 6.11.2010, p. 39).
Amendment 197 #
2021/0207(COD)
Proposal for a directive
Article 1- paragraph 1 – point 7 a (new)
Article 1- paragraph 1 – point 7 a (new)
Directive 2003/87/EC
Article 21 – paragraph 4 a
Article 21 – paragraph 4 a
Amendment 198 #
2021/0207(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7 b (new) Directive 2003/87/EC
Article 1 – paragraph 1 – point 7 b (new) Directive 2003/87/EC
(7b) The following Article 21a (new) is added: Article 21a The Commission shall consider possible amendments to this Directive with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Directive, keeping administrative burdens to a minimum. The Commission shall present, by [1 year before the entry into force of this Directive], and in line with its communication on the application of the “one in, one out” prinicple1,proposals offsetting the regulatory burdens introduced by this Directive, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors
Amendment 14 #
2021/0206(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The Commission Communication The European Green Deal29 sets out a new growth strategy that aims to transform the Union into a sustainable, fairer and more prosperous society, with a modern, resource-efficient and competitive economy, where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. The Commission proposes also to protect, conserve and enhance the Union's natural capital, and protect the health and well- being of citizens from environment-related risks and impacts. Finally, the Commission considers that this transition should be just and inclusive, leaving no one behind. _________________ 29 COM(2019)640 final.
Amendment 19 #
2021/0206(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Those amendments have differing economic and social impacts on the different sectors of the economy, on the citizens, and the Member States. In particular, the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC of the European Parliament and the Council31 should provide an additional economic incentive to invest into the reduction of fossil fuel consumption and thereby accelerate the reduction of greenhouse gas emissions. Combined with other measures, this should, in the medium to long term, reduce the costs for buildings and road transport, and provide new opportunities for quality job creation and investments. _________________ 31Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a system for greenhouse gas emission allowance trading within the Union (OJ L 275, 25.10.2003, p. 32).
Amendment 24 #
2021/0206(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) However, resources are needed to finance those investments. In addition, before they have taken place, the cost supported by households and transport users for heating, cooling and cooking, as well as for road transport and charging infrastructure, is likely to increase as fuel suppliers subject to the obligations under the emission trading for buildings and road transport pass on costs on carbon to the consumers.
Amendment 32 #
2021/0206(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The increase in the price for fossil fuels may disproportionally affect vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users who spend a larger part of their incomes on energy and transport, who, in certain regions, do not have access to alternative, interconnected, efficient and affordable mobility and transport solutions and, who may lack the financial capacity to invest into the reduction of fossil fuel consumplow-carbon alternatives and implying low capacities to adapt to the consequences of the green transition.
Amendment 34 #
2021/0206(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The increase in the price for fossil fuels may disproportionally affect vulnerable households, vulnerable micro- enterprises, vulnerable small and medium enterprises (SMEs) and vulnerable transport users who spend a larger part of their incomes on energy and transport, who, in certain regions, do not have access to alternative, affordable mobility and transport solutions and who may lack the financial capacity to invest into the reduction of fossil fuel consumption.
Amendment 39 #
2021/0206(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Therefore, a part of the revenues generated by the inclusion of building and road transport into the scope of Directive 2003/87/EC should be used to address the social and economic impacts arising from that inclusion, for the transition to be just and inclusive, leaving no one behind.
Amendment 44 #
2021/0206(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) This is even more relevant in view of the existing levels of energy poverty and transport poverty. Energy poverty is a situation in which households are unable tolack of access to essential energy services such as cooling, as temperatures rise, and heatingthat underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and other relevant policies. About 34 million Europeans reported an inability to keep their homes adequately warm in 2018, and 6.9% of the Union population have said that they cannot afford to heat their home sufficiently in a 2019 EU-wide survey32 . Overall, the Energy Poverty Observatory estimates that more than 50 million households in the European Union experience energy poverty. Energy poverty is therefore a major challenge for the Union. While social tariffs or direct income support can provide immediate relief to households facing energy poverty, only targeted structural measures, in particular energy renovations, can provide lasting solutions. _________________ 32 Data from 2018. Eurostat, SILC [ilc_mdes01]).
Amendment 44 #
2021/0206(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The Commission Communication The European Green Deal29 sets out a new growth strategy that aims to transform the Union into a sustainable, fairer and more prosperous society, with a modern, resource-efficient and competitive economy, where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. The Commission proposes also to protect, conserve and enhance the Union's natural capital, and protect the health and well- being of citizens from environment-related risks and impacts. Finally, the Commission considers that this transition should be just and inclusive, leaving no one behind. _________________ 29 COM(2019)640 final.
Amendment 45 #
2021/0206(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) This is even more relevant in view of the existing levels of energy poverty. Energy poverty is a situation in which households are unable to access essential energy services such as cooling, as temperatures rise, and heaheating or lighting. About 34 million Europeans reported an inability to keep their homes adequately warm in 2018, and 6.9% of the Union population have said that they cannot afford to heat their home sufficiently in a 2019 EU-wide survey32 . Overall, the Energy Poverty Observatory estimates that more than 50 million households in the European Union experience energy poverty. Energy poverty is therefore a major challenge for the Union. Establishing a common Union- level definition will allow to further compare data across the EU and consequently to better target policy actions. While social tariffs or direct income support can provide immediate relief to households facing energy poverty, only targeted structural measures, in particular energy renovations, can provide lasting solutions. _________________ 32 Data from 2018. Eurostat, SILC [ilc_mdes01]).
Amendment 48 #
2021/0206(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12 a) Transport poverty is a combination of different metrics, which define the social and transport disadvantages one can have such as transport affordability (inability to meet the cost of transport), mobility poverty (lack of transport options), accessibility poverty (lack of access to essential services, such as education, food, healthcare). It is also highly related to access to goods and services, yet these aspects are strongly distributed geographically, temporally and socially and it is related to transport supply, minimum levels of mobility and individuals’ accessibility levels. Transport poverty can determine transport-related social exclusion, which can be defined as the inability to sufficiently participate in society due to transport-related or social disadvantages.
Amendment 50 #
2021/0206(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Those amendments have differing economic and social impacts on the different sectors of the economy, on the citizens, and the Member States. In particular, the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC of the European Parliament and the Council31 should provide an additional economic incentive to invest into the reduction of fossil fuel consumption and thereby accelerate the reduction of greenhouse gas emissions. Combined with other measures, this should, in the medium to long term, reduce the costs for buildings and road transport, and provide new opportunities for quality job creation and investments. _________________ 31Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a system for greenhouse gas emission allowance trading within the Union (OJ L 275, 25.10.2003, p. 32).
Amendment 51 #
2021/0206(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) A Social Climate Fund (‘the Fund’) should therefore be established to provide funds to the Member States to support their policies to address the social impacts of the emissions trading for buildings and road transport on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users. This should be achieved notably through temporary income support and measures and investments intended to reduce reliance on fossil fuels through increased energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to affordable and efficient zero- and low- emission mobility and transport to the benefit of vulnerable households, vulnerable micro-enterprises , vulnerable SMEs and vulnerable transport users.
Amendment 54 #
2021/0206(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) A Social Climate Fund (‘the Fund’) should therefore be established to provide funds to the Member States to support their policies to address the social impacts of the emissions trading for buildings and road transport on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users. This should be achieved notably through temporary income support and measures and investments intended to reduce reliance on fossil fuels through increased energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable sources, and granting improved access to zero- and low- emission mobility and transport to the benefit of vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users.
Amendment 55 #
2021/0206(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) However, resources are needed to finance those investments. In addition, before they have taken place, the cost supported by households and transport users for heating, cooling and cooking, as well as for road transport and charging infrastructure, is likely to increase as fuel suppliers subject to the obligations under the emission trading for buildings and road transport pass on costs on carbon to the consumers.
Amendment 60 #
2021/0206(COD)
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13 a) Access to quality and inclusive education, training and life-long learning for all is essential for ensuring that the workforce has the skills required to deliver on the green transition. Fair transition aspects should thus be integrated in the development and implementation of national skills strategies, in line with the European Skills Agenda and the EU’s new updated Industrial Strategy1a. Skills partnerships under the Pact for Skills will also be an important lever. Up-to-date labour market and skills intelligence and foresight, including at regional, sectoral and occupational levels allows for the identification and forecasting of relevant occupation-specific and transversal skills needs, also as a basis for adapting curricula to meet the skills needs for the green transition. VET should equip young people and adults, in particular women, with the skills needed to master the green transition2b. Apprenticeships and paid traineeships, including strong training components, in particular for young people, contribute to labour market transitions, notably towards activities contributing to climate and environmental objectives, and sectors facing particular skills shortages. Increasing adult participation in lifelong learning should be promoted to meet upskilling and reskilling needs, inter alia by empowering individuals to seek training that is tailored to their needs and via short, quality- assured courses on skills for the green transition, building on the European approach to micro-credentials, which will also make it easier to value and recognise the outcomes of such courses. _________________ 1aCommunication from the Commission ‘Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery’, COM(2021) 350 final. 2bCouncil Recommendation of 24 November 2020 on vocational education and training (VET) for sustainable competitiveness, social fairness and resilience (OJ C 417, 2.12.2020, p. 1).
Amendment 61 #
2021/0206(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The increase in the price for fossil fuels may disproportionally affect vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users who spend a larger part of their incomes on energy and transport, who, in certain regions, do not have access to alternative, interconnected, efficient and affordable mobility and transport solutions and, who may lack the financial capacity to invest into the reduction of fossil fuel consumplow-carbon alternatives and implying low capacities to adapt to the consequences of the green transition.
Amendment 63 #
2021/0206(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) For that purpose, each Member State shouldmust submit to the Commission a Social Climate Plan (‘the Plan’). Those Plans should pursue two objectives. Firstly, they should provide vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users the necessary resources to finance and carry out investments in energy efficiency, decarbonisation of heating and cooling, in zero- and low-emission vehicles and mobility. Secondly, they should mitigate the impact of the increase in the cost of fossil fuels on the most vulnerable and thereby prevent energy and transport poverty during the transition period until such investments have been implemented. The Plans shouldmust have an investment component promoting the long-term solution of reduce fossil fuels reliance and could envisage other measures, including temporary direct income support to mitigate adverse income effects in the shorter term. The Plans should set concrete objectives, an implementation timeline and periodically report on progress towards the attainment of the objectives.
Amendment 65 #
2021/0206(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) For that purpose, each Member State should submit to the Commission a Social Climate Plan (‘the Plan’). Those Plans should pursue two objectives. Firstly, they should provide vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users the necessary resources to finance and carry out investments in energy efficiency, decarbonisation of heating and cooling, in zero- and low-emission vehicles and mobility and charging infrastructure. Secondly, they should mitigate the impact of the increase in the cost of fossil fuels on the most vulnerable and thereby prevent energy and transport poverty during the transition period until such investments have been implemented. The Plans should have an investment component promoting the long-term solution of reduce fossil fuels reliance and could envisage other measures, including temporary direct income support to mitigate adverse income effects in the shorter term.
Amendment 67 #
2021/0206(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Therefore, a part of the revenues generated by the inclusion of building and road transport into the scope of Directive 2003/87/EC should be used to address the social and economic impacts arising from that inclusion, for the transition to be just and inclusive, leaving no one behind.
Amendment 71 #
2021/0206(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) This is even more relevant in view of the existing levels of energy poverty and transport poverty. Energy poverty is a situation in which households are unable tolack of access to essential energy services such as cooling, as temperatures rise, and heatingthat underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and other relevant policies. About 34 million Europeans reported an inability to keep their homes adequately warm in 2018, and 6.9% of the Union population have said that they cannot afford to heat their home sufficiently in a 2019 EU-wide survey32 . Overall, the Energy Poverty Observatory estimates that more than 50 million households in the European Union experience energy poverty. Energy poverty is therefore a major challenge for the Union. While social tariffs or direct income support can provide immediate relief to households facing energy poverty, only targeted structural measures, in particular energy renovations, can provide lasting solutions. _________________ 32 Data from 2018. Eurostat, SILC [ilc_mdes01]).
Amendment 72 #
2021/0206(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) Member States, in consultation with regional and local level authorities, are best placed to design and to implement Plans that are adapted and targeted to their local, regional and national circumstances as their existing policies in the relevant areas and planned use of other relevant EU funds. In that manner, the broad diversity of situations, the specific knowledge of local and regional governments, research and innovation and industrial relations and social dialogue structures, as well as national traditions, can best be respected and contribute to the effectiveness and efficiency of the overall support to the vulnerable.
Amendment 73 #
2021/0206(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Ensuring that the measures and investments are particularly targeted towards energy poor or vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users is key for a just transition towards climate neutrality. Support measures to promote reductions in greenhouse gas emissions should help Member States to address the social impacts arising from the emissions trading for the sectors of buildings and road transport, implying also low capacities to adapt to the consequences of the green transition.
Amendment 75 #
2021/0206(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12 a) Transport poverty is a combination of different metrics, which define the social and transport disadvantages one can have such as transport affordability (inability to meet the cost of transport), mobility poverty (lack of transport options),accessibility poverty (lack of access to essential services, such as education, food, healthcare). It is also highly related to access to goods and services, yet these aspects are strongly distributed geographically, temporally and socially and it is related to transport supply, minimum levels of mobility and individuals’ accessibility levels. Transport poverty can determine transport-related social exclusion, which can be defined as the inability to sufficiently participate in society due to transport-related or social disadvantages;
Amendment 76 #
2021/0206(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Ensuring that the measures and investments are particularly targeted towards energy poor or vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users is key for a just transition towards climate neutrality. Support measures to promote reductions in greenhouse gas emissions should also help Member States to address the social impacts arising from the emissions trading for the sectors of buildings and road transport.
Amendment 81 #
2021/0206(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) A Social Climate (‘the Fund’) should therefore be established to provide funds to the Member States to support their policies to address the social impacts of the emissions trading for buildings and road transport on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users. This should be achieved notably through temporary income support and measures and investments intended to reduce reliance on fossil fuels through increased energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to affordable and efficient zero- and low- emission mobility and transport to the benefit of vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users.
Amendment 85 #
2021/0206(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Pending the impact of those investments on reducing costs and emissions, well targeted direct income support for the most vulnerable would help the just transition. Such support should be understood to be a temporary measure accompanying the decarbonisation of the housing and transport sectors and should not exceed 25% of the total expenditure of the national plans. It would not be permanent as it does not address the root causes of energy and transport poverty. Such support should only concern direct impacts of the inclusion of building and road transport into the scope of Directive 2003/87/EC, not electricity or heating costs related to the inclusion of power and heat production in the scope of that Directive. Eligibility for such direct income support should be limited in time.
Amendment 85 #
2021/0206(COD)
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13 a) Access to quality and inclusive education, training and life-long learning for all is essential for ensuring that the workforce has the skills required to deliver on the green transition. Fair transition aspects should thus be integrated in the development and implementation of national skills strategies, in line with the European Skills Agenda and the EU’s new updated Industrial Strategy1a.Skills partnerships under the Pact for Skills will also be an important lever. Up-to-date labour market and skills intelligence and foresight, including at regional, sectoral and occupational levels allows for the identification and forecasting of relevant occupation-specific and transversal skills needs, also as a basis for adapting curricula to meet the skills needs for the green transition. VET should equip young people and adults, in particular women, with the skills needed to master the green transition2b. Apprenticeships and paid traineeships, including strong training components, in particular for young people, contribute to labour market transitions, notably towards activities contributing to climate and environmental objectives, and sectors facing particular skills shortages. Increasing adult participation in lifelong learning should be promoted to meet upskilling and reskilling needs, inter alia by empowering individuals to seek training that is tailored to their needs and via short, quality- assured courses on skills for the green transition, building on the European approach to micro-credentials, which will also make it easier to value and recognise the outcomes of such courses. _________________ 1aCommunication from the Commission ‘Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery’, COM(2021) 350 final. 2bCouncil Recommendation of 24 November 2020 on vocational education and training (VET) for sustainable competitiveness, social fairness and resilience (OJ C 417, 2.12.2020, p. 1).
Amendment 88 #
2021/0206(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The Commission Communication The European Green Deal29 sets out a new growth strategy that aims to transform the Union into a sustainable, fairer and more prosperous society, with a modern, resource-efficient and competitive economy, where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. The Commission proposes also to protect, conserve and enhance the Union's natural capital, and protect the health and well- being of citizens from environment-related risks and impacts. Finally, the Commission considers that this transition should be just and inclusive, leaving no one behind. _________________ 29 COM(2019)640 final.
Amendment 88 #
2021/0206(COD)
Proposal for a regulation
Recital 13 b (new)
Recital 13 b (new)
(13 b) Support should be provided for accessing to quality employment, notably through tailored job search assistance and flexible and modular learning courses that also target green and digital skills where appropriate; Well-designed, targeted and time-bound employment programmes should also be considered in order to prepare beneficiaries via training, in particular people in vulnerable situations, for continued participation in the labour market.
Amendment 89 #
2021/0206(COD)
Proposal for a regulation
Recital 13 c (new)
Recital 13 c (new)
(13 c) Job creation is crucial in the context of this Regulation, in particular in territories most affected by the green transition and, where appropriate. The Commission and the Member States should facilitate access to finance and markets for micro, small and medium- sized enterprises with a view to promoting competitiveness, innovation and employment across the single market, including in sectors of strategic relevance in national and local contexts.
Amendment 91 #
2021/0206(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Women are particularly affected by carbon pricing as they represent 85% of single parent families. Single parent families have a particularly high risk of child poverty. Gender equality and equal opportunities for all, and the mainstreaming of those objectives, as well as questions of accessibility for persons with health problems and disabilities should be taken into account and promoted throughout the preparation and implementation of Plans to ensure no one is left behind.
Amendment 93 #
2021/0206(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) For that purpose, each Member State should submit to the Commission a Social Climate Plan (‘the Plan’). Those Plans should pursue two objectives. Firstly, they should provide vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users the necessary resources to finance and carry out investments in energy efficiency, decarbonisation of heating and cooling, in zero- and low-emission vehicles and mobility and charging infrastructure. Secondly, they should mitigate the impact of the increase in the cost of fossil fuels on the most vulnerable and thereby prevent energy and transport poverty during the transition period until such investments have been implemented. The Plans should have an investment component promoting the long-term solution of reduce fossil fuels reliance and could envisage other measures, including temporary direct income support to mitigate adverse income effects in the shorter term.
Amendment 95 #
2021/0206(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Member States should submit their Plans together with the update of their integrated national energy and climate plans, climate and transport and infrastructure plans ( including charging infrastructure) in accordance with Article 14 of Regulation (EU) 2018/1999 of the European Parliament and of the Council35 . The Plans should include the measures to be financed, their estimated costs and the national contribution. They should also include key milestones and targets to assess the effective implementation of the measures. _________________ 35Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
Amendment 99 #
2021/0206(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) The Union should support Member States with financial means to implement their Plans through the Social Climate Fund. Payments from the Social Climate Fund should be made conditional on achievement of the milestones and targets included in the Plans. This would allow efficiently taking into account national circumstances and priorities while simplifying financing and facilitating its integration with other national spending programmes while guaranteeing the impact and the integrity of EU spending. To ensure that vulnerable, households, vulnerable microenterprises and vulnerable SMEs can receive support from the Fund as soon as possible, the Plans should be effectively implemented from the entry into force of the Social Climate Fund, consequently the Commission should pre-finance an amount of up to 15% of the financial contribution of Member States.
Amendment 99 #
2021/0206(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) Member States, in consultation with regional and local level authorities, are best placed to design and to implement Plans that are adapted and targeted to their local, regional and national circumstances as their existing policies in the relevant areas and planned use of other relevant EU funds. In that manner, the broad diversity of situations, the specific knowledge of local and regional governments, research and innovation and industrial relations and social dialogue structures, as well as national traditions, can best be respected and contribute to the effectiveness and efficiency of the overall support to the vulnerable.
Amendment 101 #
2021/0206(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Ensuring that the measures and investments are particularly targeted towards energy poor or vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users is key for a just transition towards climate neutrality. Support measures to promote reductions in greenhouse gas emissions should help Member States to address the social impacts arising from the emissions trading for the sectors of buildings and road transport, implying also low capacities to adapt to the consequences of the green transition.
Amendment 108 #
2021/0206(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The financial envelope of the Fund should, in principle, be commensurate to amounts corresponding to 25% of the expected revenues from the inclusion of buildings and road transport into the scope of Directive 2003/87/EC in the period 2026-2032. Pursuant to Council Decision (EU, Euratom) 2020/205341 , Member States should make those revenues available to the Union general budget as own resources. Member States are to co-finance 50% of the total coststheir Plan differently depending ofn their Plan themselvesGDP per capita. For this purpose, as well as for investment and measures to accelerate and alleviate the required transition for citizens negatively affected, Member States should inter alia use their expected revenues from emissions trading for buildings and road transport under Directive 2003/87/EC for that purpose. _________________ 41Council Decision (EU, Euratom) 2020/2053 of 14 December 2020 on the system of own resources of the European Union and repealing Decision 2014/335/EU, Euratom (OJ L 424, 15.12.2020, p. 1).
Amendment 108 #
2021/0206(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Those amendments have differing economic and social impacts on the different sectors of the economy, on the citizens, and the Member States. In particular, the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC of the European Parliament and the Council31 should provide an additional economic incentive to invest into the reduction of fossil fuel consumption and thereby accelerate the reduction of greenhouse gas emissions. Combined with other measures, this should, in the medium to long term, reduce the costs for buildings and road transport, and provide new opportunities for quality job creation and investments. _________________ 31 Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a system for greenhouse gas emission allowance trading within the Union (OJ L 275, 25.10.2003, p. 32).
Amendment 112 #
2021/0206(COD)
Proposal for a regulation
Recital 25 a (new)
Recital 25 a (new)
(25 a) To ensure that support under the Plans can be effectively implemented from the initial years starting from the entry into force of the Social Climate Fund, it should be possible for an amount of up to13 % of the financial contribution of Member States to be paid in the form of pre-financing by the Commission.
Amendment 116 #
2021/0206(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) The implementation of the Fund should be carried out in line with the principle of sound financial management, including the effective prevention and prosecution of fraud, tax fraudavoidance, tax evasion, corruption and conflicts of interest.
Amendment 121 #
2021/0206(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Women are particularly affected by carbon pricing as they represent 85% of single parent families. Single parent families have a particularly high risk of child poverty. Gender equality and equal opportunities for all, and the mainstreaming of those objectives, as well as questions of accessibility for persons with health problems and disabilities should be taken into account and promoted throughout the preparation and implementation of Plans to ensure no one is left behind.
Amendment 122 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
The measures and investments supported by the Fund shall benefit households, micro-enterprises, small and medium enterprises (SMEs) and transport users, which are vulnerable and particularly affected by the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC, especially households in energy poverty and citizens without public transport alternative to individual cars (in remote and rural areas)transport poverty and users with low capacities to adapt to the consequences of the green transition.
Amendment 123 #
2021/0206(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Member States should submit their Plans together with the update of their integrated national energy and climate plans, climate and transport and infrastructure plans (including charging infrastructure) in in accordance with Article 14 of Regulation (EU) 2018/1999 of the European Parliament and of the Council35 . The Plans should include the measures to be financed, their estimated costs and the national contribution. They should also include key milestones and targets to assess the effective implementation of the measures. _________________ 35Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
Amendment 126 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
The measures and investments supported by the Fund shall benefit households, micro-enterprises, SMEs and transport users, which are vulnerable and particularly affected by the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC, especially households in energy poverty and citizens without public transport alternative to individual cars (in remote and rural areas).
Amendment 127 #
2021/0206(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The increase in the price for fossil fuels may disproportionally affect vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users who spend a larger part of their incomes on energy and transport, who, in certain regions, do not have access to alternative, interconnected, efficient and affordable mobility and transport solutions and, who may lack the financial capacity to invest into the reduction of fossil fuel consumplow-carbon alternatives and implying low capacities to adapt to the consequences of the green transition.
Amendment 131 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 4
Article 1 – paragraph 4
The general objective of the Fund is to contribute to the transition towards climate neutrality by addressing the social impacts of the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC. The specific objective of the Fund is to support vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users through temporary direct income support and through measures and investments intended to increase energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to efficient and affordable zero- and low-emission mobility and transport while maintaining technology neutrality .
Amendment 131 #
2021/0206(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The financial envelope of the Fund should, in principle, be commensurate to amounts corresponding to 25% of the expected revenues from the inclusion of buildings and road transport into the scope of Directive 2003/87/EC in the period 2026-2032. Pursuant to Council Decision (EU, Euratom) 2020/205341 ,4. Member States should make those revenues available to the Union general budget as own resources. Member States are to co-finance 50% of the total coststheir Plan differently depending ofn their Plan themselvesGDP per capita. For this purpose, as well as for investment and measures to accelerate and alleviate the required transition for citizens negatively affected, Member States should inter alia use their expected revenues from emissions trading for buildings and road transport under Directive 2003/87/EC for that purpose. _________________ 41Council Decision (EU, Euratom) 2020/2053 of 14 December 2020 on the system of own resources of the European Union and repealing Decision 2014/335/EU, Euratom (OJ L 424, 15.12.2020, p. 1).
Amendment 133 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 4
Article 1 – paragraph 4
The general objective of the Fund is to contribute to the transition towards climate neutrality by addressing the social impacts of the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC. The specific objective of the Fund is to support vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users through temporary direct income support and, to a larger extent, through measures and investments intended to increase energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable sources, and granting improved access to zero- and low- emission mobility and transport.
Amendment 134 #
2021/0206(COD)
(25 a) To ensure that support under the Plans can be effectively implemented from the initial years starting from the entry into force of the Social Climate Fund, it should be possible for an amount of up to13 % of the financial contribution of Member States to be paid in the form of pre-financing by the Commission.
Amendment 137 #
2021/0206(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) The implementation of the Fund should be carried out in line with the principle of sound financial management, including the effective prevention and prosecution of fraud, tax fraudavoidance, tax evasion, corruption and conflicts of interest.
Amendment 141 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1
Article 2 – paragraph 1 – point 1
(1) ‘building renovation’ means all kinds of energy-related building renovation, including the insulation of the building envelope, that is to say walls, roof, floor, the replacement of windows, the replacement of heating, cooling and cooking appliances, the upgrading of electrical installations and the installation of on-site production of energy from renewable sources;
Amendment 143 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1
Article 2 – paragraph 1 – point 1
(1) ‘building renovation’ means all kinds of energy-related building renovation, including the insulation of the building envelope, that is to say walls, roof, floor, the replacement of windows, the replacement of heating, cooling and cooking appliances, and the installation of on-site production of energy from renewable and carbon neutral sources;
Amendment 143 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
The measures and investments supported by the Fund shall benefit households, micro-enterprises, small and medium enterprises (SMEs) and transport users, which are vulnerable and particularly affected by the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC, especially households in energy poverty and citizens without public transport alternative to individual cars (in remote and rural areas)transport poverty and users with low capacities to adapt to the consequences of the green transition.
Amendment 146 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
(2) ‘energy poverty’ means energy poverty asthe situation defined in point [Article 2(49)] of Article 2 of Directive (EU) [yyyy/nnn] of the of the European Parliament and of the Council50 ; _________________ 50[Directive (EU) [yyyy/nnn] of the of the European Parliament and of the Council (OJ C […], […], p. […]).] [Proposal for recast of Directive 2012/27/EU on energy efficiency]the Energy Efficiency Directive recast27a, namely a ‘household’s lack of access to essential energy services that underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and other relevant policies’28a. _________________ 27aProposal for a Directive of the European Parliament and of the Council on energy efficiency (recast), COM(2021) 558 final. 28aWhile it is left to Member States to define the concept of ‘vulnerable customers’, it comprises households unable to heat or cool their homes adequately and/or having arrears in paying their utility bills in line with Commission Recommendation on energy poverty, C/2020/9600 final (OJ L 357, 27.10.2020, p. 35).
Amendment 150 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 4
Article 1 – paragraph 4
The general objective of the Fund is to contribute to the transition towards climate neutrality by addressing the social impacts of the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC. The specific objective of the Fund is to support vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users through temporary direct income support and through measures and investments intended to increase energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to efficient and affordable zero- and low-emission mobility and transport while maintaining technology neutrality.
Amendment 151 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2 a (new)
Article 2 – paragraph 1 – point 2 a (new)
(2 a) ‘transport poverty’ means poverty affecting households and user that have a high share of mobility expenditure to disposable income or a limited availability of affordable, efficient interconnected modes of individual or collective transport required to meet essential socio-economic needs, with a particular focus on households in rural, insular, mountainous, outermost regions, remote and less accessible areas or less developed regions or territories, including less developed peri-urban areas, caused by one or a combination of the following factors: high fuel expenditures, the phase- out of fossil fuels, high costs of the uptake of zero or low-carbon vehicles, non- sufficient transport infrastructure and alternative fuel infrastructure including electric charging, high costs or lack of availability of adequate, efficient and affordable collective modes of transport;
Amendment 154 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 9 a (new)
Article 2 – paragraph 1 – point 9 a (new)
Amendment 158 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 10
Article 2 – paragraph 1 – point 10
(10) ‘transport users’ means households, NEETs and students, irrespective of the income level of their households or micro- enterprises and SMEs that use various transport, freight and mobility options;
Amendment 158 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1
Article 2 – paragraph 1 – point 1
(1) ‘building renovation’ means all kinds of energy-related building renovation, including the insulation of the building envelope, that is to say walls, roof, floor, the replacement of windows, the replacement of heating, cooling and cooking appliances, and the installation of on-site production of energy from renewable and carbon neutral sources;
Amendment 159 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 10
Article 2 – paragraph 1 – point 10
(10) ‘transport users’ means households or, micro-enterprises or SMEs that use various transport and mobility options;
Amendment 159 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
(2) ‘energy poverty’ means energy poverty asthe situation defined in point [Article 2(49)] of Article 2 of Directive (EU) [yyyy/nnn] of the of the European Parliamentthe Energy Efficiency Directive recast27a, namely a‘household’s lack of access to essential energy services that underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and of the Council50 ; _________________ 50[Directive (EU) [yyyy/nnn] of the of the European Parliament and of the Council (OJ C […], […], p. […]).] [Proposal for recast of Directive 2012/27/EU on energy efficiency]r relevant policies’28a. _________________ 27aProposal for a Directive of the European Parliament and of the Council on energy efficiency (recast), COM(2021) 558 final. 28aWhile it is left to Member States to define the concept of ‘vulnerable customers’, it comprises households unable to heat or cool their homes adequately and/or having arrears in paying their utility bills in line with Commission Recommendation on energy poverty, C/2020/9600 final (OJ L 357, 27.10.2020, p. 35).
Amendment 160 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 11
Article 2 – paragraph 1 – point 11
(11) ‘vulnerable households’ means households in energy and transport poverty or households, including lower middle- incom who face or are at risk of facing a situation of significantly limited access to quality employment, including self-employment, and/or to education and training, and/or to a decent standard of living and essential services, implying low capacities to adapt to the cones, thatsequences of the green transition and are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
Amendment 160 #
2021/0206(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Transport poverty is a combination of different metrics, which define the social and transport disadvantages one can have such as transport affordability (inability to meet the cost of transport), mobility poverty (lack of transport options), accessibility poverty (lack of access to essential services, such as education, food, healthcare). It is also highly related to access to goods and services, yet these aspects are strongly distributed geographically, temporally and socially and it is related to transport supply, minimum levels of mobility and individuals’ accessibility levels. Transport poverty can determine transport-related social exclusion, which can be defined as the inability to sufficiently participate in society due to transport-related or social disadvantages;
Amendment 162 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2 a (new)
Article 2 – paragraph 1 – point 2 a (new)
(2 a) ‘transport poverty’ means poverty affecting households and user that have a high share of mobility expenditure to disposable income or a limited availability of affordable, efficient interconnected modes of individual or collective transport required to meet essential socio-economic needs, with a particular focus on households in rural, insular, mountainous, outermost regions, remote and less accessible areas or less developed regions or territories, including less developed peri-urban areas, caused by one or a combination of the following factors: high fuel expenditures, the phase- out of fossil fuels, high costs of the uptake of zero or low-carbon vehicles, non- sufficient transport infrastructure and alternative fuel infrastructure including electric charging, high costs or lack of availability of adequate, efficient and affordable public modes of transport;
Amendment 169 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 12
Article 2 – paragraph 1 – point 12
(12) ‘vulnerable micro-enterprises’ means micro-enterprises that are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
Amendment 169 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 9 a (new)
Article 2 – paragraph 1 – point 9 a (new)
(9 a) ‘micro, small and medium-sized enterprises’ (SMEs) means enterprises that employ fewer than 250 persons, including solo self-employed, and which have an annual turn over not exceeding EUR 50 million, and/or an annual balance sheet total not exceeding EUR 43 million, calculated in accordance with Articles 3 to 6 of Annex I to Commission Regulation (EU) No 651/201433a _________________ 33a Commission Regulation (EU) No 651/2014 of 17 June 2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty Text with EEA relevance (OJ L 187, 26.6.2014, p. 1).
Amendment 171 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 10
Article 2 – paragraph 1 – point 10
(10) ‘transport users’ means households, NEETs and students, irrespective of the income level of their households or micro- enterprises and SMEs that use various transport, freight and mobility options;
Amendment 174 #
2021/0206(COD)
(12 a) ‘vulnerable SMEs’ means SMEs that are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC;
Amendment 174 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 11
Article 2 – paragraph 1 – point 11
(11) ‘vulnerable households’ means households in energy and transport poverty or households, including lower middle- incom who face or are at risk of facing a situation of significantly limited access to quality employment, including self-employment, and/or to education and training, and/or to a decent standard of living and essential services, implying low capacities to adapt tot he cones, thatsequences of the green transition and are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
Amendment 176 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 13
Article 2 – paragraph 1 – point 13
(13) ‘vulnerable transport users’ means transport users, including from lower middle-income households, that are significantly affected by the price impacts of the inclusion of road transport into the scope of Directive 2003/87/EC and lack the means to purchase zero- and low- emission vehicles or to switch to alternative sustainable modes of transport, including public transport, particularly in rural and remote areas.
Amendment 178 #
2021/0206(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) A Social Climate Fund (‘the Fund’) should therefore be established to provide funds to the Member States to support their policies to address the social impacts of the emissions trading for buildings and road transport on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users. This should be achieved notably through temporary income support and measures and investments intended to reduce reliance on fossil fuels through increased energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to affordable and efficient zero- and low-emission mobility and transport to the benefit of vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users.
Amendment 179 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 13 a (new)
Article 2 – paragraph 1 – point 13 a (new)
(13 a) ‘social shared mobility’ is a free or low tariff rental of zero and low carbon vehicles from local social entities for households suffering by transport poverty in order to avoid social exclusion.
Amendment 182 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 12
Article 2 – paragraph 1 – point 12
(12) ‘vulnerable micro-enterprises’ means micro-enterprises that are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
Amendment 185 #
2021/0206(COD)
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
Amendment 185 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 12 a (new)
Article 2 – paragraph 1 – point 12 a (new)
(12 a) ‘vulnerable SMEs’ means SMEs that are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive2003/87/EC;
Amendment 186 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. Each Member State shall submit to the Commission a Social Climate Plan (‘the Plan’) together with the update to the integrated national energy and climate plan referred to in Article 14(2) of Regulation (EU) 2018/1999 in accordance with the procedure and timeline laid down in that Article. The Plan shall contain a coherent set of measures and investments to address the impact of carbon pricing on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in order to ensure affordable and efficient heating, cooling and mobility while accompanying and accelerating necessary measures to meet the climate targets of the Union.
Amendment 187 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. Each Member State shall submit to the Commission a Social Climate Plan (‘the Plan’) together with the update to the integrated national energy and climate plan referred to in Article 14(2) of Regulation (EU) 2018/1999 in accordance with the procedure and timeline laid down in that Article. The Plan shall contain a coherent set of measures and investments to address the impact of carbon pricing on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in order to ensure affordable heating, cooling and mobility while accompanying and accelerating necessary measures to meet the climate targets of the Union.
Amendment 189 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 13
Article 2 – paragraph 1 – point 13
(13) ‘vulnerable transport users’ means transport users, including from lower middle-income households, that are significantly affected by the price impacts of the inclusion of road transport into the scope of Directive 2003/87/EC and lack the means to purchase zero- and low- emission vehicles or to switch to alternative sustainable modes of transport, including public transport, particularly in rural and remote areas.
Amendment 191 #
2021/0206(COD)
Proposal for a regulation
Recital 13 b (new)
Recital 13 b (new)
(13b) Support should be provided for accessing to quality employment, notably through tailored job search assistance and flexible and modular learning courses that also target green and digital skills where appropriate; consider also Well- designed, targeted and time-bound employment programmes should also be considered in order to prepare beneficiaries via training, in particular people in vulnerable situations, for continued participation in the labour market.
Amendment 192 #
2021/0206(COD)
Proposal for a regulation
Recital 13 c (new)
Recital 13 c (new)
(13c) Job creation is crucial in the context of this Regulation, in particular in territories most affected by the green transition and, where appropriate. The Commission and the Member States should facilitate access to finance and markets for micro, small and medium- sized enterprises with a view to promoting competitiveness, innovation and employment across the single market, including in sectors of strategic relevance in national and local contexts.
Amendment 195 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. Each Member State shall submit to the Commission a Social Climate Plan (‘the Plan’) together with the update to the integrated national energy and climate plan referred to in Article 14(2) of Regulation (EU) 2018/1999 in accordance with the procedure and timeline laid down in that Article. The Plan shall contain a coherent set of measures and investments to address the impact of carbon pricing on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in order to ensure affordable and efficient heating, cooling and mobility while accompanying and accelerating necessary measures to meet the climate targets of the Union.
Amendment 201 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point a
Article 3 – paragraph 3 – point a
(a) finance measures and investments to increase energy efficiency of buildings, to implement energy efficiency improvement measures, to carry out building renovation, including addressing seismic, fire and electrical safety renovations, and to decarbonise heating and cooling of buildings, including the integration of energy production from renewable energy sources;
Amendment 204 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point a
Article 3 – paragraph 3 – point a
(a) finance measures and investments to increase energy efficiency of buildings, to implement energy efficiency improvement measures, to carry out building renovation, and to decarbonise heating and cooling of buildings, including the integration of energy production from renewable and carbon neutral energy sources;
Amendment 205 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point a
Article 3 – paragraph 3 – point a
(a) finance measures and investments to increase energy efficiency of buildings, to implement energy efficiency improvement measures, to carry out building renovation, and to decarbonise heating and cooling of buildings, including the integration of energy production from renewable and carbon neutral energy sources;
Amendment 207 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point b
Article 3 – paragraph 3 – point b
(b) finance measures and investments to increase the uptake of zero- and low- emission mobility and transport, while maintaining technological neutrality.
Amendment 211 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point b
Article 3 – paragraph 3 – point b
(b) finance measures and investments to increase the uptake of zero- and low- emission mobility and transport, while respecting technological neutrality.
Amendment 214 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a
Article 4 – paragraph 1 – point a
(a) detailed figures on the number of vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users, specific reduction goals of these figures and concrete measures and investments in accordance with Article 3 to reduce the negative effects referred to in point (c) of this paragraph together with an explanation of how they would contribute effectively to the achievement of the objectives set out in Article 1 within the overall setting of a Member State’s relevant policies;
Amendment 219 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b
Article 4 – paragraph 1 – point b
(b) concrete accompanying measures needed to implement and accomplish the measures and investments of the Plan and reduce the effects referred to in point (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;.
Amendment 221 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
Article 4 – paragraph 1 – point b a (new)
(b a) (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
Amendment 221 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b
Article 4 – paragraph 1 – point b
(b) concrete accompanying measures needed to implement and accomplish the measures and investments of the Plan and reduce the effects referred to in point (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
Amendment 223 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
Article 4 – paragraph 1 – point b a (new)
(b a) (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
Amendment 224 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) an estimate of the likely effects of that increase in prices on households, and in particular on incidence of energy poverty and transport poverty, on micro- enterprises, SMEs and on transport users, comprising in particular an estimate and the identification of vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users; these impacts are to be analysed with a sufficientthe appropriate level of regional disaggregation, taking into account the national specificities and elements such as access to public transport and basic services and identifying the areas mostly affected, particularly territories whi, shared mobility, availability of efficient transport infrastructure and also alternative fuel infrastructure including ch are remote and ruralging infrastructure;
Amendment 227 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) an estimate of the likely effects of that increase in prices on households, and in particular on incidence of energy poverty, on micro-enterprises, SMEs and on transport users, comprising in particular an estimate and the identification of vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users; these impacts are to be analysed with a sufficient level of regional disaggregation, taking into account elements such as access to public transport and basic services and identifying the areas mostly affected, particularly territories which are remote and rural;
Amendment 227 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) an estimate of the likely effects of that increase in prices on households, and in particular on incidence of energy poverty and transport poverty, on micro- enterprises, SMEs and on transport users, comprising in particular an estimate and the identification of vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users; these impacts are to be analysed with a sufficientthe appropriate level of regional disaggregation, taking into account the national specificities and elements such as access to public transport and basic services and identifying the areas mostly affected, particularly territories whi, shared mobility, availability of efficient transport infrastructure and also alternative fuel infrastructure including ch are remote and ruralging infrastructure;
Amendment 231 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point d
Article 4 – paragraph 1 – point d
(d) where the Plan provides for measures referred to in Article 3(2), the criteria for the identification of eligible final recipients, the indication of the envisaged time limit for the measures in question and their justification on the basis of a quantitative estimate and a qualitative explanation of how the measures in the Plan are expected to reduce energy and transport poverty and the vulnerability of households, micro-enterprises, SMEs and transport users to an increase of road transport and heating fuel prices;
Amendment 232 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point d
Article 4 – paragraph 1 – point d
(d) where the Plan provides for measures referred to in Article 3(2), the criteria for the identification of eligible final recipients, the indication of the envisaged time limit for the measures in question and their justification on the basis of a quantitative estimate and a qualitative explanation of how the measures in the Plan are expected to reduce energy and transport poverty and the vulnerability of households, micro-enterprises, SMEs and transport users to an increase of road transport and heating fuel prices;
Amendment 235 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point d
Article 4 – paragraph 1 – point d
(d) where the Plan provides for measures referred to in Article 3(2), the criteria for the identification of eligible final recipients, the indication of the envisaged time limit for the measures in question and their justification on the basis of a quantitative estimate and a qualitative explanation of how the measures in the Plan are expected to reduce energy and transport poverty and the vulnerability of households, micro-enterprises, SMEs and transport users to an increase of road transport and heating fuel prices;
Amendment 237 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) envisaged specific milestones, targets and an indicative timetable for the implementation of the measures and investments to be completed by 31 July 2032;
Amendment 238 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) envisaged milestones, targets and an indicative timetable for the implementation of the measures and investments to be completed by 31 July 20324;
Amendment 240 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) envisaged specific milestones, targets and an indicative timetable for the implementation of the measures and investments to be completed by 31 July 20324;
Amendment 244 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point i
Article 4 – paragraph 1 – point i
(i) the arrangements for the effective monitoring and implementation of the Plan by the Member State concerned, in particular of the proposed milestones and targets, including indicators for the implementation of measures and investments, which, where relevant, shall be those available with the Statistical office of the European Union European Statistical Office and the European Energy Poverty Observatory as identified by Commission Recommendation 2020/156354 on energy poverty; indicators related to transport poverty shall be regularly collected by European Statistical office and Transport Poverty Observatory shall be created by the European Commission; _________________ 54 OJ L 357, 27.10.2020, p. 35. 54
Amendment 245 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point i
Article 4 – paragraph 1 – point i
(i) the arrangements for the effective monitoring and implementation of the Plan by the Member State concerned, in particular of the proposed milestones and targets, including indicators for the implementation of measures and investments, which, where relevant, shall be those available with the Statistical office of the European Union European Statistical Office and the European Energy Poverty Observatory as identified by Commission Recommendation 2020/156354 on energy poverty; indicators related to transport poverty shall be regularly collected by European Statistical office and Transport Poverty Observatory shall be created by the European Commission; _________________ 54 OJ L 357, 27.10.2020, p. 35.
Amendment 247 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point j
Article 4 – paragraph 1 – point j
(j) for the preparation and, where available, for the implementation of the Plan, a summary of the consultation process, conducted in accordance with Article 10 of Regulation (EU) 2018/1999 and with the national legal framework, of local and regional authorities, social partners, civil society organisations, youth organisations and other relevant stakeholders, and how the input of the stakeholders is reflected in the Plan;
Amendment 250 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point j
Article 4 – paragraph 1 – point j
(j) for the preparation and, where available, for the implementation of the Plan, a summary of the consultation process, conducted in accordance with Article 10 of Regulation (EU) 2018/1999 and with the national legal framework, of local and regional authorities, social partners, civil society organisations, youth organisations and other relevant stakeholders, and how the input of the stakeholders is reflected in the Plan;
Amendment 250 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
2. The Plans shall be consistent with the information included and the commitments made by the Member States under the European Pillar of Social Rights Action Plan and the European Social Fund Plus (ESF+) established by Regulation (EU) 2021/1057, under their cohesion policy operational programmes under Regulation (EU) 2021/105855 , under their Recovery and Resilience Plans in accordance with Regulation (EU) 2021/241 of the European Parliament and of the Council56 , under their long-term buildings renovation strategies pursuant to Directive 2010/31/EU and under their updated integrated national energy and climate plans under Regulation (EU) 2018/1999. They shall also be complementary to the Territorial Just Transition Plans pursuant to Regulation (EU) 2021/1056 of the European Parliament and of the Council57 . _________________ 55Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund (OJ L 231, 30.6.2021, p. 60). 56Regulation (EU) 2021/241 of the European Parliament and of the Council of 12 February 2021 establishing the Recovery and Resilience Facility (OJ L 57, 18.2.2021, p. 17). 57Regulation (EU) 2021/1056 of the European Parliament and of the Council of 24 June 2021 establishing the Just Transition Fund (OJ L 231, 30.6.2021, p. 1).
Amendment 252 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
2. The Plans shall be consistent with the information included and the commitments made by the Member States under the European Pillar of Social Rights Action Plan and the European Social Fund Plus (ESF+) established by Regulation (EU) 2021/1057, under their cohesion policy operational programmes under Regulation (EU) 2021/105855 , under their Recovery and Resilience Plans in accordance with Regulation (EU) 2021/241 of the European Parliament and of the Council56 , under their long-term buildings renovation strategies pursuant to Directive 2010/31/EU and under their updated integrated national energy and climate plans under Regulation (EU) 2018/1999. They shall also be complementary to the Territorial Just Transition Plans pursuant to Regulation (EU) 2021/1056 of the European Parliament and of the Council57 . _________________ 55Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund (OJ L 231, 30.6.2021, p. 60). 56Regulation (EU) 2021/241 of the European Parliament and of the Council of 12 February 2021 establishing the Recovery and Resilience Facility (OJ L 57, 18.2.2021, p. 17). 57Regulation (EU) 2021/1056 of the European Parliament and of the Council of 24 June 2021 establishing the Just Transition Fund (OJ L 231, 30.6.2021, p. 1).
Amendment 257 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point c
Article 5 – paragraph 2 – point c
(c) zero- and low-emission mobility and transport, while maintaining technological neutrality;
Amendment 258 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point c
Article 5 – paragraph 2 – point c
(c) zero- and low-emission mobility and transport, while respecting technological neutrality;
Amendment 264 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point e
Article 5 – paragraph 2 – point e
(e) reductions in the number of vulnerable households, especially households in energy poverty, of vulnerable micro-enterprises, vulnerable SMEs and of vulnerable transport users, including in rural and remote areas.
Amendment 265 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point e
Article 5 – paragraph 2 – point e
(e) reductions in the number of vulnerable households, especially households in energy poverty and transport poverty, of vulnerable micro- enterprises, SMEs and of vulnerable transport users, including in rural and remote areas.
Amendment 265 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point e
Article 5 – paragraph 2 – point e
(e) reductions in the number of vulnerable households, especially households in energy poverty and transport poverty, of vulnerable micro- enterprises, SMEs and of vulnerable transport users, including in rural and remote areas.
Amendment 269 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
Amendment 271 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
Amendment 278 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – introductory part
Article 6 – paragraph 2 – introductory part
2. Member States may include the costs of the following measures and investments in the estimated total costs of the Plans, provided they principally benefit vulnerable households, vulnerable micro- enterprises, vulnerable SMEs or vulnerable transport users and intend to:
Amendment 279 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
1. Member States may include the costs of measures providing temporary direct income support to vulnerable households and vulnerable households that are transport users to absorb the increase in road transport and heating fuel prices. Such supportdirect income support shall not exceed 25% of the costs of Member States national plans and shall decrease over time and be limited to the direct impact of the emission trading for buildings and road transport. Eligibility for such direct income support shall cease within the time limits identified under Article 4(1) point (d).
Amendment 283 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – introductory part
Article 6 – paragraph 2 – introductory part
2. After requesting guidance to the Commission on investments in the context of this paragraph, Member States may include the costs of the following measures and investments in the estimated total costs of the Plans, provided they principally benefit vulnerable households, vulnerable micro- enterprises, vulnerable SMEs or vulnerable transport users and intend to:
Amendment 285 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point b
Article 6 – paragraph 2 – point b
(b) contribute to the decarbonisation, including the electrification, of heating and cooling of, and cooking in, buildings and the integration of energy from renewable and carbon neutral sources that contribute to the achievements of energy savings;
Amendment 286 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – introductory part
Article 6 – paragraph 2 – introductory part
2. Member States may include the costs of the following measures and investments in the estimated total costs of the Plans, provided they principally benefit vulnerable households, vulnerable SMEs, vulnerable micro- enterprises or vulnerable transport users and intend to:
Amendment 294 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point d
Article 6 – paragraph 2 – point d
(d) provide access to zero- and low- emission vehicles and bikesother means of transport, , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure, including for recharging and refuelling; for support concerning low-emission vehicles, a timetable for gradually reducing the support shall be providedalternative fuels infrastructure networks;
Amendment 296 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point b
Article 6 – paragraph 2 – point b
(b) contribute to the decarbonisation, including the electrification, of heating and cooling of, powering appliances and cooking in, buildings and the integration of energy from renewable sources that contribute to the achievements of energy savings;
Amendment 297 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point b
Article 6 – paragraph 2 – point b
(b) contribute to the decarbonisation, including the electrification, of heating and cooling of, and cooking in, buildings and the integration of energy from renewable and carbon neutral sources that contribute to the achievements of energy savings;
Amendment 299 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point e
Article 6 – paragraph 2 – point e
(e) grant free access to public transport orand adapted tariffs for access to public transport, as well as fostering sustainable and carbon neutral mobility on demand and shared mobility services;
Amendment 302 #
2021/0206(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Member States should submit their Plans together with the update of their integrated national energy and climate plansand transport and infrastructure plans (including charging infrastructure) in accordance with Article 14 of Regulation (EU) 2018/1999 of the European Parliament and of the Council35 . The Plans should include the measures to be financed, their estimated costs and the national contribution. They should also include key milestones and targets to assess the effective implementation of the measures. _________________ 35 Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
Amendment 302 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point f
Article 6 – paragraph 2 – point f
(f) support public and private entities in developing and providing affordable and efficient zero- and low-emission mobility and carbon neutral transport services and the uptake of attractive active mobility options for rural, insular, mountainous, remote and less accessible areas or for less developed regions or territories, including less developed peri-urban areas.
Amendment 306 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point c
Article 6 – paragraph 2 – point c
(c) support public and private entities in developing and providing affordable and energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the Fund;
Amendment 312 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point d
Article 6 – paragraph 2 – point d
(d) provide access to zero- and low- emission vehicles and bikesother means of transport, including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure, including for recharging and refuelling; for support concerning low-emission vehicles, a timetable for gradually reducing the support shall be providedalternative fuels infrastructure networks;
Amendment 316 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point e
Article 6 – paragraph 2 – point e
(e) grant free access to public transport orand adapted tariffs for access to public transport, as well as fostering sustainable and carbon neutral mobility on demand and shared mobility services, including social shared mobility;
Amendment 317 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point e a (new)
Article 6 – paragraph 2 – point e a (new)
(e a) create social shared mobility by granting purchase of zero and low-carbon vehicle fleet at the local social entity in order to rent those vehicles and allow sharing among transport vulnerable households especially for occasions where public transport and other means of transport does not provide sufficient solutions;
Amendment 318 #
2021/0206(COD)
Proposal for a regulation
Article 8 – title
Article 8 – title
8 Pass-on of benefits to households, micro-enterprises, SMEs and transport users
Amendment 319 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point f
Article 6 – paragraph 2 – point f
(f) support public and private entities in developing and providing affordable and efficient zero- and low-emission mobility and carbon neutral transport services and the uptake of attractive active mobility options for rural, insular, mountainous, remote and less accessible areas or for less developed regions or territories, including less developed peri-urban areas.
Amendment 320 #
2021/0206(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States may include into the estimated total costs financial support provided to public or private entities other than vulnerable households, vulnerable micro-enterprises vulnerable SMEs, and vulnerable transport uses, if those entities carry out measures and investments ultimately benefitting vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users.
Amendment 323 #
2021/0206(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
Member States shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households, micro- enterprises, SMEs and transport users.
Amendment 326 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. The financial envelope for the implementation of the Fund for the period 2025-2027 shall be minimally EUR 23 700 000 000 in current prices.
Amendment 332 #
2021/0206(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The financial envelope of the Fund should, in principle, be commensurate to amounts corresponding to 25% of the expected revenues from the inclusion of buildings and road transport into the scope of Directive 2003/87/EC in the period 2026-2032. Pursuant to Council Decision (EU, Euratom) 2020/205341 , Member States should make those revenues available to the Union general budget as own resources. Member States are to co-finance 50% of the total coststheir Plan differently, depending ofn their Plan themselvesGDP per capita. For this purpose, as well as for investment and measures to accelerate and alleviate the required transition for citizens negatively affected, Member States should inter alia use their expected revenues from emissions trading for buildings and road transport under Directive 2003/87/EC for that purpose. _________________ 41 Council Decision (EU, Euratom) 2020/2053 of 14 December 2020 on the system of own resources of the European Union and repealing Decision 2014/335/EU, Euratom (OJ L 424, 15.12.2020, p. 1).
Amendment 333 #
2021/0206(COD)
Proposal for a regulation
Article 8 – title
Article 8 – title
8 Pass-on of benefits to households, micro-enterprises, SMEs and transport users
Amendment 334 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. The financial envelope for the implementation of the Fund for the period 2028-20324 shall be minimally EUR 48 500 000 000 in current prices, subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in Article 312 TFEU.
Amendment 336 #
2021/0206(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States may include into the estimated total costs financial support provided to public or private entities other than vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport uses, if those entities carry out measures and investments ultimately benefitting vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users.
Amendment 337 #
2021/0206(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States may include into the estimated total costs financial support provided to public or private entities other than vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport uses, if those entities carry out measures and investments ultimately benefitting vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users.
Amendment 337 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 2 a (new)
Article 9 – paragraph 2 a (new)
2 a. The fund shall be financed from the EU general budget as the fund shall be fully budgeted by the contribution of Member states stemming from the revenues related to the extension of the ETS[A1] [A2] in accordance with the Chapter IV a ofDirective2003/87/EC39a; _________________ 39aThe revised ETS Directive 2003/87/EC obliges the Member states to send 25% of the ETS2 revenues to the general EU budget to the Other resources.
Amendment 338 #
2021/0206(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
Member States shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households, micro- enterprises, SMEs and transport users.
Amendment 340 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. The financial envelope for the implementation of the Fund for the period 2025-2027 shall be at least EUR 23 700 000 000 in current prices.
Amendment 341 #
2021/0206(COD)
Proposal for a regulation
Article 10 – title
Article 10 – title
10 Resources from shared management programmes and uUse of resources
Amendment 343 #
2021/0206(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
1. Resources allocated to Member States under shared managementfrom the Fund may, at their request, be transferred to the FundPrograms under shared management, subject to the conditions set out in the relevant provisions of Regulation (EU) 2021/1060. The CommissionMember States shall implement those resources directly in accordance with Article 62(1), first subparagraph, point (ab) of Regulation (EU, Euratom) 2018/1046. Those resources shall be used exclusively for the benefit of the Member State concerned.
Amendment 345 #
2021/0206(COD)
Proposal for a regulation
Article 10 – paragraph 1 a (new)
Article 10 – paragraph 1 a (new)
1 a. If Member States opt for transfer of resources to shared management programs, the Fund shall be implemented in accordance with the relevant rules of Regulation(EU) 2021/1060.
Amendment 347 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. The financial envelope for the implementation of the Fund for the period 2028-20324 shall be at least EUR 48 500 000 000 in current prices, subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in Article 312 TFEU.
Amendment 350 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 2 a (new)
Article 9 – paragraph 2 a (new)
Amendment 353 #
2021/0206(COD)
Proposal for a regulation
Article 10 – title
Article 10 – title
10 Resources from shared management programmes and uUse of resources
Amendment 355 #
2021/0206(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
1. Resources allocated to Member States under shared managementfrom the Fund may, at their request, be transferred to the FundPrograms under shared management, subject to the conditions set out in the relevant provisions of Regulation (EU) 2021/1060. The CommissionMember States shall implement those resources directly in accordance with Article 62(1), first subparagraph, point (ab) of Regulation (EU, Euratom) 2018/1046. Those resources shall be used exclusively for the benefit of the Member State concerned.
Amendment 358 #
2021/0206(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. Member States shall contribute at least to 50 percent of the total estimated costs of their PlansThe co-financing rate, applicable to the Member States shall not be higher than: (a) 85 % for less developed regions41a, whose GDP per capita is less than 75 % of the average GDP per capita of the EU-27; (b) 70 % for transition regions, whose GDP per capita is between 75 % and 100 % of the average GDP per capita of the EU-27; (c) 50 % for more developed regions, whose GDP per capita is above 100 % of the average GDP per capita of the EU-27; (d) The co-financing rates set out under point (a) shall also apply to the outermost regions. _________________ 41aRegions corresponding to level 2 of the common classification of territorial units for statistics (‘NUTS level regions’) established by Regulation (EC) No 1059/2003 as amended by Regulation (EU) 2016/2066.
Amendment 360 #
2021/0206(COD)
Proposal for a regulation
Article 11 – paragraph 1 a (new)
Article 11 – paragraph 1 a (new)
If Member States opt for transfer of resources to shared management programs, the Fund shall be implemented in accordance with the relevant rules of Regulation(EU) 2021/1060.
Amendment 362 #
2021/0206(COD)
Proposal for a regulation
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2 a. To ensure that vulnerable, households, vulnerable microenterprises and vulnerable SMEs can receive support from the Fund as soon as possible, the Plans should be effectively implemented from the entry into force of the Social Climate Fund the Commission should be able to pre-finance an amount of up to 15% of the financial contribution of Member States.
Amendment 363 #
2021/0206(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. Member States shall contribute at least to 50 percent of the total estimated costs of their Plans. The co-financing rate, applicable to the Member States shall not be higher than: (a) 85 % for less developed regions41a, whose GDP per capita is less than 75 % of the average GDP per capita of the EU-27; (b) 70 % for transition regions, whose GDP per capita is between 75 % and 100 % of the average GDP per capita of the EU-27; (c) 50 % for more developed regions, whose GDP per capita is above 100 % of the average GDP per capita of the EU-27; (d) The co-financing rates set out under point (a) shall also apply to the outermost regions. _________________ 41aRegions corresponding to level 2 of the common classification of territorial units for statistics (‘NUTS level regions’) established by Regulation (EC) No 1059/2003 as amended by Regulation (EU) 2016/2066.
Amendment 367 #
2021/0206(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point a – point i
Article 15 – paragraph 2 – point a – point i
(i) whether the Plan represents a response to the social impact on and challenges faced by vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in the Member State concerned from establishing the emission trading system for buildings and road transport established pursuant to Chapter IVa of Directive 2003/87/EC, especially households in energy poverty and transport poverty, duly taking into account the challenges identified in the assessments of the Commission of the update of the concerned Member State’s integrated national energy and climate plan and of its progress pursuant to Article 9(3), and Articles 13 and 29 of Regulation (EU) 2018/1999, as well as in the Commission recommendations to Member States issued pursuant to Article 34 of Regulation (EU) 2018/1999 in view of the long-term objective of climate neutrality in the Union by 2050. This shall take into account the specific challenges and the financial allocation of the Member State concerned;
Amendment 375 #
2021/0206(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point a – point i
Article 15 – paragraph 2 – point a – point i
(i) whether the Plan represents a response to the social impact on and challenges faced by vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in the Member State concerned from establishing the emission trading system for buildings and road transport established pursuant to Chapter IVa of Directive 2003/87/EC, especially households in energy poverty and transport poverty, duly taking into account the challenges identified in the assessments of the Commission of the update of the concerned Member State’s integrated national energy and climate plan and of its progress pursuant to Article 9(3), and Articles 13 and 29 of Regulation (EU) 2018/1999, as well as in the Commission recommendations to Member States issued pursuant to Article 34 of Regulation (EU) 2018/1999 in view of the long-term objective of climate neutrality in the Union by 2050. This shall take into account the specific challenges and the financial allocation of the Member State concerned;
Amendment 377 #
2021/0206(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point b – point i
Article 15 – paragraph 2 – point b – point i
(i) whether the Plan is expected to have a lasting impact on the challenges addressed by that Plan and in particular on vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users, especially households in energy poverty and transport poverty, in the Member State concerned;
Amendment 378 #
2021/0206(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point a – point i
Article 15 – paragraph 2 – point a – point i
(i) whether the Plan represents a response to the social impact on and challenges faced by vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in the Member State concerned from establishing the emission trading system for buildings and road transport established pursuant to Chapter IVa of Directive 2003/87/EC, especially households in energy poverty, duly taking into account the challenges identified in the assessments of the Commission of the update of the concerned Member State’s integrated national energy and climate plan and of its progress pursuant to Article 9(3), and Articles 13 and 29 of Regulation (EU) 2018/1999, as well as in the Commission recommendations to Member States issued pursuant to Article 34 of Regulation (EU) 2018/1999 in view of the long-term objective of climate neutrality in the Union by 2050. This shall take into account the specific challenges and the financial allocation of the Member State concerned;
Amendment 384 #
2021/0206(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point b – point i
Article 15 – paragraph 2 – point b – point i
(i) whether the Plan is expected to have a lasting impact on the challenges addressed by that Plan and in particular on vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users, especially households in energy poverty and transport poverty, in the Member State concerned;
Amendment 386 #
2021/0206(COD)
(i) whether the Plan is expected to have a lasting impact on the challenges addressed by that Plan and in particular on vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users, especially households in energy poverty, in the Member State concerned;
Amendment 392 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 2
Article 18 – paragraph 2
2. The individual legal commitment covering the period 2028-20324 shall be concluded subject to the availability of the amounts referred to in Article 9(2) of this Regulation under the annual ceilings of the multiannual financial framework referred to in Article 312 TFEU.
Amendment 393 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
3. Budgetary commitments may be based on global commitments and, where appropriate, may be broken down into annual instalments spread over several years.
Amendment 398 #
2021/0206(COD)
Proposal for a regulation
Article 23 – paragraph 1 – point a
Article 23 – paragraph 1 – point a
(a) detailed quantitative information on the number of households in energy poverty and transport poverty;
Amendment 400 #
2021/0206(COD)
Proposal for a regulation
Article 23 – paragraph 1 – point b
Article 23 – paragraph 1 – point b
(b) when applicable, detailed information on progress towards the national indicative objective to reduce the number of households in energy poverty and transport poverty;
Amendment 403 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 2
Article 18 – paragraph 2
2. The individual legal commitment covering the period 2028-20324 shall be concluded subject to the availability of the amounts referred to in Article 9(2) of this Regulation under the annual ceilings of the multiannual financial framework referred to in Article 312 TFEU.
Amendment 404 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
3. Budgetary commitments may be based on global commitments and, where appropriate, may be broken down into annual instalments spread over several years.
Amendment 409 #
2021/0206(COD)
Proposal for a regulation
Article 24 – paragraph 2
Article 24 – paragraph 2
2. By 31 December 20335, the Commission shall provide the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions with an independent ex post evaluation report.
Amendment 410 #
2021/0206(COD)
Proposal for a regulation
Article 23 – paragraph 1 – point a
Article 23 – paragraph 1 – point a
(a) detailed quantitative information on the number of households in energy poverty and transport poverty;
Amendment 411 #
2021/0206(COD)
Proposal for a regulation
Article 23 – paragraph 1 – point b
Article 23 – paragraph 1 – point b
(b) when applicable, detailed information on progress towards the national indicative objective to reduce the number of households in energy poverty and transport poverty;
Amendment 416 #
2021/0206(COD)
Proposal for a regulation
Article 24 – paragraph 2
Article 24 – paragraph 2
2. By 31 December 20335, the Commission shall provide the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions with an independent ex post evaluation report.
Amendment 420 #
2021/0206(COD)
Proposal for a regulation
Article 1 – paragraph 4
Article 1 – paragraph 4
The general objective of the Fund is to contribute to the transition towards climate neutrality by addressing the social impacts of the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC. The specific objective of the Fund is to support vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users through temporary direct income support and through measures and investments intended to increase energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to efficient and affordable zero- and low-emission mobility and transport while maintaining technology neutrality.
Amendment 436 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1
Article 2 – paragraph 1 – point 1
(1) ‘building renovation’ means all kinds of energy-related building renovation, including the insulation of the building envelope, that is to say walls, roof, floor, the replacement of windows, the replacement of heating, cooling and cooking appliances, and the installation of on-site production of energy from renewable and carbon neutral sources;
Amendment 438 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
(2) ‘energy poverty’ means energy poverty asthe situation defined in point [Article 2(49)] of Article 2 of Directive (EU) [yyyy/nnn] of the of the European Parliamentthe Energy Efficiency Directive recast27a, namely a ‘household’s lack of access to essential energy services that underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and of the Council50 ; _________________ 50 [Directive (EU) [yyyy/nnn] of the of the European Parliament and of the Council (OJ C […], […], p. […]).] [Proposal for recast of Directive 2012/27/EU on energy efficiency]r relevant policies’28a; _________________ 27a Proposal for a Directive of the European Parliament and of the Council on energy efficiency (recast), COM(2021) 558 final. 28a While it is left to Member States to define the concept of ‘vulnerable customers’, it comprises households unable to heat or cool their homes adequately and/or having arrears in paying their utility bills in line with Commission Recommendation on energy poverty, C/2020/9600 final (OJ L 357, 27.10.2020, p. 35).
Amendment 446 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2 a (new)
Article 2 – paragraph 1 – point 2 a (new)
(2a) ‘transport poverty’ means poverty affecting households and users that have a high share of mobility expenditure to disposable income or a limited availability of affordable, efficient interconnected modes of individual or public transport required to meet essential socio-economic needs, with a particular focus on households in rural, insular, mountainous, outermost regions, remote and less accessible areas or less developed regions or territories, including less developed peri-urban areas, caused by one or a combination of the following factors: high fuel expenditures, the phase- out of fossil fuels, high costs of the uptake of zero or low-carbon vehicles, non- sufficient transport infrastructure and alternative fuel infrastructure including electric charging, high costs or lack of availability of adequate, efficient and affordable public modes of transport;
Amendment 456 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 9 a (new)
Article 2 – paragraph 1 – point 9 a (new)
Amendment 460 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 10
Article 2 – paragraph 1 – point 10
(10) ‘transport users’ means households, people Not engaged in Education, Employment or Training (NEETs) and students, irrespective of the income level of their households or micro-enterprises and SMEs that use various transport, freight and mobility options;
Amendment 467 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 11
Article 2 – paragraph 1 – point 11
(11) ‘vulnerable households’ means households in energy and transport poverty or households, including lower middle- incom who face or are at risk of facing a situation of significantly limited access to quality employment, including self-employment, and/or to education and training, and/or to a decent standard of living and essential services, implying low capacities to adapt to the cones, thatsequences of the green transition and are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
Amendment 480 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 12
Article 2 – paragraph 1 – point 12
(12) ‘vulnerable micro-enterprises’ means micro-enterprises that are significantly affected by the price impacts of the inclusion of buildings into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
Amendment 489 #
2021/0206(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 12 a (new)
Article 2 – paragraph 1 – point 12 a (new)
(12a) ‘vulnerable SMEs’ means SMEs that are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive2003/87/EC;
Amendment 555 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point a
Article 3 – paragraph 3 – point a
(a) finance measures and investments to increase energy efficiency of buildings, to implement energy efficiency improvement measures, to carry out building renovation, and to decarbonise heating and cooling of buildings, including the integration of energy production from renewable and carbon neutral energy sources;
Amendment 566 #
2021/0206(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point b
Article 3 – paragraph 3 – point b
(b) finance measures and investments to increase the uptake of zero- and low- emission mobility and transport, while maintaining technological neutrality.
Amendment 583 #
2021/0206(COD)
(b) concrete accompanying measures needed to accomplishimplement the measures and investments of the Plan and reduce the effects referred to in point (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
Amendment 587 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
Article 4 – paragraph 1 – point b a (new)
(ba) information on existing or planned financing of measures and investments from other Union, international, public or private sources;
Amendment 590 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) an estimate of the likely effects of that increase in prices on households, and in particular on incidence of energy poverty and transport poverty, on micro- enterprises, SMEs and on transport users, comprising in particular an estimate and the identification of vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users; these impacts are to be analysed with a sufficientthe appropriate level of regional disaggregation, taking into account the national specificities and elements such as access to public transport and basic services and identifying the areas mostly affected, particularly territories whi, shared mobility, availability of efficient transport infrastructure and also alternative fuel infrastructure including ch are remote and ruralging infrastructure;
Amendment 616 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) envisaged specific milestones, targets and an indicative timetable for the implementation of the measures and investments to be completed by 31 July 20324;
Amendment 635 #
2021/0206(COD)
(i) the arrangements for the effective monitoring and implementation of the Plan by the Member State concerned, in particular of the proposed milestones and targets, including indicators for the implementation of measures and investments, which, where relevant, shall be those available with the Statistical office of the European Union European Statistical Office and the European Energy Poverty Observatory as identified by Commission Recommendation 2020/156354 on energy poverty; indicators related to transport poverty shall be regularly collected by European Statistical office and Transport Poverty Observatory shall be created by the European Commission; _________________ 54 OJ L 357, 27.10.2020, p. 35.
Amendment 639 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point j
Article 4 – paragraph 1 – point j
(j) for the preparation and, where available, for the implementation of the Plan, a summary of the consultation process, conducted in accordance with Article 10 of Regulation (EU) 2018/1999 and with the national legal framework, of local and regional authorities, social partners, civil society organisations, youth organisations and other relevant stakeholders, and how the input of the stakeholders is reflected in the Plan;
Amendment 644 #
2021/0206(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
2. The Plans shall be consistent with the information included and the commitments made by the Member States under the European Pillar of Social Rights Action Plan and the European Social Fund Plus (ESF+) established by Regulation (EU) 2021/1057, under their cohesion policy operational programmes under Regulation (EU) 2021/105855 , under their Recovery and Resilience Plans in accordance with Regulation (EU) 2021/241 of the European Parliament and of the Council56 , under their long-term buildings renovation strategies pursuant to Directive 2010/31/EU and under their updated integrated national energy and climate plans under Regulation (EU) 2018/1999. They shall also be complementary to the Territorial Just Transition Plans pursuant to Regulation (EU) 2021/1056 of the European Parliament and of the Council57 . _________________ 55 Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund (OJ L 231, 30.6.2021, p. 60). 56 Regulation (EU) 2021/241 of the European Parliament and of the Council of 12 February 2021 establishing the Recovery and Resilience Facility (OJ L 57, 18.2.2021, p. 17). 57 Regulation (EU) 2021/1056 of the European Parliament and of the Council of 24 June 2021 establishing the Just Transition Fund (OJ L 231, 30.6.2021, p. 1).
Amendment 666 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point c
Article 5 – paragraph 2 – point c
(c) zero- and low-emission mobility and transport, while maintaining technological neutrality;
Amendment 686 #
2021/0206(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
Amendment 743 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point b
Article 6 – paragraph 2 – point b
(b) contribute to the decarbonisation, including the electrification, of heating and cooling of, and cooking in, buildings and the integration of energy from renewable and carbon neutral sources that contribute to the achievements of energy savings;
Amendment 759 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point d
Article 6 – paragraph 2 – point d
(d) provide access to zero- and low- emission vehicles and bikesother means of transport, including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure, including for recharging and refuelling; for support concerning low-emission vehicles, a timetable for gradually reducing the support shall be providedalternative fuels infrastructure networks;
Amendment 773 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point e
Article 6 – paragraph 2 – point e
(e) grant free access to public transport orand adapted tariffs for access to public transport, as well as fostering sustainable and carbon neutral mobility on demand and shared mobility services;
Amendment 781 #
2021/0206(COD)
Proposal for a regulation
Article 6 – paragraph 2 – point f
Article 6 – paragraph 2 – point f
(f) support public and private entities in developing and providing affordable and efficient zero- and low-emission mobility and carbon neutral transport services and the uptake of attractive active mobility options for rural, insular, mountainous, remote and less accessible areas or for less developed regions or territories, including less developed peri-urban areas.
Amendment 846 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. The financial envelope for the implementation of the Fund for the period 2028-20324 shall be minimally EUR 48 500 000 000 in current prices, subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in Article 312 TFEU.
Amendment 854 #
2021/0206(COD)
Proposal for a regulation
Article 9 – paragraph 2 a (new)
Article 9 – paragraph 2 a (new)
2a. The fund shall be financed from the EU general budget as the fund shall be fully budgeted by the contribution of Member states stemming from the revenues related to the extension of the ETS[A1] [A2] in accordance with the Chapter IV a ofDirective2003/87/EC39a; _________________ 39a The revised ETS Directive 2003/87/EC obliges the Member states to send 25% of the ETS2 revenues to the general EU budget to the Other resources.
Amendment 863 #
2021/0206(COD)
Proposal for a regulation
Article 10 – title
Article 10 – title
10 Resources from shared management programmes and uUse of resources
Amendment 865 #
2021/0206(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
1. Resources allocated to Member States under shared managementfrom the Fund may, at their request, be transferred to the FundPrograms under shared management, subject to the conditions set out in the relevant provisions of Regulation (EU) 2021/1060. The CommissionMember States shall implement those resources directly in accordance with Article 62(1), first subparagraph, point (ab) of Regulation (EU, Euratom) 2018/1046. Those resources shall be used exclusively for the benefit of the Member State concerned.
Amendment 883 #
2021/0206(COD)
Proposal for a regulation
Article 11 – paragraph 1 a (new)
Article 11 – paragraph 1 a (new)
If Member States opt for transfer of resources to shared management programs, the Fund shall be implemented in accordance with the relevant rules of Regulation (EU) 2021/1060.
Amendment 901 #
2021/0206(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. Member States shall contribute at least to 50 percent of the total estimated costs of their Plans. The co-financing rate, applicable to the Member States shall not be higher than: (a) 85 % for less developed regions41a, whose GDP per capita is less than 75 % of the average GDP per capita of the EU-27; (b) 70 % for transition regions, whose GDP per capita is between 75 % and 100 % of the average GDP per capita of the EU-27; (c) 50 % for more developed regions, whose GDP per capita is above 100 % of the average GDP per capita of the EU-27; (d) The co-financing rates set out under point (a) shall also apply to the outermost regions. _________________ 41a Regions corresponding to level 2 of the common classification of territorial units for statistics (‘NUTS level regions’) established by Regulation (EC) No 1059/2003 as amended by Regulation (EU) 2016/2066.
Amendment 1012 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 2
Article 18 – paragraph 2
2. The individual legal commitment covering the period 2028-20324 shall be concluded subject to the availability of the amounts referred to in Article 9(2) of this Regulation under the annual ceilings of the multiannual financial framework referred to in Article 312 TFEU.
Amendment 1013 #
2021/0206(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
3. Budgetary commitments may be based on global commitments and, where appropriate, may be broken down into annual instalments spread over several years.
Amendment 1092 #
2021/0206(COD)
Proposal for a regulation
Article 24 – paragraph 2
Article 24 – paragraph 2
2. By 31 December 20335, the Commission shall provide the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions with an independent ex post evaluation report.
Amendment 41 #
2021/0205(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Over the past decades, air transport has played a crucial role in the Union's economy and in the everyday lives of Union citizens, as one of the best performing and most dynamic sectors of the Union economy. It has been a strong driver for economic growth, jobs, trade and tourism, as well as for connectivity and mobility for businesses and citizens alike, as well as one of the main connector for and from outermost regions and the mainland, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy.
Amendment 47 #
2021/0205(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) From 2020, air transport has been one of the hardest hit sector by the COVID-19 crisis. With the perspective of an end to the pandemic in sight, it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. At the same time, emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. Therefore, it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the Union’s climate goals, with high levels of connectivity, safety and security., avoiding the possible raise of air fares and the reduction of flight frequencies;
Amendment 51 #
2021/0205(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The functioning of the Union air transport sector is determined by its cross- border nature across the Union, and by its global dimension. The aviation internal market is one of the most integrated sectors in the Union, governed by uniform rules on market access and operating conditions. The air transport external policy is governed by rules established at global level at the International Civil Aviation Organisation (ICAO), as well as by comprehensive multilateral or bilateral agreements between the Union or its Member States, and third countries. The Union external aviation policy should promote convergence on the use of sustainable aviation fuels and, if appropriate, should establish specific provisions on the use of sustainable aviation fuels within the comprehensive multilateral and bilateral air transport agreements between the EU or its Member States ;
Amendment 58 #
2021/0205(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The air transport market is subject to strong competition between economic actors globally and across the Union, for which a level playing field is indispensable. The stability and prosperity of the air transport market and its economic actors relies on a clear and harmonised policy framework where aircraft operators, airports and the relevant parties involved in fuel supply and other aviation actors can operate on the basis of equal opportunities. Where market distortions occur, they risk putting aircraft operators or airports at a disadvantage with internal or external competitors. In turn, this can result in a loss of competitiveness of the air transport industry, and a loss of air connectivity for citizens and businesses.
Amendment 60 #
2021/0205(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) In particular, it is essential to ensure a level playing field across the Union air transport market regarding aviation fuel, which account for a substantial share of aircraft operators’ costs. Variations in fuel prices can affect significantly aircraft operators’ economic performance and negatively impact competition on the market, reduce the attractiveness of the aviation sector and therefore mobility, with high fuel prices translated directly into high end-consumer fares. Where differences in aviation fuel prices exist between Union airports or between Union and non-Union airports, this can lead aircraft operators to adapt their refuelling strategies for economic reasonsin order to remain competitive. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. SOn the other hand, refuelling obligations are costly for aircraft operators as they prolong the turn-around times and reduces operational capacity of the airports, especially in peak hours. The tankering on short haul flights has rather limited impact on fuel consumption and fuel burn. Nevertheless, some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector, leading to market distortions and be harmful to air connectivity. This Regulation should set up balanced measures to prevent suchall possible adverse practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.
Amendment 67 #
2021/0205(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The Communication on a Sustainable and Smart Mobility Strategy10 adopted by the Commission in December 2020 sets a course of action for the EU transport system to achieve its green and digital transformation and become more resilient. The decarbonisation of the air transport sector is a necessary and challenging process, especially in the short term. Technological advancements and a strong commitment from the industry, pursued in European and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions reductions. Whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades, sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges, already in the short term but also in the medium and long term. However, this potential is currently largely untapped and needs support over time for the development and deployment of mature and new sustainable aviation fuels and on research for new aircraft engines and technologies. _________________ 10 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.
Amendment 78 #
2021/0205(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Sustainable aviation fuels are liquid, drop-in fuels, fully fungible with conventional aviationfuels which save 55% of greenhouse gases as compared with fossil fuels and are compatible with existing aircraft engines. Several production pathways of sustainable aviation fuels have been certified at global level for use in civil or military aviation. SAmong sustainable aviation fuels some are technologically ready to play an important role in reducing emissions from air transport already in the very short term. They are expected to account for a major part of the aviation fuel mix in the medium and long term. Further, with the support of appropriate international fuel standards, sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator, thus helping to reduce other non-CO2 emissions. Other alternatives to power aircraft, which should also be supported and covered by this Regulation, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.
Amendment 81 #
2021/0205(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The gradual introduction of sustainable aviation fuels on the air transport market will represent an additional fuel cost for airlines, as such fuel technologies are currently more expensive to produce than conventional aviation fuel. This is expected to exacerbate the pre-existing issues of level playing field on the air transport market as regards aviation fuel, and to cause further distortions among aircraft operators and airports. This regulation should take measures to prevent that the introduction of sustainable aviation fuels affects negatively the competitiveness of the aviation sector by defining harmonised requirements across the Union., avoiding different blending mandates at national level;
Amendment 87 #
2021/0205(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) At global level, sustainable aviation fuels are regulated at ICAOnd defined at ICAO and the Union should follow similar approach to align Union aviation framework with those international standards with the aim of promoting sustainable aviation fuels at global level. In particular, ICAO establishes detailed requirements on the sustainability, traceability and accounting of sustainable aviation fuels for use on flights covered by the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). While incentives are set in CORSIA and sustainable aviation fuels are considered an integral pillar of the work on the feasibility of a Long-Term Aspiration Goal for international aviation, there is currently no mandatory scheme on the use of sustainable aviation fuels for international flights. Comprehensive multilateral or bilateral air transport agreements between the EU or its Member States, and third countries generally include provisions on environmental protection. However, for the time being, such provisions do not impose on contracting parties any binding requirements on the use of sustainable aviation fuels.
Amendment 104 #
2021/0205(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) The present Regulation should apply to aircraft engaged in civil aviation, carrying out commercial air transport flights. It should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian, search, rescue, disaster relief or medical purposes, as well as customs, police and fire-fighting operations. Indeed, flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. Due to the nature of their operations, they may not always be in a position to fulfil obligations under this Regulation, as it may represent unnecessary burden. In order to cater for a level playing field across the EU aviation single market, this regulation should cover the largest possible share of commercial air traffic operated from airports located on EU territory. At the same time, in order to safeguard air connectivity for the benefits of EU citizens, businesses and regions, it is important to avoid imposing undue burden on air transport operations at small airports. A threshold of yearly passenger air traffic and freight traffic should be defined, below which airports would not be covered by this Regulation; however, the scope of the Regulation should cover at least 95% of total traffic departing from airports in the Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory. However, airports that meet the exemption requirements can opt to be covered by this regulation after the Member State report to the Commission.
Amendment 116 #
2021/0205(COD)
(16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, all sustainable aviation fuels produced from feedstock listed in Parts A and B of Annex IX ofvided by Directive (EU) 2018/2001, as well asincluding synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology, complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29 and certified in accordance with Article 30 of that Directive are essential to decarbonise air transport already in the short term.
Amendment 124 #
2021/0205(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) For sustainability reasonsGiven safeguards provided by Articles 29 and 30 of Directive (EU) 2018/2001, feed and food crop-based fuels should not be eligible. In particular, indirect land-use change occurs when the cultivation of crops for biofuels displaces traditional production of crops for food and feed purposes. Such additional demand increases the pressure oProper enforcement of this Directive with an appropriate track and trace system in pland and can lead to ce combined withe extension of agricultural land into areas with high-carbon stock, such as forests, wetlands and peatland, causing additional greenhouse gas emissions and loss of biodiversity concerns. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock usedstablishing market conditions with tailored incentives, should lead to ramping up the alternative fuels market in the Union. In addition, Annex V of this Directive addresses the GHG savings of each crop for fueleach production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fue pathway. While some feedstock indeed do not reduce as much emissions as others, they have on the other hand other advantages, such as the fact that they are available in Europe, that they produce also produced from feedtein for livestock for which a significant expansion of the productionthat they area into land with high-carbon stock is observmed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demandiate crops to protect the soil during winter. It is therefore recommended, in particular during the green transition, to allow the use of every fuel, where the feedstock is harvested under the sustainability criteria laid out in Article 29 of Directive (EU)2018/2001. Furthermore, Directive (EU) 2018/2001 limits and sets a cap on the use of biofuels in road and rail transport, which can be extended to all modes of transport. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sectoruse all types of sustainable aviation fuels in a cost effective manner to reach climate goals through effective measures.
Amendment 127 #
2021/0205(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) A single, clear and robust sustainability framework is necessary to provide legal certainty and continuity for the aviation and fuels industries actors, on the eligibility of sustainable aviation fuels under this Regulation. To ensure consistency with other related EU policies, the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in Article 29 of Directive 2018/200112 . _________________ 12 https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:32018 L2001&from=fr
Amendment 132 #
2021/0205(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) The present Regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. To avoid any distortions on the air services market, all Union airports covered by this Regulation should be supplied with uniform minimum shares of sustainable aviation fuels. Whereas the market is free to supply and use larger quantities of sustainable fuel, this Regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. It supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this Regulation. In order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies, this Regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. The Commission should propose measures to incentivise the development and the uptake of sustainable aviation fuels necessary in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. Setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. When produced from renewable electricity and carbon captured directly from the air, synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. They also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directiveare covered by the scope of this Regulation.
Amendment 142 #
2021/0205(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) It is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. For this purpose, sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. The supply of sustainable aviation fuels should become mandatory starting in 2025. Similarly, in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity, the terms of this Regulation should be stable over a long period of time.
Amendment 147 #
2021/0205(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. Tankering practices are unstainable and should be avoided as they undermine the Union’s efforts to reduce environmental impacts from transport. Those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight. Tankering practices also put at risk the level playing field in the Union between aircraft operators, and also between airports. This Regulation should therefore require aircraft operators to refuel prior to departure from a given Union airport. The amount of fuel uplifted prior to departures from a given Union airport should be commensurate with the amount of fuel necessary to operate the flights departing from that airport, taking into account the necessary compliance with fuel safety rules and operation standards. The requirement ensures that equal conditions for operations in the Union applying equally to Union and foreign operators, at least for part of its flights, while ensuring high level of environmental protection. As the Regulation does not define a maximum share of sustainable aviation fuels in all aviation fuels, airlines and fuel suppliers may pursue more ambitious environmental policies with higher sustainable aviation fuels uptake and supply in their overall network of operations, while avoiding fuel tankeringFor a level playing field between EU intra and extra flights, the Commission should regularly monitor, evaluate and report on fuel tankering cases and present to the European Parliament and the Council after the enter into force of this Regulation compensatory measures, if needed.
Amendment 152 #
2021/0205(COD)
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21 a) The tradability of sustainable aviation fuel use, a so-called ‘book and claim’ system, should be introduced. By setting it up, within each airport covered by the Regulation, airlines would be able to purchase SAF certificates. Such a system would play an important role in monitoring the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives. Therefore, by 1 January 2025, the Commission should propose establishing ‘book and claim’ system through a delegated act.
Amendment 159 #
2021/0205(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) Airports and the relevant parties involved in fuel supply covered by this Regulation should ensure that all the necessary infrastructure is provided for delivery, storage and refuelling of sustainable aviation fuel, so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. If necessary, the Agency should be able to require a Union airport and the relevant parties involved in fuel supply to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. The role of the Agency should allow airports and airlines to have a common focal point, in the event where technical clarification is necessary on the availability of fuel infrastructure.
Amendment 169 #
2021/0205(COD)
Proposal for a regulation
Recital 27 a (new)
Recital 27 a (new)
(27 a) European SAF criteria should follow international standards and regulations at ICAO level to ensure global implementation and maximum environmental benefits, whilst ensuring a level playing field for all the stakeholders. A similar approach at ICAO level and for globally harmonized sustainability criteria should be advocate by the Union.
Amendment 170 #
2021/0205(COD)
(27 b) To further promote uptake of sustainable aviation fuels whose prices are predicted to remain multiple times higher than that of conventional fuel in the foreseeable future, aircraft operators covered under Directive 2003/87/EC should receive free allocations when using sustainable aviation fuels for activities covered under this Regulation.
Amendment 171 #
2021/0205(COD)
Proposal for a regulation
Recital 27 c (new)
Recital 27 c (new)
(27 c) An Aviation Transition Fund (‘the Aviation Fund’) should be established to provide funds to the Member States to support their policies supporting air transport sector decarbonisation. This should be achieved notably through development of innovative technologies for decarbonising the sector, production of sustainable alternative fuels as defined in this regulation, including systems for collection of raw materials for alternative fuels, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new engines and technologies and airports infrastructure. The Commission should submit a legislative proposal for the creation of the Aviation Fund. The Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances and revenue generated from penalties raised in this Regulation. The Aviation Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article 322 TFEU, in particular Regulation (EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council.
Amendment 172 #
2021/0205(COD)
Proposal for a regulation
Recital 27 d (new)
Recital 27 d (new)
(27 d) The establishment of a European SAF Alliance by the Commission focuses on aligning the entire industrial value chain to boost production, distribution and use of the SAF. This platform formed by aircraft operators, Union airports with the relevant parties in fuel supply, aviation fuel suppliers and fuels producers, among others, has the aim of identifying policies, market developments and scale-up of SAF in Europe, taking into consideration the principle of technology neutrality.
Amendment 176 #
2021/0205(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) The penalties for the suppliers who fail to meet the targets set in this Regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year;, under the condition of availability of feedstock and provided that such an obligation does not constitute a dual penalty.
Amendment 182 #
2021/0205(COD)
Proposal for a regulation
Recital 31
Recital 31
(31) A transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers, Union airports and the relevant parties involved in fuel supply and aircraft operators to make the necessary technological and logistical investments. During this phase, aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports.
Amendment 185 #
2021/0205(COD)
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
(32 a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate compliance costs in the affected sectors.
Amendment 193 #
2021/0205(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
This Regulation shall apply to aircraft operators, Union airports with the relevant parties in fuel supply, and to aviation fuel suppliers.
Amendment 194 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 1
Article 3 – paragraph 1 – indent 1
— ‘Union airport’ means an airport as defined in Article 2(2) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union. If any Union airport meets the exemption requirements, it may still opt to be covered by this Regulation. The Member State concerned shall report that information to the European Commission; _________________ 13 Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges
Amendment 200 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2
Article 3 – paragraph 1 – indent 2
— ‘aircraft operator’ means a person that operated at least 729XX commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;
Amendment 212 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 5
Article 3 – paragraph 1 – indent 5
— ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, whichfuels which save 55% of greenhouse gases as compared with fossil fuels, in line with Directive (EU) 2018/2001 and complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;
Amendment 233 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 8 a (new)
Article 3 – paragraph 1 – indent 8 a (new)
- Low carbon fuels means liquid and gaseous fuels which save at least 70% greenhouse gas emissions in comparison to conventional liquid or gaseous fossil fuels;
Amendment 238 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 13
Article 3 – paragraph 1 – indent 13
— ‘yearly aviation fuel required’ means the amount of aviation fuel defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy, necessary to operate the totality of commercial air transport flights operated by an aircraft operator, departing from a given Union airport, over the course of a reporting period, taking into account operational restrictions and supply shortages;
Amendment 241 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 14
Article 3 – paragraph 1 – indent 14
— ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel required as defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy and the actual fuel uplifted by an aircraft operator prior to flights departing from a given Union airport, over the course of a reporting period;
Amendment 242 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 15
Article 3 – paragraph 1 – indent 15
— ‘total yearly non-tanked quantity’ means the sum of the yearly non-tanked quantitiesdifference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator at all Union airports over the course of a reporting period. The ratio between yearly aviation fuel required and the actual fuel uplifted shall not exceed the value of 105 %;
Amendment 244 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 16 a (new)
Article 3 – paragraph 1 – indent 16 a (new)
- The relevant parties in fuel supply: means a supplier of ground-handling services as define in Directive 96/67 /EC in charge of the infrastructures necessary for the delivery, storage and uplifting of sustainable aviation fuels;
Amendment 261 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airports covered by this Regulation contains a minimum share of sustainable aviation fuel, including a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in Annex I.
Amendment 268 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
Without prejudice to the application of Article 11(3) and (4), where an aviation fuel supplier fails to supply the minimum shares set out in Annex I for a given reporting period, it shall at leastreport the reasons for SAF shortage to the European Union Aviation Safety Agency. The Commission may request that the aviation fuel supplier complement that shortfall in the subsequent reporting period, where possible, subject to availability of feedstock.
Amendment 274 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
Without prejudice to the application of Article 4 paragraph 1, Member States jointly with the Commission may exclude airports where the costs are disproportionate to the environmental benefits, whilst ensuring the development of aviation fuels market in the Union, in accordance with Article 4 and Annex I. In such case Member States shall provide a reasonable explanation on their decision to the Commission.
Amendment 279 #
2021/0205(COD)
Proposal for a regulation
Article 4 a (new)
Article 4 a (new)
Amendment 285 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
The yearly quantity of aviation fuel uplifted by a given aircraft operator at a given Union airport shall be at least 970% of the yearly aviation fuel required.
Amendment 287 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
The Commission shall monitor, evaluate and report cases of fuel tankering to the European Parliament and the Council on an annual basis. Following the analysis, the Commission shall amend this Article where appropriate, at the latest after three years of the entry into force of this Regulation.
Amendment 288 #
2021/0205(COD)
Proposal for a regulation
Article 5 – paragraph 1 b (new)
Article 5 – paragraph 1 b (new)
An aircraft operator performing activities covered under Directive 2003/87/EC shall receive free allocation proportional with the use of sustainable aviation fuels, including renewable fuels of non- biological origin ( RFNBO), covered under this Regulation. For each type of sustainable aviation fuel reported, the amount of allowances received shall correspond to the amount of allowances, which the aircraft operator would have been required to surrender for the same volume of fossil kerosene, multiplied according to paragraph 3 of this Article, in accordance with Article XX of Directive 2003/87/EC. The amount of free allocation received by an aircraft operator shall be multiplied as follows, depending on the type of sustainable aviation fuel reported: (a) By a factor of 4 for biofuels produced from feedstock listed in Annex IX Part A of the Renewable Energy Directive. (b) By a factor of 2 for biofuels produced from feedstock listed in Annex IX Part B of the Renewable Energy Directive. (c) By a factor of 6 for renewable fuel of non-biological origin, as defined under the Renewable Energy Directive. An aircraft operator shall also receive free allocation proportional with the use of best available aircraft technology in the previous year: (a) The aircraft models eligible as best available aircraft technology shall be those defined with respect to the performance against the New Type ICAO CO2 standard in a delegated act developed under the EU taxonomy.Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance shall apply. (b) An operator shall report its share of flights using best available aircraft technology, in relation to their total emissions in a given year to the competent authorities.They shall request that the reported data is substantiated and verify the data. (c) To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances for the use of best available aircraft technology.
Amendment 292 #
2021/0205(COD)
Proposal for a regulation
Article 5 a (new)
Article 5 a (new)
Article 5 a SAF Alliance Within one year after the entry into force of this Regulation, a European SAF Alliance shall be established. The European SAF Alliance shall be coordinated by the Commission with the aim to identify policies for scaling-up of SAF in Europe, inter alia by encouraging the production for the most innovate technologies, identifying policies and market developments, and addressing possible negative impacts of this Regulation. The participation in the European SAF Alliance shall be voluntary..
Amendment 297 #
2021/0205(COD)
Proposal for a regulation
Article 6 – title
Article 6 – title
Obligations of Union airports and the relevant parties involved in fuel supply to provide the infrastructure
Amendment 309 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
Union airports and the relevant parties involved in fuel supply shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with Annex I and, shall provide the infrastructure necessary for the delivery, storage and uplifting of such fuels.
Amendment 313 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
Where aircraft operators report difficulties to the European Union Aviation Safety Agency (‘the Agency’) in accessing aviation fuels containing sustainable aviation fuels at a given Union airport for lack of adequate airport infrastructure, the Agency may request the Union airport and the relevant parties involved in fuel supply to provide the information necessary to prove compliance with paragraph 1. The Union airport concernedand the relevant parties involved in fuel supply shall provide the information without undue delay.
Amendment 326 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 3
Article 6 – paragraph 3
The Agency shall assess the information received and inform the Commission if such information allows to conclude that the Union airport does not fulfil its obligations. Union airportsand the relevant parties involved in fuel supply does not fulfil its obligations. Union airports and the relevant parties involved in fuel supply shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).
Amendment 331 #
2021/0205(COD)
Proposal for a regulation
Article 6 a (new)
Article 6 a (new)
Article 6 a Aviation Transitional Fund A dedicated Aviation Transition Fund (“the Aviation Fund”) shall be proposed by the Commission through a dedicated act in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in the EU aviation sector. The Aviation Fund shall constitute an integral part of the EU budget and shall be fully budgeted within the MFF ceilings. The budgetary envelope for this programme shall be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances and revenue generated from penalties raised in this Regulation. The Aviation Fund shall be managed centrally by the Commission. The dedicated Aviation Fund shall support the transition to energy efficient and climate resilient EU aviation sector supporting development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in this Regulation, including systems for collection of raw materials and plants for SAFs, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new aircraft engines and technologies, aircraft operation and performance and airports infrastructure. The Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs.
Amendment 338 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
By 31 March of each reporting year, aircraft operators shall report the following information to the Agency, if provided by the fuel supplier:
Amendment 343 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point d
Article 7 – paragraph 1 – point d
Amendment 349 #
2021/0205(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point e
Article 7 – paragraph 1 – point e
(e) For each purchase of sustainable aviation fuel, the name of the aviation fuel supplier, the total amount purchased expressed in tonnes, the conversion technology, the characteristics and origin of the feedstock used for production, and the lifecycle emissions of the sustainable aviation fuel. Where one purchase includes sustainable aviation fuels with differing characteristics, the report shall provide this information for each type of sustainable aviation fuel.
Amendment 356 #
2021/0205(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
For the purpose of reporting sustainable aviation fuels use under the provisions of Article 7 of this Regulation, or under a greenhouse gas scheme, aviation fuel suppliers shall provide aircraft operators with the relevant information free of charge, not later than 31January of each reporting year.
Amendment 359 #
2021/0205(COD)
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
By 31 MarchJanuary of each reporting year, aviation fuel suppliers shall report in the Union Database referred to in Article 28 of Directive (EU) 2018/2001, the following information relative to the reporting period:
Amendment 363 #
2021/0205(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) The lifecycle emissions, of sustainable aviation fuel, the characteristics and origin of feedstock and conversion process of each sustainable aviation fuel type supplied at Union airports.
Amendment 373 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
(1) Member States shall designate the competent authority or authorities responsible for enforcing the application of this Regulation and for imposing the fines for aircraft operators, Union airports, the relevant parties involved in fuel supply and fuel suppliers. Member States shall inform the Commission thereof.
Amendment 375 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 3
Article 10 – paragraph 3
(3) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of an aircraft operator shall be determined pursuant to Commission Regulation (EC) No 748/200916 . _________________ 16 Commission Regulation (EC) No 748/2009 of 5 August 2009 on the list of aircraft operators which performed an aviation activity listed in Annex I to Directive 2003/87/EC
Amendment 376 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 4
Article 10 – paragraph 4
(4) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of Union airports shall be determined on the basis of the respective territorial jurisdiction.
Amendment 377 #
2021/0205(COD)
Proposal for a regulation
Article 10 – paragraph 5
Article 10 – paragraph 5
(5) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of aviation fuel suppliers shall be determined pursuant to their Member State of establishment.
Amendment 378 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
(1) Member StatesThe Commission shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this Regulation and Member States shall take all measures necessary to ensure that they are implemented. The penalties provided for must be effective, proportionate and dissuasive. Member States shall notifyThe Commission shall deliver these provisions to the CommissionMember States by 31 December 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.
Amendment 391 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 6
Article 11 – paragraph 6
Amendment 396 #
2021/0205(COD)
Proposal for a regulation
Article 11 – paragraph 7
Article 11 – paragraph 7
(7) Member States shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. Member States shall transfer the amount collected through those administrative fines as contribution to the InvestEU Green Transition Investment Facility, as a top-up to the EU guaranteeAviation Fund.
Amendment 401 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point b
Article 12 – paragraph 1 – point b
(b) The amount of sustainable aviation fuel and of synthetic aviation fuel per type of fuel feedstock supplied at Union level in aggregate and by Union airport;
Amendment 406 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point d
Article 12 – paragraph 1 – point d
(d) The status of compliance of airports and the relevant parties involved in fuel supply regarding obligations set out in Article 6;
Amendment 409 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point f
Article 12 – paragraph 1 – point f
(f) The origin and the characteristics and the conversion technology of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from Union airports., covered by this Regulation;
Amendment 412 #
2021/0205(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point f a (new)
Article 12 – paragraph 1 – point f a (new)
(f a) The state of play of the SAF life cycle development and deployment.
Amendment 422 #
2021/0205(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
By 31 December 2025, the Commission shall conduct a comprehensive impact assessment, assessing the effect of all Fit for 55 proposals, where this Regulation is an integral part of, including an analysis of EU competitiveness, including hub transfer, risk of mobility reduction, cost effectiveness of GHG emissions reductions, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.Following its result, the Commission shall determine whether it is justified to revise this Regulation, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level-playing field. By 1 January 20286 and every fivthree years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extension of the scope of this Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directivreflecting upon available policy options on other energy sources defined under the Renewable Energy Directive, taking into consideration the principle of technological neutrality and propose, where appropriate, the possible revision of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. The report shall also inform on technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuels, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level.
Amendment 432 #
2021/0205(COD)
Proposal for a regulation
Article 14 – paragraph 1 a (new)
Article 14 – paragraph 1 a (new)
By 1 January 2029, the Commission shall reassess the targets referred to in Article 4 and Annex I as of 1 January 2035 based on the development of the fuel market, research and technological development as well as the condition of the aviation sector in order to facilitate the green transition and reach the climate goals.
Amendment 435 #
2021/0205(COD)
Proposal for a regulation
Article 14 a (new)
Article 14 a (new)
Article 14 a Compensatory regulatory reduction The Commission shall present, by [1 year before the entry into force of this Regulation], and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum
Amendment 453 #
2021/0205(COD)
Proposal for a regulation
Annex I – point b
Annex I – point b
(b) From 1 January 2030, a minimum share of 510% of SAF, of which a minimum share of 0.7% of synthetic aviation fuels;
Amendment 174 #
2021/0203(COD)
Proposal for a directive
Recital 16
Recital 16
(16) A fair transition towards a climate- neutral Union by 2050 is central to the European Green Deal. Energy poverty is a key concept consolidated in the legislative package entitled ‘Clean Energy for All Europeans’ and designed to facilitate a just energy transition. Pursuant to Regulation (EU) 2018/1999 and Directive (EU) 2019/944 of the European Parliament and of the Council53 , the Commission provided indicative guidance on appropriate indicators for measuring energy poverty and defining what a ‘significant number of households in energy poverty’ is.54 Directive (EU) 2019/944 and Directive 2009/73/EC of the European Parliament and of the Council55 requires Member States to take appropriate measures to address energy poverty wherever it is identified, whether it affects vulnerable households, transport users, SMEs, micro-enterprises, including measures addressing the broader context of poverty. _________________ 53 Directive (EU) 2019/944 of the European Parliament and of the Council on common rules for the internal market for electricity and amending Directive 2012/27/EU (OJ L 158, 14.6.2019, p. 125). 54 Commission Recommendation on energy poverty, C(2020) 9600 final. 55 Directive 2009/73/EC of the European Parliament and of the Council of 13 July 2009 concerning common rules for the internal market in natural gas and repealing Directive 2003/55/EC (OJ L 211, 14.8.2009, p. 94).
Amendment 175 #
2021/0203(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16a) Transport poverty has been underexposed and no clear EU-level or national definitions are available. However, the problem is becoming more pressing to address in light of the high prices for fuels, tickets and other mobility expenditures and given the high dependencies on transport availability and accessibility to go to work or for daily mobility needs, in particular for those living in rural, insular, mountainous, remote, outermost, or less accessible areas or for less developed regions or territories, including less developed peri-urban areas.
Amendment 179 #
2021/0203(COD)
Proposal for a directive
Recital 17
Recital 17
(17) Low and medium income households, vulnerable transport users and customers, including final users, people facing or risking energy poverty and people living in social housing as well as SMEs and micro-enterprises should benefit from the application of the energy efficiency first principle. Energy efficiency measures should be implemented as a priority to improve the situations of those individuals and households or to alleviate energy poverty. A holistic approach in policy making and in implementing policies and measures requires Member States to ensure that other policies and measures have no adverse effect on these individuals and households.
Amendment 192 #
2021/0203(COD)
Proposal for a directive
Recital 25
Recital 25
(25) It would be preferable for the energy efficiency target to be achieved as a result of the cumulative implementation of specific local, regional, national and European measures promoting energy efficiency in different fields. Member States should be required to set national energy efficiency policies and measures . Those policies and measures and the individual efforts of each Member State should be evaluated by the Commission, alongside data on the progress made, to assess the likelihood of achieving the overall Union target and the extent to which the individual efforts are sufficient to meet the common goal.
Amendment 213 #
2021/0203(COD)
Proposal for a directive
Recital 34
Recital 34
(34) In 2020, more than half of the world’s population lives in urban areas. That figure is expected to reach 68% by 205065 . In addition, half of the urban infrastructures by 2050 are still to be built66 . Cities and metropolitan areas are centres of economic activity, knowledge generation, innovation and new technologies. Cities influence the quality of life of the citizens who live or work in them. Member States should support municipalities technically and financially. A number of municipalities, regional authorities and other public bodies in the Member States have already put into place integrated approaches to energy saving and energy supply, for example via sustainable energy action plans, such as those developed under the Covenant of Mayors initiative, and integrated urban approaches which go beyond individual interventions in buildings or transport modes. These local and regional authorities, being at the forefront of the energy transition, should receive financial support from existing EU funds such as the Recovery and Resilience Facility, Structural Funds and the Cohesion Policy Funds, the Rural Development Fund and the Just Transition Fund, as well as the financial instruments and technical assistance available under InvestEU. _________________ 65 https://www.unfpa.org/world- population-trends 66 https://www.un.org/en/ecosoc/integration/p df/fact_sheet.pdf
Amendment 223 #
2021/0203(COD)
Proposal for a directive
Recital 45
Recital 45
(45) The energy savings obligation established by this Directive should be increased and should also apply after 2030 . That ensures stability for investors and thus encourage long-term investments and long-term energy efficiency measures, such as the deep or staged-deep renovation of buildings with the long-term objective of facilitating the cost effective transformation of existing buildings into NZEBs with the exception of historic buildings or buildings with special architecture for which less stringent requirements may apply. The energy savings obligation has an important role in the creation of local growth, jobs, competitiveness and alleviating energy poverty. It should ensure that the Union can achieve its energy and climate objectives by creating further opportunities and to break the link between energy consumption and growth. Cooperation with the private sector is important to assess the conditions on which private investment for energy efficiency projects can be unlocked and to develop new revenue models for innovation in the field of energy efficiency.
Amendment 249 #
2021/0203(COD)
(51) Member States' energy efficiency improvement measures in transport are eligible to be taken into account for achieving their end-use energy savings obligation. Such measures include policies that are, inter alia, dedicated to promoting more efficient vehicles, a modal shift to rail, inland waterways, cycling, walking and collective transport, or mobility and urban planning that reduces demand for transport while meeting the same level of customer needs. In addition, schemes which accelerate the uptake of new, more efficient vehicles or policies fostering a shift to better performing fuels with reduced levels of emissions, except policy measures regarding the use of direct fossil fuel combustion, that reduce energy use per kilometre are also capable of being eligible, subject to compliance with the rules on materiality and additionality set out in Annex V to this Directive. Policy measures promoting the uptake of new fossil fuel vehicles should notonly qualify as eligible measures under the energy savings obligation when they comply with the most up to date corresponding European emission performance legislation and if they prevent technology lock-ins by ensuring future compatibility with climate-neutral alternative fuels and technologies.
Amendment 255 #
2021/0203(COD)
Proposal for a directive
Recital 53
Recital 53
(53) As an alternative to requiring obligated parties to achieve the amount of cumulative end-use energy savings required under Article 8(1) of this Directive, it should be possible for Member States, in their obligation schemes, to permit or require obligated parties to contribute to an Energy Efficiency National Fund , which could be used to implement policy measures as a priority among vulnerable customers, transport users, SMEs, micro-enterprises, people affected by energy poverty and people living in social housing .
Amendment 267 #
2021/0203(COD)
Proposal for a directive
Recital 59
Recital 59
(59) Consideration of the water-energy nexus is particularly important to address the interdependent energy and water use and the increasing pressure on both resources. The effective management of water can make a significant contribution to energy savings yielding not only climate benefits, but also economic and social benefits. The water and wastewater sectors account for 3,5% of electricity use in the Union and that share is expected to rise. At the same time, water leaks account for 24% of total water consumed in the Union and the energy sector is the largest consumer of water, accounting for 44% of consumption. The potential for energy savings through the use of smart technologies and processes across all industrial, residential and commercial water cycles and applications should be fully explored and applied whenever cost- effective and the energy efficiency first principle should be considered. In addition, advanced irrigation technologies, rainwater harvesting and water reuse technologies could substantially reduce water consumption in agriculture, buildings and industry and the energy used for treating and transporting it .
Amendment 269 #
2021/0203(COD)
Proposal for a directive
Recital 60
Recital 60
(60) In accordance with Article 9 of the Treaty , the Union's energy efficiency policies should be inclusive and should therefore ensure equal access to energy efficiency measures for all consumers affected by energy poverty. Improvements in energy efficiency should, be implemented as a priority among vulnerable customers and final users , people affected by energy poverty, and, where appropriate, among medium-income households and people living in social housing , elderly people and those living in rural and remote areas . In this context, specific attention should be paid to particular groups which are more at risk of being affected by energy poverty or more susceptible to the adverse impacts of energy poverty, such as women, persons with disabilities, elderly people, children, and persons with a minority racial or ethnic background. Member States can require obligated parties to include social aims in energy-saving measures in relation to energy poverty and this possibility had already been extended to alternative policy measures and Energy Efficiency National Funds. That should be transformed into an obligation to protect and empower vulnerable customers and final users and to alleviate energy poverty , while allowing Member States to retain full flexibility with regard to the type of policy measure, their size, scope and content. If an energy efficiency obligation scheme does not permit measures relating to individual energy consumers, the Member State may take measures to alleviate energy poverty by means of alternative policy measures alone. Within its policy mix, Member States should ensure that other policy measures do not have an adverse effect on vulnerable customers, transport users, SMEs, micro-enterprises, final users, people affected by energy poverty and, where applicable, people living in social housing. Member States should make best possible use of public funding investments into energy efficiency improvement measures, including funding and financial facilities established at Union level.
Amendment 272 #
2021/0203(COD)
Proposal for a directive
Recital 61
Recital 61
(61) This Directive refers to the concept of vulnerable customers, which Member States are to establish pursuant to Directive (EU) 2019/944. In addition, pursuant to Directive 2012/27/EU, the notion of ‘final users’ alongside the notion of ‘final customer’ clarifies that the rights to billing and consumption information also apply to consumers without individual or direct contracts with the supplier of energy used for collective heating, cooling or domestic hot water production systems in multi- occupant buildings. The concept of vulnerable customers does not necessarily ensure the targeting of final users. Therefore, in order to ensure that the measures set out in this Directive reach all individuals and, households, SMEs and micro- enterprises in a situation of vulnerability, Member States should include not only customers, in its strict sense, but also final users, in establishing their definition of vulnerable customers.
Amendment 291 #
2021/0203(COD)
Proposal for a directive
Recital 67
Recital 67
(67) The data centre sustainability indicators can be used to measure fourthe basic dimensions of a sustainable data centre, namely how efficiently it uses energy, how it promotes demand-side flexibility, how much of thatits energy comes from renewable, low carbon or carbon-free energy sources, the reuse of any waste heat that it produces and the usage of freshwater. The data centre sustainability indicators should raise awareness amongst network operators, data centre owners and operators, manufactures of equipment, developers of software and services, users of data centre services at all levels as well as entities and organisations that deploy, use or procure cloud and data centre services. It should also give confidence about the actual improvements following efforts and measures to increase the sustainability in new or existing data centres. Finally, it should be used as a basis for transparent and evidence-based planning and decision- making. Use of the data centre sustainability indicators should be optional for Member States. Use of the data centre sustainability indicator should be optionalmandatory for Member States.
Amendment 295 #
2021/0203(COD)
Proposal for a directive
Recital 68
Recital 68
(68) Lower consumer spending on energy should be achieved by assisting consumers in reducing their energy use by reducing the energy needs of buildings and improvements in the efficiency of appliances, which should be combined with the availability of low-energy transport modes and fuels integrated with public transport, shared mobility and cycling. Member States should also consider improving connectivity in rural and remote areas.
Amendment 300 #
2021/0203(COD)
Proposal for a directive
Recital 81
Recital 81
(81) It may be appropriate for nuclear power installations, or electricity generation installations that are intended to make use of geological storage permitted under Directive 2009/31/EC of the European Parliament and of the Council77 , to be located in places where the recovery of waste heat through high-efficiency cogeneration or by supplying a district heating or cooling network is not cost- effective. Member States should therefore be able to exempt those installations from the obligation to carry out a cost-benefit analysis for providing the installation with equipment allowing the recovery of waste heat by means of a high-efficiency cogeneration unit. It should also be possible to exempt peak-load and back-up electricity generation installations which are planned to operate under 1500 operating hours per year as a rolling average over a period of five years from the requirement to also provide heat. _________________ 77 Directive 2009/31/EC of the European Parliament and of the Council of 23 April 2009 on the geological storage of carbon dioxide (OJ L 140, 5.6.2009, p. 114).
Amendment 313 #
2021/0203(COD)
Proposal for a directive
Recital 96
Recital 96
(96) It is necessary to ensure that people affected by energy poverty, vulnerable customers, transport users, SMEs, micro- enterprises and, where applicable, people living in social housing are protected and, to this end, empowered to actively participate in the energy efficiency improvement interventions, measures and related consumer protection or information measures that Member States implement.
Amendment 316 #
2021/0203(COD)
(97) Public funding available at national and Union level should be strategically invested into energy efficiency improvement measures, in particular for the benefit of vulnerable customers, transport users, SMEs, micro-enterprises, people affected by energy poverty and those living in social housing. Member States should take advantage of any financial contribution they might receive from the Social Climate Fund82 , and of revenues from allowances from the EU Emissions Trading System. These revenues will support Member States in fulfilling their obligation to implement energy efficiency measures and policy measures under the energy savings obligation as a priority among vulnerable customers, transport users, SMEs, micro-enterprises and people affected by energy poverty, which may include those living in rural and remote regions. _________________ 82 Proposal for a Regulation of the European Parliament and of the Council establishing a Social Climate Fund, COM 2021 568 final.
Amendment 325 #
2021/0203(COD)
Proposal for a directive
Recital 108
Recital 108
(108) Member States and, regions and cities should be encouraged to make full use of the European funds available in the MFF and Next Generation EU including the Recovery and Resilience Facility, the Cohesion Policy Fund s , the Rural Development Fund and the Just Transition Fund, as well as the financial instruments and technical assistance available under InvestEU, to trigger private and public investments in energy efficiency improvement measures. Investment in energy efficiency has the potential to contribute to economic growth, employment, innovation and a reduction in energy poverty in households, and therefore makes a positive contribution to economic, social and territorial cohesion and green recovery . Potential areas for funding include energy efficiency measures in public buildings and housing, and providing new skillsthe training, reskilling and upskilling of professionals, in particular in jobs related to building renovation to promote employment in the energy efficiency sector. The Commission will ensure synergies between the different funding instruments, in particular the funds in the shared management and in the direct management (like the centrally-managed programmes: Horizon Europe or LIFE), as well as between grants, loans and technical assistance to maximise their leverage effect on private financing and their impact on the achievement of energy efficiency policy objectives.
Amendment 328 #
2021/0203(COD)
Proposal for a directive
Recital 113
Recital 113
(113) Available Union funding programmes, financial instruments and innovative financing mechanisms should be used to give practical effect to the objective of improving the energy performance of public bodies’ buildings. In that respect, Member States may use their revenues from annual emission allocations under Decision No 406/2009/EC in the development of such mechanisms on a voluntary basis and taking into account national budgetary rules. The Commission and Member States should provide regional and local administrations with adequate information on such programmes. The Covenant of Mayors platform could be one of the tools for providing adequate information.
Amendment 335 #
2021/0203(COD)
Proposal for a directive
Recital 123
Recital 123
(123) Energy generated on or in buildings from renewable energy technologies reduces the amount of energy supplied from fossil fuels. The reduction of energy consumption and the use of energy from renewable sources in the buildings sector are important measures to reduce the Union's energy dependence and greenhouse gas emissions, especially in view of ambitious climate and energy objectives set for 2030 as well as the global commitment made in the context of the Paris Agreement. For the purposes of their cumulative energy savings obligation Member States may take into account energy savings from policy measures promoting renewable technologies, including hybrids, to meet their energy savings requirements in accordance with the calculation methodology provided in this Directive . Energy savings from policy measures regarding the use of direct fossil fuel combustion should not be counted, unless the technology is ready for renewable and decarbonised energy sources, and hence is future proof.
Amendment 374 #
2021/0203(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 27 a (new)
Article 2 – paragraph 1 – point 27 a (new)
(27a) ‘small or medium-sized enterprise’ or ‘SME’ means a small or medium-sized enterprise as defined in Article 2 of the Annex to the Commission Recommendation 2003/361/EC;
Amendment 378 #
2021/0203(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 28
Article 2 – paragraph 1 – point 28
(28) ‘energy audit’ means a systematic procedure with the purpose of obtaining adequate knowledge of the energy consumption and management profile of a building or group of buildings, an industrial or commercial operation or installation or a private or public service, identifying and quantifying opportunities for cost-effective energywater, electricity and heating savings identifying the potential for cost- effective use or production of renewable energy and reporting the findings;
Amendment 391 #
2021/0203(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 48 a (new)
Article 2 – paragraph 1 – point 48 a (new)
(48a) ‘transport user’ means households or enterprises using transport and mobility solutions;
Amendment 403 #
2021/0203(COD)
Proposal for a directive
Article 3 – paragraph 1 – point b
Article 3 – paragraph 1 – point b
(b) non-energy sectors, where those sectors have an impact on energy consumption and energy efficiency, including, but not limited to, buildings, transport, water, information and communications technology (ICT) and agriculture.
Amendment 410 #
2021/0203(COD)
Proposal for a directive
Article 3 – paragraph 3 – point a
Article 3 – paragraph 3 – point a
(a) promote and, where cost-benefit assessments are required, ensure the application of cost-benefit methodologies, which include the entire life cycle and take foreseeable future developments as well as system and cost efficiency and security of supply that allow proper assessment and quantification of wider benefits of energy efficiency solutions from the sociea societal, health, economic and environmental perspective;
Amendment 415 #
2021/0203(COD)
Proposal for a directive
Article 3 – paragraph 3 – point b a (new)
Article 3 – paragraph 3 – point b a (new)
(ba) fully consider the interdependencies between energy use and use of other resources such as water;
Amendment 512 #
2021/0203(COD)
Proposal for a directive
Article 5 – paragraph 4
Article 5 – paragraph 4
4. Member States shall support public bodies in the uptake of energy efficiency improvement measures, including at regional and local levels, by providing guidelines, promoting competence building and training opportunities and encouragingfinancial and technical support and submitting plans addressing the lack of workforce needed for all stages of the green transition, including craftsmen as well as high-skilled green technology experts, applied scientists and innovators. Member States shall encourage public bodies to take into account the wider benefits beyond energy savings, such as indoor air and environmental quality as well as the improvement of quality of life, especially for schools, daycares, sheltered housing, nursing homes and hospitals. Member States shall provide guidelines, promote competence building and training opportunities, including on energy refurbishment by using Energy Performance Contracts and public private partnerships and encourage cooperation amongst public bodies.
Amendment 523 #
2021/0203(COD)
Proposal for a directive
Article 5 – paragraph 5 a (new)
Article 5 – paragraph 5 a (new)
5a. Transport policy measures and investments aiming at energy efficiency shall be based on a life-cycle analysis of greenhouse gas emissions.
Amendment 526 #
2021/0203(COD)
Proposal for a directive
Article 5 a (new)
Article 5 a (new)
Article 5 a One-stop shops for energy efficiency 1. Member States shall engage with relevant authorities and private stakeholders in developing dedicated local, regional or national one-stop shops. These one-stop shops shall be cross- sectorial and interdisciplinary and lead to locally developed projects by: i. advising and providing streamlined information on technical and financial possibilities and solutions to SMEs, micro-enterprises, public bodies and households; ii. connecting potential projects with market players, in particular smaller-scale projects; iii. boosting active consumers by advising on energy consumption behaviour; iv. providing information on training programmes and education to ensure more energy efficiency professionals as well and re-skill and up-skill professionals in order to meet the market needs; v. promoting best practice examples from different building, housing and enterprise typologies; vi. collecting and submitting typology aggregated data from energy efficiency projects to the Commission. This information should be shared by the Commission in a report every second year in order to share experiences and enhance cross-border cooperation between Member States; 2. These one-stop shops shall create strong and trustworthy partnerships with local and regional private actors such as SMEs, energy service companies, installers, consulting firms, project developers, financial institutions that can provide services such as energy audits, finance solutions and execution of energy renovations; 3. Member States shall work together with local and regional authorities to promote these one-stop shops; 4. The Commission shall provide Member States with guidelines to develop these one-stop shops with the aim of creating a harmonised approach throughout Europe.
Amendment 527 #
2021/0203(COD)
Proposal for a directive
Article 5 b (new)
Article 5 b (new)
Article 5 b Partnerships for energy transition 1. The Commission shall establish European sector-specific energy transition partnerships by bringing together key stakeholders in sectors such as the ICT, transport, financial and building sectors in an inclusive and representative manner. The Commission shall appoint a chair for each European sector-specific energy transition partnership, which should be set up within 12 months from the entry into force of this directive. 2. The partnerships shall facilitate climate dialogues and encourage sectors to draw up “energy transition roadmaps” in order to map available measures and technological options to achieve energy efficiency savings, prepare for renewable energy and decarbonize the sectors. Such roadmaps could make a valuable contribution in assisting sectors in planning the necessary investments needed to reach the objectives of this directive and the EU Climate Target Plan as well as facilitate cross-border cooperation between actors to strengthen the internal market of the European Union.
Amendment 574 #
2021/0203(COD)
Proposal for a directive
Article 6 – paragraph 2 a (new)
Article 6 – paragraph 2 a (new)
2a. Member States may decide to apply less stringent requirements to the following categories of buildings: (a) buildings officially protected as part of a designated environment, or because of their special architectural or historical merit, in so far as compliance with certain minimum energy performance requirements would imply an unacceptable change in their character, fabric or appearance; (b) buildings owned by the armed forces or central government and serving national defence purposes, apart from single living quarters or office buildings for the armed forces and other staff employed by national defence authorities; (c) buildings used as places of worship and for religious activities. The responsible authorities shall demonstrate the incompatibility of the NZEB requirements with the buildings indicated for exemption with the exception of officially protected buildings.
Amendment 576 #
2021/0203(COD)
Proposal for a directive
Article 6 – paragraph 2 b (new)
Article 6 – paragraph 2 b (new)
2b. Member States shall encourage and support public bodies including social housing to use energy service companies and energy performance contracting to finance renovations and implement plans to maintain or improve energy efficiency in the long term with due regard for their respective competences and administrative set-up.
Amendment 592 #
2021/0203(COD)
Proposal for a directive
Article 6 – paragraph 3 – subparagraph 1 (new)
Article 6 – paragraph 3 – subparagraph 1 (new)
Buildings facing less stringent requirements may be exempted from the inventory.
Amendment 639 #
2021/0203(COD)
Proposal for a directive
Article 8 – paragraph 3 – introductory part
Article 8 – paragraph 3 – introductory part
3. Member States shall implement energy efficiency obligation schemes, alternative policy measures, or a combination of both, or programmes or measures financed under an Energy Efficiency National Fund, as a priority among people affected by energy poverty, vulnerable customers, transport users, SMEs, micro-enterprises and, where applicable, people living in social housing. Member States shall ensure that policy measures implemented pursuant to this Article have no adverse effect on those persons. Where applicable, Member States shall make the best possible use of funding, including public funding, funding facilities established at Union level, and revenues from allowances pursuant to Article 22(3)(b) with the aim of removing adverse effects and ensuring a just and inclusive energy transition.
Amendment 648 #
2021/0203(COD)
Proposal for a directive
Article 8 – paragraph 3 – subparagraph 2 – introductory part
Article 8 – paragraph 3 – subparagraph 2 – introductory part
Member States shall achieve a share of the required amount of cumulative end-use energy savings among people affected by energy poverty vulnerable customers, transport users, SMEs, micro-enterprises and, where applicable, people living in social housing. This share shall at least equal the proportion of households in energy poverty as assessed in their National Energy and Climate Plan established in accordance with Article 3(3)(d) of the Governance Regulation 2018/1999. If a Member State had not notified the share of households in energy poverty as assessed in their National Energy and Climate Plan, the share of the required amount of cumulative end-use energy savings among people affected by energy poverty vulnerable customers, transport users, SMEs, micro-enterprises and, where applicable, people living in social housing, shall at least equal the arithmetic average share of the following indicators for the year 2019 or, if not available for 2019, for the linear extrapolation of their values for the last three years that are available:
Amendment 664 #
2021/0203(COD)
Proposal for a directive
Article 8 – paragraph 8 – point g a (new)
Article 8 – paragraph 8 – point g a (new)
(g a) exclude from the calculation of the amount of required energy savings all waste heat recovered and self-consumed in buildings and industry, either directly as heat or transformed into electricity, resulting from policy measures promoting new installation of waste heat recovery technologies.
Amendment 690 #
2021/0203(COD)
Proposal for a directive
Article 9 – paragraph 4
Article 9 – paragraph 4
4. Member States may require obligated parties to achieve a share of their energy savings obligation among people affected by energy poverty, vulnerable customers and, where applicable, people living in social housing. Member States may also require obligated parties to achieve energy cost reduction targets and to achieve energy savings by promoting energy efficiency improvement measures, including financial support measures mitigating carbon price effects on SMEs and micro-SMEenterprises.
Amendment 694 #
2021/0203(COD)
Proposal for a directive
Article 9 – paragraph 5
Article 9 – paragraph 5
5. Member States may require obligated parties to work with local authorities or municipalregional and local authorities to promote energy efficiency improvement measures among people affected by energy poverty, vulnerable customers, transport users, SMEs, micro-enterprise and, where applicable, people living in social housing. This includes identifying and addressing the specific needs of particular groups at risk of energy poverty or more susceptible to its effects. To protect people affected by energy poverty vulnerable customers, transport users, SMEs, micro-enterprises and, where applicable, people living in social housing, Member States shall encourage obligated parties to carry out actions such as renovation of buildings, including social housing, replacement of appliances, financial support and incentives for energy efficiency improvement measures in conformity with national financing and support schemes, or energy audits.
Amendment 760 #
2021/0203(COD)
Proposal for a directive
Article 11 – paragraph 10 a (new)
Article 11 – paragraph 10 a (new)
10 a. The Commission shall adopt guidelines on monitoring and publishing the energy performance of data centres in accordance with point 2 of Annex VI by no later than [15 March 2024]. These guidelines shall contain harmonised definitions for each item of information as well as a uniform measurement methodology, reporting guidelines and a harmonised template for the transfer of the information to allow for consistent reporting across all Member States. For these purposes, the Commission shall consider existing standardised metrics and carry out appropriate consultations with relevant industry stakeholders.
Amendment 796 #
2021/0203(COD)
Proposal for a directive
Article 21 – paragraph 2 – subparagraph 2 – point i
Article 21 – paragraph 2 – subparagraph 2 – point i
(i) creation of one-stop shops or similar mechanisms for the provision of technical, administrative and financial advice and assistance on energy efficiency, including energy renovations of buildings and the take-up of renewable energy and energy storage for buildings to final customers and final users, especially household and small non-household onSMEs and micro enterprises.
Amendment 798 #
2021/0203(COD)
Proposal for a directive
Article 21 – paragraph 3
Article 21 – paragraph 3
3. Member States shall establish appropriate conditions for market actors to provide adequate and targeted information and advice to final consumers , including vulnerable customers, SMEs, micro- enterprises, people affected by energy poverty and, where applicable, people living in social housing on energy efficiency.
Amendment 802 #
2021/0203(COD)
Proposal for a directive
Article 21 – paragraph 5 – subparagraph 2
Article 21 – paragraph 5 – subparagraph 2
Member States shall take appropriate measures to support a multilateral dialogue with the participation of relevant local and regional authorities, public and social partners such as owners and tenants organisations, consumer organisations, energy distributor or retail energy sales company, energy service companies, renewable energy communities, citizen energy communities local and regional authorities, relevant public authorities and agencies and the aim to set out proposals on jointly accepted measures, incentives and guidelines pertinent to the split of incentives between the owners and tenants or among owners of a building or building unit.
Amendment 807 #
2021/0203(COD)
Proposal for a directive
Article 22 – paragraph 2
Article 22 – paragraph 2
2. Member States shall implement energy efficiency improvement measures and related consumer protection or information measures, in particular those set out in Article 21 and Article 8(3), as a priority among people affected by energy poverty, vulnerable customers, transport users, SMEs, micro-enterprises and, where applicable, people living in social housing to alleviate energy poverty.
Amendment 809 #
2021/0203(COD)
Proposal for a directive
Article 22 – paragraph 3 – introductory part
Article 22 – paragraph 3 – introductory part
3. To support vulnerable customers, transport users, SMEs, micro-enterprises, people affected by energy poverty and, where applicable, people living in social housing, Member States shall:
Amendment 819 #
2021/0203(COD)
Proposal for a directive
Article 22 – paragraph 3 – point e
Article 22 – paragraph 3 – point e
e) foster technical assistanto develop or upscale one-stop shops services for social actors to promote vulnerable customer´s active engagement in the energy market, and positive changes in their energy consumption behaviourSMEs, micro enterprises and vulnerable households in cooperation with relevant authorities and private stakeholders;
Amendment 828 #
2021/0203(COD)
Proposal for a directive
Article 22 – paragraph 4 – subparagraph 1 – point d a (new)
Article 22 – paragraph 4 – subparagraph 1 – point d a (new)
d a) to develop or upscale one-stop shops services for SMEs, micro enterprises and vulnerable households in cooperation with relevant authorities and private stakeholders;
Amendment 841 #
2021/0203(COD)
Proposal for a directive
Article 23 – paragraph 4 – introductory part
Article 23 – paragraph 4 – introductory part
4. Where the assessment referred to in paragraph 1 and the analysis referred to in paragraph 3 identify a potential for the application of high-efficiency cogeneration and/or efficient district heating and cooling whose benefits exceed the costs, Member States and local and regional authorities having jurisdiction in the area in question shall take adequate measures for efficient district heating and cooling infrastructure to be developed and/or to accommodate the development of high- efficiency cogeneration and the use of heating and cooling from waste heat and renewable energy sources in accordance with paragraph 1, and Article 24(4) and (6).
Amendment 843 #
2021/0203(COD)
Proposal for a directive
Article 23 – paragraph 4 – subparagraph 1
Article 23 – paragraph 4 – subparagraph 1
Where the assessment referred to in paragraph 1 and the analysis referred to in paragraph 3 do not identify a potential whose benefits exceed the costs, including the administrative costs of carrying out the cost-benefit analysis referred to in Article 24(4) , the Member State together with the local and regional authorities concerned may exempt installations from the requirements laid down in that paragraph.
Amendment 855 #
2021/0203(COD)
Proposal for a directive
Article 23 – paragraph 6 – point c
Article 23 – paragraph 6 – point c
(c) be prepared with the involvement of all relevant regional or local stakeholders and ensure participation of general public. The involvement of operators of local energy infrastructure at an early stage shall be mandatory;
Amendment 856 #
2021/0203(COD)
Proposal for a directive
Article 23 – paragraph 6 – point c a (new)
Article 23 – paragraph 6 – point c a (new)
Amendment 860 #
2021/0203(COD)
Proposal for a directive
Article 23 – paragraph 6 – point e a (new)
Article 23 – paragraph 6 – point e a (new)
(e a) include a strategy to support the replacement of inefficient heating and cooling appliances with highly efficient alternatives, based on renewable and decarbonised energy sources;
Amendment 863 #
2021/0203(COD)
Proposal for a directive
Article 23 – paragraph 6 – point e b (new)
Article 23 – paragraph 6 – point e b (new)
Amendment 869 #
2021/0203(COD)
Proposal for a directive
Article 23 – paragraph 6 – subparagraph 2
Article 23 – paragraph 6 – subparagraph 2
For this purpose, Member States shall develop recommendations supporting the regional and local authorities to implement policies and measures in energy efficient and renewable energy based heating and cooling at regional and local level utilising the potential identified. Member States shall support regional and local authorities to the utmost extent possible by any means including financial support and technical support schemes. Member States shall ensure that heating and cooling plans are aligned with other local climate, energy and environment planning requirements, in terms of content and dates, to avoid duplication of work and administrative burden for local and regional authorities and encourage the effective implementation of the plans.
Amendment 872 #
2021/0203(COD)
Proposal for a directive
Article 23 – paragraph 6 a (new)
Article 23 – paragraph 6 a (new)
6 a. Local heating and cooling plans may be carried out jointly by a group of several neighbouring local authorities if the geographical and administrative context as well as the heating and cooling infrastructure is appropriate.
Amendment 967 #
2021/0203(COD)
Proposal for a directive
Article 24 – paragraph 5 – point a a (new)
Article 24 – paragraph 5 – point a a (new)
(a a) nuclear power installations;
Amendment 991 #
2021/0203(COD)
Proposal for a directive
Article 25 – paragraph 6
Article 25 – paragraph 6
6. Member States may permit components of schemes and tariff structures with a social aim for net-bound energy transmission and distribution, provided that any disruptive effects on the transmission and distribution system are kept to the minimum necessary without hampering the principle of cost- reflectiveness of network tariffs and are not disproportionate to the social aim.
Amendment 1002 #
2021/0203(COD)
Proposal for a directive
Article 26 – paragraph 4
Article 26 – paragraph 4
4. Member States shall assess by 31 December 2024 and every foursecond years thereafter whether the schemes ensure the necessary level of competences for energy services providers, energy auditors, energy managers, independent experts and installers of building elements pursuant to Directive 2010/31/EU, and. They shall also assess the gap between available and needed professionals in the before- mentioned careers. They shall make the assessment and recommendations thereof publically available.
Amendment 1010 #
2021/0203(COD)
Proposal for a directive
Article 28 – paragraph 2
Article 28 – paragraph 2
2. The Commission shall, where appropriate, directly or via the European financial institutions, assist Member States, regions and metropolitan areas in setting up financing facilities and project development assistance facilities at national, regional or local level with the aim of increasing investments in energy efficiency in different sectors , with a focus on ensuring access to finance for SMEs and protecting and empowering vulnerable customers, people affected by energy poverty and, where applicable, people living in social housing including by integrating an equality perspective so that no one is left behind .
Amendment 1016 #
2021/0203(COD)
Proposal for a directive
Article 28 – paragraph 7 – point b a (new)
Article 28 – paragraph 7 – point b a (new)
(b a) conduct dialogue with both public and private financial institutions as well as specific sectors such as the transport, ICT and building sector in order to map out needs and possible actions they can take;
Amendment 1017 #
2021/0203(COD)
Proposal for a directive
Article 28 – paragraph 7 – point b b (new)
Article 28 – paragraph 7 – point b b (new)
(b b) consider incentives such as pay- per-performance public support schemes, guarantee funds for SMEs and energy- saving tariffs to reduce risk and accelerate market scale up for energy efficiency;
Amendment 1018 #
2021/0203(COD)
Proposal for a directive
Article 28 – paragraph 8 – subparagraph 1
Article 28 – paragraph 8 – subparagraph 1
The guidance shall have the purpose of helping Member States, regions, metropolitan areas and market actors to develop and implement their energy efficiency investments in the various Union programmes, and will propose adequate financial mechanisms and solutions, with a combination of grants, financial instruments and project development assistance, to scale up existing initiatives and use the Union funding as a catalyst to leverage and trigger private financing, with a particular focus on promoting investments in energy efficiency measures by SMEs.
Amendment 1019 #
2021/0203(COD)
Proposal for a directive
Article 28 – paragraph 9
Article 28 – paragraph 9
9. Member States mayshall set up an Energy Efficiency National Fund. The purpose of this fund shall be to implement energy efficiency measures, including measures pursuant to Article 8(3) and Article 22 as a priority among vulnerable customers, people affected by energy poverty and, where applicable, people living in social housing, and to. The support shall also include financing to SMEs for energy efficiency measures either by grants or establishing guarantee funds covering the risks, in order leverage and trigger private financing for SMEs, thereby supporting the implementation of national energy efficiency measures to support Member States in meeting their national energy efficiency contributions and their indicative trajectories referred to in Article 4(2). The Energy Efficiency National Fund may be financed with revenues from the allowance auctions pursuant to the EU Emission Trading System on buildings and transport sectors.
Amendment 1023 #
2021/0203(COD)
Proposal for a directive
Article 28 – paragraph 12
Article 28 – paragraph 12
12. Member States may use their revenues from annual emission allocations under Decision No 406/2009/EC for the development of innovative financing for cost-efficient energy efficiency improvements .
Amendment 1024 #
2021/0203(COD)
Proposal for a directive
Article 29 – paragraph 5
Article 29 – paragraph 5
5. Where Member States establish their own coefficient to a default value provided pursuant to this Directive, Member States shall establish this through a transparent methodology on the basis of nationlocal circumstances affecting primary energy consumption in each local grid. The circumstances shall be substantiated, verifiable and based on objective and non- discriminatory criteria.
Amendment 1034 #
2021/0203(COD)
Proposal for a directive
Article 33 – paragraph 2 – subparagraph 1
Article 33 – paragraph 2 – subparagraph 1
This evaluation shall be submitted to the European Parliament and the Council in form of a report. The Commission may propose, if appropriate, measures to ensure the achievement of the Union's climate energy targets.
Amendment 1043 #
2021/0203(COD)
Proposal for a directive
Article 33 – paragraph 7 a (new)
Article 33 – paragraph 7 a (new)
7 a. By 1 January 2030, and every five years thereafter, the Commission shall evaluate the aggregated macroeconomic impact of the Directives and Regulations that make up the Fit for 55 package, with emphasis on the effects on the Union’s economic growth, competitiveness, job creation, transport and mobility rates, household purchasing power and the magnitude of carbon leakage.
Amendment 1074 #
2021/0203(COD)
Proposal for a directive
Annex III – point a – paragraph 1 – indent 3 a (new)
Annex III – point a – paragraph 1 – indent 3 a (new)
- From 1 January 2031, new cogeneration plants shall be low carbon and hydrogen-ready, which means that the appropriate technical and spatial prerequisites for the conversion to operation with 100% low carbon hydrogen are already provided for during the construction of the plants, and the conversion can be realised with low additional investment costs.
Amendment 1080 #
2021/0203(COD)
Proposal for a directive
Annex IV – paragraph 1 – introductory part
Annex IV – paragraph 1 – introductory part
In award procedures for public contracts and concessions, contracting authorities and contracting entities that purchase products, services, buildings and works , insofar as this is consistent with cost- effectiveness, economical feasibility, wider sustainability, technical suitability, security of supply as well as sufficient competition, shall:
Amendment 1105 #
2021/0203(COD)
Proposal for a directive
Annex V – point 2 – point g
Annex V – point 2 – point g
(g) policies with the purpose of encouraging higher levels of energy efficiency of products, equipment, transport systems, vehicles and fuels, buildings and building elements, processes or markets shall be permitted , exceptincluding those policy measures regarding the use of direct combustion of fossil fuel technologies that are implemented as from 1 January 2024 ; as long as they comply with the most up to date corresponding European emission performance legislation and if they prevent technology lock-ins by ensuring future compatibility with climate-neutral alternative fuels and technologies;
Amendment 1152 #
2021/0203(COD)
Proposal for a directive
Annex V – point 5 – paragraph 1 – point f
Annex V – point 5 – paragraph 1 – point f
(f) information on policy measures or programmes or measures financed under an Energy Efficiency National Fund implemented as a priority among people affected by energy poverty, vulnerable customers, SMEs, micro-enterprises and, where applicable, people living in social housing;
Amendment 1155 #
2021/0203(COD)
Proposal for a directive
Annex V – point 5 – paragraph 1 – point i
Annex V – point 5 – paragraph 1 – point i
(i) where applicable, information about impacts and adverse effects of policy measures implemented pursuant to Article 8(3) on people affected by energy poverty, vulnerable customers, SME, micro- enterprises and, where applicable, people living in social housing;
Amendment 1164 #
2021/0203(COD)
Proposal for a directive
Annex VI – paragraph 1 – point a a (new)
Annex VI – paragraph 1 – point a a (new)
(a a) be based on a physical inspection of buildings, industrial operations or installations, including transportation;
Amendment 1189 #
2021/0203(COD)
(f a) thermal energy storage;
Amendment 17 #
2021/0202(COD)
Proposal for a decision
Recital 8 a (new)
Recital 8 a (new)
(8a) To effectively align emissions trading with the 2030 climate targets, strengthen the ETS resilience to price shocks, and increase planning certainty for the development of and investment in decarbonisation technologies, ad hoc interventions in the market stability reserve must be carefully scrutinized and where possible avoided.
Amendment 19 #
2021/0202(COD)
Proposal for a decision
Recital 12 a (new)
Recital 12 a (new)
(12a) Any review and adjustment to the market stability reserve should aim to minimize regulatory complexity and market speculation, while ensuring a maximum degree of market predictability and fitness of the EU Emissions Trading System in line with the Union’s increased climate ambition for 2030.
Amendment 30 #
2021/0200(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The European Green Deal31 combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities, persons suffering from energy or transport poverty, vulnerable micro, small and medium entrepreneurs and persons with a minority racial or ethnic background. The transition affects differently also Member States. It must therefore be ensured that the transition is just and inclusive, leaving no one behind. __________________ 31 Commission Communication - The European Green Deal, COM(2019) 640 final of 11 December 2019.
Amendment 47 #
2021/0200(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) In order to achieve the target of reducing greenhouse gas emissions by 55%, Member States for the sectors covered by Regulation (EU) 2018/842 will need to reduce their emissions progressively until they reach- collectively the EU-wide reduction target -40% in 2030, compared to 2005 levels.
Amendment 50 #
2021/0200(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12 a) With a view to ensuring cost- effective and fair reduction of greenhouse gas emissions from the maritime transport, road transport and buildings sectors, Member States should have the flexibility to balance their reductions achieved in those sectors under the Regulation (EU)2018/842 and under the Directive 2003/87/EC, once it applies to those sectors. Where Member States for a given year have reduced their emissions in those sectors more than proportionate under the Regulation (EU) 2018/842, it is fair that they may provide a recompense to those sectors. It should thus be possible for Member States in such cases to grant a limited amount of free allocation of Directive 2003/87/EC allowances in exchange in those sectors while ensuring that respective cost advantages are passed on to citizens and businesses. The Commission therefore should set out sectoral annual emission benchmarks for the maritime transport, road transport and buildings sectors against which Member States’ reviewed greenhouse gas emissions from those sectors may be assessed. Such sectoral annual emission benchmark should not be understood as minimum sectoral target but rather as a threshold for allowing for flexibility with Directive 2003/87/EC.
Amendment 51 #
2021/0200(COD)
Proposal for a regulation
Recital 13
Recital 13
Amendment 57 #
2021/0200(COD)
Proposal for a regulation
Recital 14
Recital 14
Amendment 75 #
2021/0200(COD)
Proposal for a regulation
Recital 18 a (new)
Recital 18 a (new)
(18 a) Some Member States will face major challenges in meeting the Regulation’s targets. It is therefore important to ensure flexibility, anticipation and transferability. The introduction of minimum contributions by sector would not only place the targets at risk but also prevent them from being achieved.
Amendment 78 #
2021/0200(COD)
Proposal for a regulation
Recital 19 a (new)
Recital 19 a (new)
(19 a) As Covid-19 changed the economic environment in the EU, including high level of debts, changes in supply chains and soaring energy prices, those changes will have a long-term effect and the legacy of the crisis will weigh on the Member States; the transition towards climate-neutral Europe might provide significant challenges for Member States. All Member States shall contribute to the transition and shall seek to meet their respective targets inline with this Regulation, however not meeting those targets shall imply only a corrective procedure stated in Article 8 which shall not include financial sanctions.
Amendment 91 #
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 93 #
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 98 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 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 indicatlinear trajectory starting in2022 at the annual emission allocation of that Member State forthat year, as determined 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 subparagraphending in 2030 at the limit for that Member State set out in column 2 of Annex I to this Regulation .
Amendment 100 #
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 103 #
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 a (new)
Article 4 – paragraph 3 – subparagraph 4 a (new)
Amendment 115 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 a (new)
Article 1 – paragraph 1 – point 3 a (new)
Regulation (EU) 2018/842
Article 5 – paragraph 4
Article 5 – paragraph 4
(3a) In Article 5, paragraph 4 is replaced by the following: “4. A Member State may transfer up to 5 % of its annual emission allocation for a given year to other Member States in respect of the years 2021 to 2025, and up to 10 % in respect of the years 2026 to 2030. The receiving Member State may use that quantity for compliance under Article 9 for the given year or for subsequent years until 2030. Member States shall inform the Commission of any actions taken pursuant to this paragraph, and the transfer price per tonne of CO2 equivalent. Or. en (Regulation (EU) 2018/842)
Amendment 116 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 b (new)
Article 1 – paragraph 1 – point 3 b (new)
Regulation (EU) 2018/842
Article 5 – paragraph 7a (new)
Article 5 – paragraph 7a (new)
(3b) in Article 5, the following paragraph 7a is inserted: “7a. A Member State whose reviewed greenhouse gas emissions from the sectors of maritime transport, road transport and buildings covered by Directive 2003/87/EC for a given year in the period 2026 to 2030 are below its sectoral annual emission benchmark for that year, may grant free allocation of ETS allowances to regulated entities under Chapter IV a of Directive 2003/87/EC in the 24 months following that year. The amount of free allocation shall be limited to the difference between the sectoral annual emission benchmark and the reviewed greenhouse gas emissions from the sectors concerned. The Member State concerned shall notify the Commission of the amount of free allocation it intends to use. That amount shall be cancelled from the Member State’s annual emission allocation.”
Amendment 127 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Regulation (EU) 2018/842
Article 8 – paragraph 1 – point -a (new)
Article 8 – paragraph 1 – point -a (new)
(5 a) In Article 8, the following point (-a) is inserted: “(-a) an in-depth analysis of the situation in the Member State including a socio- economic situation in order to assess the realistic possibility of the Member State to reduce its emissions.”
Amendment 129 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 c (new)
Article 1 – paragraph 1 – point 5 c (new)
Regulation (EU) 2018/842
Article 8 – paragraph 3
Article 8 – paragraph 3
(5 c) In Article 8, paragraph 3 is amended as follows: “3. The Commission mayshall issue an opinion regarding the robustness of the corrective action plans submitted in accordance with paragraph 1 and shall in that case do so within four months of receipt of those plans. The Member State concerned shall take utmostfull account of the Commission’s opinion and mayshall revise its corrective action plan accordingly. If the Member State concerned does not address a recommendation or a substantial part thereof, it shall provide its reasoning. Or. en (Regulation (EU) 2018/842)
Amendment 130 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 d (new)
Article 1 – paragraph 1 – point 5 d (new)
Regulation (EU) 2018/842
Article 8 – paragraph 3 a (new)
Article 8 – paragraph 3 a (new)
(5 d) In Article 8, the following paragraph is added: “3a. The corrective actions shall not imply any form of financial sanctions.”
Amendment 31 #
2021/0197(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource us and vibrant industries that remain world-leaders in their respective segment and global innovation drivers while securing high-paid quality jobs in Europe. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.
Amendment 41 #
2021/0197(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) In line with Regulation (EU) 2019/631 the emissions of the entire life cycle of vehicles should be taken into account in order to ensure that emissions are reduced in the most effective manner. Given the strengthened target for 2030, it is important to ensure that a methodology of full life-cycle CO2 emissions for vehicles follows suit. It is therefore necessary that the Commission develop no later than December 31, 2023, an harmonized methodology to report the carbon footprint of the life-cycle of vehicles in order to consider the global impact of passenger cars and light commercial vehicles on the environment. This regulation should be reviewed in 2028 to incorporate this harmonized methodology of an extended carbon accounting as new indicator for further reduction targets beyond 2030.
Amendment 49 #
2021/0197(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging. _________________ 25Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).
Amendment 53 #
2021/0197(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of net zero-emission vehicles and fuels being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation and employment levels in the automotive value chain can be maintained in Europe and that mobility remains accessible and affordable for everyone. Within the global context, also the EU automotive chain must be a leading actor in the on- going transition towards net zero-greenhouse gas emission mobility and fuels solutions. The strengthened CO2 emission reduction standards armust be technology neutral in reaching the fleet- wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide targets. ZLow and zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, depending on their respective full lifecycle emissions and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, and vehicles powered by alternative sustainable biofuels and biogases which can continue to play a role in the transition pathway.
Amendment 64 #
2021/0197(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Thoseis targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero- emission technologies in a cost- efficient way.
Amendment 68 #
2021/0197(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale- up of the manufacturing of low- and zero- emission vehicles and associated technologies, and fuels, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities, while maintaining automotive employment levels in Europe. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.
Amendment 77 #
2021/0197(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of low- and zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of low- and zero- emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll- out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re- skilling of workers and reconversion of activities. The progress report will also build on the two-yearly progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. _________________ 26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
Amendment 83 #
2021/0197(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in. For this reason, considering the weak and slow implementation of Directive 2014/94/EU of the European Parliament and of the Council27 . _________________ 27 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on, this proposal should be accompanied by an ambitious proposal for a Regulation on Alternative Fuel Infrastructure, providing for ambitious mandatory targets for the deployment of alternative fuels infrastructure (OJ L 307 28.10.2014, p. 1)throughout the 27 Member States.
Amendment 91 #
2021/0197(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards low- and zero-emission vehicles in a cost-efficient manner, and it is therefore appropriat. The progressively more ambitious emission reduction targets as set in Regulation (EU) 2019/631 have increased the costs of compliance for manufacturers. It is therefore of the utmost importance to maintain the approach of decreasing target levels in five-year steps.
Amendment 96 #
2021/0197(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) With the stricter EU fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed as of 2030. Before that date and therefore throughout this decade, the incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date, plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meetlow- and zero- emission vehicles on the Union market. The incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km.
Amendment 109 #
2021/0197(COD)
Proposal for a regulation
Recital 21
Recital 21
Amendment 119 #
2021/0197(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 20268. For this review, all aspects considered in the two yearly reporting should be considered.
Amendment 120 #
2021/0197(COD)
Proposal for a regulation
Recital 23 a (new)
Recital 23 a (new)
(23a) The regulations review is an important part of tracking the Union progress towards its climate ambitions while ensuring that concrete reduction targets can be met through an harmonized methodology for reporting on the life-cycle of vehicles, and taking into account industrial and social consequences of the defined targets.
Amendment 125 #
2021/0197(COD)
Proposal for a regulation
Recital 24 a (new)
Recital 24 a (new)
Amendment 129 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point –a (new)
Article 1 – paragraph 1 – point 1 – point –a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4
Article 1 – paragraph 4
(-a) paragraph 4 is replaced by the following: 4. From 1 January 2025, the following EU fleet-wide targets shall apply: "(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021determined in accordance with point 6.1.1 of Part A of Annex I; as set in Regulation (EU) 2019/631; " "(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I. content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019 as set in Regulation (EU) 2019/631. " Or. en(https://eur-lex.europa.eu/legal- %3A111%3ATOC)
Amendment 145 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point i
Article 1 – paragraph 1 – point 1 – point a – point i
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(i) in point (a), the figure “37,5 %” is replaced by ‘545 %’,
Amendment 152 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point ii
Article 1 – paragraph 1 – point 1 – point a – point ii
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(ii) in point (b), the figure “31 %” is replaced by ‘540 %’,
Amendment 157 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a
Article 1 – paragraph 5a
Amendment 159 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a
Article 1 – paragraph 5a
Amendment 165 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point c
Article 1 – paragraph 1 – point 1 – point c
Amendment 183 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/631
Article 4 – paragraph 1
Article 4 – paragraph 1
Amendment 184 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 4 – paragraph 3 a (new)
Article 4 – paragraph 3 a (new)
Amendment 185 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/631
Article 6 – paragraph 6
Article 6 – paragraph 6
4a) in Article 6 paragraph 6 is amended as follows: "6. Paragraph 5 shall not apply where all the manufacturers included in the pool are part of the same group of connected manufacturers or where the credit transfer consists of only one manufacturer transferring respective credits between the passenger car and light commercial vehicle fleets; (b) The respective individual manufacturer(s) targets shall be replaced by a modified target for the manufacturer(s) where there is credit transfer of passenger and light commercial vehicles differences between specific targets (M1 or N1) and specific emissions (M1 or N1). The modification is defined as follows: the difference between a manufacturer’s specific emission target and its specific emissions in one category (M1 or N1) with the difference between a manufacturer’s specific emission target and its specific emissions in the other category (M1 or N1).When the volume based credit trading in one category allows to compensate the exceedance of the other category, the combination shall be considered to have met the two specific emissions targets." Or. en(Regulation (EU) 2019/631)
Amendment 202 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation 2019/631
Article 10 – paragraph 2
Article 10 – paragraph 2
Amendment 203 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation 2019/631
Article 12 – paragraph 3a (new)
Article 12 – paragraph 3a (new)
(6b) 6a. in Article 12, the following paragraph is inserted: ‘3a. ‘The Commission shall draw up, no later than 31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of fuels and energy consumed by vehicles on the EU market.’
Amendment 204 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)Regulation 2019/631
Article 1 – paragraph 1 – point 6 a (new)Regulation 2019/631
Article 11 a (new)
(6a) the following Article 11a is inserted: “Use of synthetic and alternative fuels (1) Upon application by a manufacturer, CO2savings achieved through the use of synthetic and advanced alternative fuels(hereinafter "alternative fuels") shall be considered in accordance with paragraphs 2 and 3 of this Article. (2) The contribution of the CO2 savings achieved through the use of alternative fuels can be accounted for the manufacturer’s average specific CO2 emissions as referred to in paragraph 1 of this Article, In alternative, CO2 savings achieved through the use of alternative fuels may be allocated to individual vehicles which are technically capable of using the credited alternative fuel in accordance with Regulation (EC) 715/2007. (3) Each Member State shall record for each calendar year the quantities of alternative fuels placed on the market by a manufacturer, or the quantities of alternative fuels allocated to a manufacturer, and shall provide appropriate certification of these quantities and the resulting CO2 savings by correspondingly applying the certification and documentation procedure laid down in Directive (EU) 2018/2001. The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001. The credits must indicate the issuing Member State, their period of validity, and the quantity and type of alternative fuel for which they were issued. The credits must be tradable. With a view to minimising the risk of single quantities being claimed more than once in the Union, Member States and the Commission shall strengthen cooperation among national systems, including, where appropriate, the exchange of data. Where the competent authority of one Member State suspects or detects a fraud, it shall, where appropriate, inform the other Member States. (4) The amount of the savings referred to in paragraphs 1 and 2 shall be calculated in accordance with Annex I, Part C.
Amendment 221 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14a – paragraph 1
Article 14a – paragraph 1
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.
Amendment 223 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation 2019/631
Article 14a – paragraph 2
Article 14a – paragraph 2
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, to be analysed not under a purely tailpipe-emissions-based measurement, but under a holistic life- cycle analysis-based approach to emissions of vehicles, fuel and energy, taking into account also the green-house gas intensity at mineral extraction, production and end-of-life stages, allowing inter alia for the accounting of green steel and recycled materials, as well as the energy mix in the respective Member State of circulation, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;
Amendment 226 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9 a (new)
Article 1 – paragraph 1 – point 9 a (new)
Regulation (EU) 2019/631
Article 14 b (new)
Article 14 b (new)
Amendment 234 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a
Article 1 – paragraph 1 – point 10 – point a
Regulation 2019/631
Article 15 – paragraph 1
Article 15 – paragraph 1
The report shall, where appropriate, be accompanied by a proposal for amending this Regulation and identifying a clear pathway for further CO2 emissions reductions by introducing EU fleet-wide targets for new passenger cars fleet and for new light commercial vehicles fleet from 1 January 2035 and from 1 January 2040, based on a LCA methodology developed by the European Commission no later than 31 December 2023.
Amendment 237 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraph 2
Article 15 – paragraph 2
(b) paragraphs 2 to 5 are deleted, is replaced by the following: "In the report referred to in paragraph 1, the Commission shall consider, inter alia, the real-world representativeness of the CO2 emission and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007; the deployment on the Union market of zero- and low-emission vehicles, in particular with respect to light commercial vehicles; the roll-out of recharging and refuelling infrastructure reported under Regulation(XXX) of the European Parliament and of the Council on the deployment of alternative fuels infrastructure , including their financing; the implementation of the Energy Performance of the building Directive 2010/31/EU and its foreseen review; the potential contribution of the use of synthetic and advanced alternative fuels produced with renewable energy to emissions reductions; the CO2 emissions reduction actually observed at the existing fleet level; the functioning of the incentive mechanism for zero- and low-emission vehicles; the potential effects of the transitional measure set out in point 6.3 of Part A of Annex I; the impact of this Regulation on consumers, particularly on those on low and medium incomes; as well as aspects to further facilitate an economically viable and socially fair transition towards clean, competitive and affordable mobility in the Union."
Amendment 240 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraph 3 to 5
Article 15 – paragraph 3 to 5
(b ) paragraphs 23 to 5 are deleted
Amendment 245 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a
Annex I – paragraph 1 – point 1 – point a
Regulation 2019/631
Annex I – Part A – point 6.1
Annex I – Part A – point 6.1
EU fleet-wide targets for 2025 onwardsand 2030’,
Amendment 252 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b
Annex I – paragraph 1 – point 1 – point b
Regulation 2019/631
Annex I Part A point 6.1.2
Annex I Part A point 6.1.2
Amendment 257 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point c
Annex I – paragraph 1 – point 1 – point c
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.3
Annex I – Part A – point 6.1.3
Amendment 267 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation 2019/631
Annex A – Part A – point 6.3.1
Annex A – Part A – point 6.3.1
6.3.1 Specific emissions targets for 2025 to 2029onwards:
Amendment 284 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – Point 6.3.2.
Annex I – Part A – Point 6.3.2.
6.3.2 Specific emissions targets for 2030 to 2034onwards
Amendment 302 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3.
Annex I – Part A – point 6.3.3.
Amendment 325 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point a
Annex I – paragraph 1 – point 2 – point a
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.
Annex I – Part B – point 6.1.
The EU fleet-wide targets for 2025 onwardsand 2030
Amendment 334 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point b
Annex I – paragraph 1 – point 2 – point b
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.2
Annex I – Part B – point 6.1.2
Amendment 337 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point c
Annex I – paragraph 1 – point 2 – point c
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.3.
Annex I – Part B – point 6.1.3.
Amendment 348 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point d
Annex I – paragraph 1 – point 2 – point d
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.2.
Annex I – Part B – point 6.2.2.
Amendment 355 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.3.
Annex I – Part B – point 6.2.3.
Amendment 359 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.1
Annex I – Part B – point 6.3.1
(e) Point 6.3.1 is replaced by the following: "6.3.1. Specific emissions targets for 2025 to 2029 The sSpecific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) ·correction). ZLEV factor where: sSpecific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1; øtargets EU fleet-wide target2025correction = (øtarget – EU fleet-wide target2021)· (1- reduction factor2025) øtarget is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1; , by 31 October 2024 and every second year thereafter, the figures Øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023. The new respective Øtarget shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where; y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehiclepassenger cars calculated as the total number of new zero- and low- emission vehicles, where each of them is counted as ZLEV specific in accordance with the following formula, divided by the total number of new light commercial vehiclepassenger cars registered in the relevant calendar year: ZLEVspecific = x is 15% (𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛 50 𝑜𝑓 𝐶𝑂2 ) ZLEVspecific = (𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛 50 𝑜𝑓 𝐶𝑂2 ) x is 15% Or. en(Regulation (EU) 2019/631)
Amendment 369 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2.
Annex I – Part B – point 6.3.2.
6.3.2. Specific emissions targets for 2030 to 2034onwards
Amendment 373 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
Specific emissions target = (specific emissions reference target – (øtargets - EU fleet-wide target2030)correction) ZLEV factor
Amendment 377 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
EU fleet-wide target2030correction = (øtarget – EU fleet-widetarget2021) · (1- reduction factor2030) øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.2;1, by 31 October 2024 and every second year thereafter, the figures Øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023. The new respective Øtarget shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x),unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEV specific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: ZLEV specific = 1 – (specific emissions of
Amendment 379 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
Amendment 381 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point g
Annex I – paragraph 1 – point 2 – point g
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2..
Annex I – Part B – point 6.3.2..
Amendment 392 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 3 (new)
Annex I – paragraph 1 – point 3 (new)
Regulation (EU) 2019/631
Annex I – Part C – point (new)
Annex I – Part C – point (new)
In Annex 1 , the following, new Part C is added: “PART C Calculation of the CO2 savings achieved through the use of alternative fuels pursuant to Art. 11a The total (origin) of all CO2 savings credits (credit total) in g in year t pursuant to Art. 11a shall be calculated using the formula: credittotal,t = ∑𝒌(𝒇𝒖𝒆𝒍𝒌,𝒕 × 𝑪𝑶𝟐𝒓𝒆𝒇 × 𝑪𝑶𝟐𝒔𝒂𝒗𝒊𝒏𝒈𝒌) + bankingt-1 The total (usage) of all CO2 savings credits is also calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount in g credited in year t to the specific average emissions in accordance with Article 11a(1) (reduction amount fleet) shall be calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount credited in year t to an individual vehicle “j” in accordance with Article 11a(2) (reduction amountvehicle,j,t) shall be calculated using the formula: 𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 reduction amountvehicle,j,t = 𝒎𝒊𝒍𝒆𝒂𝒈𝒆 Where: ∑𝒌(.) Total of all alternative fuels placed on the market across all fuel types ∑𝒋(.) Total of all CO2 reductions credited to individual vehicles pursuant to Article 11a(2) fuelk,t Contributed or allocated quantity in MJ of an alternative fuel k placed on the market in year t CO2ref CO2 emission comparator for fossil fuels in g/MJ pursuant to Directive (EU) 2018/2001 CO2savingk Greenhouse gas emissions saving of each alternative fuel pursuant Directive (EU) 2018/2001 in comparison to fossil fuels in % bankingt Alternative fuels credits not used and transferred by a manufacturer in year t creditfleet,t Total emission reduction credits in g CO2 credited in year t pursuant to Article 11a(1) creditvehicle,j,t Emission reductions in g CO2 credited to vehicle j in year t pursuant to Article 11a(2) mileage Average expected lifetime distance driven in km of a manufacturer’s newly registered vehicle. According to historical values 180,000 km can be used. This is in line with the Report for the European Commission by Ricardo-AEA (Ref: Ares (2014)2298698) the average diesel car lifetime mileage is approximately 208,000 km while petrol lifetime mileages fluctuate between 160,000 and 170,000 km. Diesel cars accounted for approx. 35% of new passenger cars in 2018. vehiclest Number of vehicles registered by a manufacturer in year t “
Amendment 62 #
2021/0045(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) Roaming customers should, to the greatest extent possible, be able to use the retail services that they subscribe to and benefit from the same level of quality of service as at home, when roaming in the Union. To that end, roaming providers should take the necessary measures to ensure that regulated retail roaming services are provided under the same conditions as if such services were consumed domestically. In particular, the same quality of service should be offered to customers when roaming, if technically feasible.
Amendment 89 #
2021/0045(COD)
Proposal for a regulation
Recital 59
Recital 59
(59) It is necessary to monitor and to review regularly the functioning of wholesale roaming markets and their interrelationship with the retail roaming markets, taking into account competitive and technological developments and traffic flows. The Commission should submit twobiennial reports to the European Parliament and to the Council. In its biennial reports, the Commission should, in particular, assess whether RLAH has any impact on the evolution of tariff plans available on the retail markets. That should include, on the one hand, an assessment of any emergence of tariff plans that include only domestic services and that exclude retail roaming services altogether, thus undermining the very objective of RLAH and, on the other, an assessment of any reduction in the availability of flat-rate tariff plans, which could also represent a loss for consumers and undermine the objectives of the digital single market. The Commission’s reports should, in particular, analyse the extent to which exceptional retail roaming surcharges have been authorised by national regulatory authorities, the ability of home network operators to sustain their domestic charging models and the ability of visited network operators to recover the efficiently incurred costs of providing regulated wholesale roaming services. In addition, the Commission’s reports should assess how, at wholesale level, access to the different network technologies and generations is ensured; the level of usage of trading platforms and similar instruments to trade traffic at wholesale level; the evolution of the machine-to- machine roaming; the persisting problems at retail level in relation to value added services and the application of the measures on emergency communications . Furthermore the Commission's reports should assess what impact the roll-out and implementation of new network technologies (e.g.5G) as well as the COVID-19-pandemic have on the roaming market. In order to enable such reporting with a view to assessing how the roaming markets adapt to RLAH rules, sufficient data should be gathered on the functioning of those markets after the implementation of those rules. The Commission shall continuously work on obtaining new data on the roaming market and making the data publicly available.
Amendment 148 #
2021/0045(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
1. IBy 31 December 2022, in order to ensure consistent application of Articles 6 and 7, the Commission shall, after having consulted BEREC, adopt and periodically review in the light of market developments implementing acts laying down detailed rules on the application of fair use policy and on the methodology for assessing the sustainability of the provision of retail roaming services at domestic prices and on the application to be submitted by a roaming provider for the purposes of that assessment. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 4(2).
Amendment 223 #
2021/0045(COD)
Proposal for a regulation
Article 21 – paragraph new1 – subparagraph 1 – point i a (new)
Article 21 – paragraph new1 – subparagraph 1 – point i a (new)
(i a) the effectiveness of the quality of service obligations introduced in this Regulation and to which extent customers are properly informed and can benefit from a genuine RLAH experience;
Amendment 249 #
2021/0045(COD)
Proposal for a regulation
Article 26 – paragraph 1 a (new)
Article 26 – paragraph 1 a (new)
This Regulation shall apply from the date of its entry into force. However, the second subparagraph of Article 14(1) and the second paragraph of Article 16 shall apply from 1 January 2023 insofar as those provisions are related to the establishment of the database referred to in Article 17.
Amendment 92 #
2020/2244(INI)
Motion for a resolution
Recital N
Recital N
Amendment 99 #
2020/2244(INI)
Motion for a resolution
Recital O
Recital O
O. whereas, contrary to the crowding- out hypothesis that has prevailed in economic thinking for the last three decades, public investment and its crowding-in effects should play a central role in this new economic paradigm; whereas investments and reforms should also focus on digital skills and educational and vocational training for all in order to have a positive impact on social cohesion, which is a pre-condition for economic growth, job creation and employment;
Amendment 103 #
2020/2244(INI)
Motion for a resolution
Recital O a (new)
Recital O a (new)
O a. whereas cohesion policy, as the EU’s main investment policy for social, economic and territorial development, has demonstrated its effectiveness in reducing inequalities and regional differences, in particular regarding the poorest regions;
Amendment 104 #
2020/2244(INI)
Motion for a resolution
Recital O b (new)
Recital O b (new)
O b. whereas social protection systems and labour market policies are deeply rooted in national traditions and there is great variation between the Member States, which should be maintained when working towards common social goals through the European Semester; whereas issues lacking a transnational dimension are dealt with at national level in line with TFEU146(2), 147(1), 151 and the principle of subsidiarity;
Amendment 105 #
2020/2244(INI)
Motion for a resolution
Recital O c (new)
Recital O c (new)
O c. whereas the green transition and the digitalisation of the economy will involve substantial economic diversification and transformation of business models and policymaking; whereas that will create new opportunities as well as significant socio-economic challenges in many regions and industrial sectors; whereas the EU needs a common strategy to accompany workers and businesses concerned in order to ensure that no one is left behind;
Amendment 109 #
2020/2244(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the inclusion of the EPSR in the Annual Sustainable Growth Strategy (ASGS) 2021; calls for fairness and social rights to be given the same importance in the new economic model as macro-economic stability; emphasises the central role of the Social Scoreboard in the European Semester18 ; _________________ 18Social Score of Indicators. Eurostat 2020 https://ec.europa.eu/eurostat/web/european -pillar-of-social-rights/indicators/social- scoreboard-indicators
Amendment 115 #
2020/2244(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
Amendment 129 #
2020/2244(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Calls on the Commission and the Member States to reform the financial legal framework and the European Semester process in order to strengthen democratic accountability and the involvement of the European Parliament; stresses that the social progress objectives regarding social welfare systems and quality employment must be shielded from the application of macroeconomic conditionality;
Amendment 166 #
2020/2244(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Stresses that fiscal flexibility to support investment in social rights is vitalimportant, as is the mainstreaming, effectively and at all stages, of all principles enshrined in the EPSR; demands that any proposed fiscal measures be ex-ante assessed and monitored against the provisions of Article 9 of the TFEU to evaluate their social impact, and that they only be considered when they will be beneficial for upward social convergence and increasing wellbeing standards in Member States;
Amendment 178 #
2020/2244(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Regrets that the way data is presented in the joint employment report is not clear and that the data is often inconclusive or difficult to compare, regarding the evolution of wages, productivity, capital gains and profits, subsidies and tax breaks for corporations, or the tax wedge for labour and capital; warns that multifactor productivity is not being measured; calls on the Member States to include the Gender Equality Index as one of the European Semester’s tools and to analyse the structural reforms from a gender perspective;
Amendment 186 #
2020/2244(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls on the Commission and the Member States to develop a quality employment package, including legislative initiativesinitiatives contributing and supporting Member States actions in the field taking into account diverse forms of national practices and the role of social partners and collective bargaining aimed at improving wages and protecting decent working conditions for all, with a particular focus on telework, the right to disconnect, mental well-being at work, occupational health and safety, the rights of platform workers, ensuring quality jobs for essential workers, and strengthening democracy at work and the role of the social partners and collective bargaining;
Amendment 190 #
2020/2244(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Stresses that Members States should also focus on innovation and investments for improved connectivity and artificial intelligence methods and systematic deployment of 5G and Gigabit infrastructure along urban and rural households and large-scale transport corridors in line with EU’s 2025 5G and Gigabit connectivity objectives;
Amendment 201 #
2020/2244(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Calls for a quality employment package and notes that macroeconomic policies that guarantee high levels of employment, as well as fair taxation, are essential for the sustainability of our national pension systems in a demographic context of ageing European populations;
Amendment 218 #
2020/2244(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Stresses that implementing the EU skills agenda equitably is critical for promoting health systems and tackling skills shortages for people in new fields of work; warns, however, that a skills agenda is not enough to tackle the increasing precariousness and in-work poverty in the EU labour market; calls on the Commission and the Member States to maximise their efforts to invest in affordable, accessible, inclusive and high- quality vocational education and training, to reinforce upskilling and reskilling measures, including digital and transferable skills, and to promote lifelong learning to prepare workers for the needs of the labour market affected by the green and digital transformations; takes the view that the mutual recognition of qualifications will be beneficial for overcoming skills shortages and skills mismatches;
Amendment 240 #
2020/2244(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Calls on the Commission to analyse brain drains in certain regions and sectors, and to support mobile workers by ensuring fair mobility and strengthening the portability of rights and entitlements; underlines that the digitalisation of public services can help to facilitate fair labour mobility, particularly with regard to the coordination of social security systems;
Amendment 245 #
2020/2244(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14 a. Calls on the Commission and the Member States to ensure a growth- friendly investment climate and to support SMEs and their employees in the transition to a more digital and greener economy, and to give adequate consideration to the interests of SMEs in the policy making process by analysing the possible effects of policies on SMEs; highlights the importance of improving access for SMEs to public and private funding, including microcredits and crowdfunding, and reducing unnecessary regulatory burdens;
Amendment 246 #
2020/2244(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Points out that fairness conditions must be establishshould be considered for companies that wish to access public funds and support in order to avoid such support going to companies based in tax havens, to those without significanta jurisdiction referred to in Annex I to Council conclusions on the revised EU list of non-cooperative jurisdictions for tax purposes1a, should not subvert collective bargaining, workers’ participation in company matters or codetermination, or those without a ban on bonuses to limit CEO and top executive remuneration;or codetermination in company decision-making processes in accordance with national law and practice, and should be conditional on maintaining the same level of working and employment conditions and rights, including protection against dismissals and reductions in wages, no bonuses to managers or dividends to shareholders; _________________ 1a OJ C 64, 27.2.1010, p. 8
Amendment 4 #
2020/2242(INI)
Motion for a resolution
Citation 3 a (new)
Citation 3 a (new)
- having regard to the OECD Declaration of 23 February 2018 on Strengthening SMEs and Entrepreneurship for Productivity and Inclusive Growth,
Amendment 7 #
2020/2242(INI)
Motion for a resolution
Citation 6 a (new)
Citation 6 a (new)
- having regard to the Commission communication of 14 October 2020 entitled ‘An EU strategy to reduce methane emissions’ (COM(2020)0663),
Amendment 42 #
2020/2242(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas the current legislative framework regulating natural gas has provided sustainability, security of supply and affordability of energy for European consumers for decades and thus should be expanded further to foster the development of a future pan-European hydrogen market;
Amendment 53 #
2020/2242(INI)
Motion for a resolution
Recital C b (new)
Recital C b (new)
Cb. whereas the development of hydrogen systems might be addressed differently by Member States, taking into account differences in the topology of their existing gas infrastructure, their capacity to develop different ways of hydrogen production technologies, different potential for innovation and a varying demand for hydrogen by different industries in each member state;
Amendment 56 #
2020/2242(INI)
Motion for a resolution
Recital C c (new)
Recital C c (new)
Cc. whereas building of a competitive hydrogen market that contributes in a time and cost-efficient manner to the Union’s climate-neutrality objective for 2050 requires well developed transmission infrastructure to distribute hydrogen efficiently from production sites to consumption areas across the Union, which may be achieved based on repurposing of existing gas grids and building dedicated hydrogen transmission infrastructure;
Amendment 60 #
2020/2242(INI)
Motion for a resolution
Recital C d (new)
Recital C d (new)
Cd. whereas the principle of additionality as framed in article 27 of the Renewable Energy Directive poses major risks to hydrogen investments and hydrogen uptake;
Amendment 65 #
2020/2242(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Stresses the need to maintain and further develop European technological leadership in clearenewable and low-carbon hydrogen13 through a competitive and sustainable hydrogen economy with an integrated hydrogen market; emphasises the necessity of a European hydrogen strategy that covers the whole hydrogen value chain, including the demand and supply sectors, and is coordinated with national efforts to bring down the costs of clearenewable and low-carbon hydrogen; welcomes, therefore, the hydrogen strategy for a climate-neutral Europe proposed by the Commission and the national strategies and investment plans for hydrogen of several member states; urges the Commission to streamline its approach on hydrogen with the industrial strategy and make it part of a coherent industrial policy; _________________ 13 According to the Commission, ʻclean hydrogenʼ refers to hydrogen produced through electrolysis of water with electricity from renewable sources. It may also be produced through reforming of biogas or biochemical conversion of biomass, if in compliance with sustainability requirements.
Amendment 75 #
2020/2242(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Underlines that the ‘energy efficiency first’ principle prevails and that direct electrification, where possible, is the preferable option for decarbonisation as it ise importance of a resilient and climate neutral energy system based on the principles of energy efficiency, cost efficiency and security of supply; stresses that, while direct electrification is an important pathway towards decarbonisation, it should only be the preferable option, where it is technologically, socially and economically more feasible and more cost- and energy- efficient than the use of renewable or low- carbon hydrogen or other alternatives; notes, however, that the ‘energy efficiency first’ principle should not prevent the development of innovative pilot and demonstration projects in view of making clean hydrogen competitive;
Amendment 88 #
2020/2242(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Is convinced that only clearenewable and low carbon hydrogen is sustainably contributing to achieving climate neutrality in the long term; stresses that low-carbon hydrogen will play an important role by significantly contributing to the reduction of emissions in the short and medium term and to the development of an EU hydrogen economy by scaling-up the market;
Amendment 94 #
2020/2242(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Acknowledges the need of a regulatory framework in full respect of the proportionality, subsidiarity, and better regulation principles, emphasising the SME-Test;
Amendment 99 #
2020/2242(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Believes that a common legal classification of the different types of hydrogen is of utmost importance; welcomes the classification proposed bypoints out that rapid agreement on a comprehensive and science-based uniform EU-wide terminology for renewable and low carbon hydrogen is necessary to adapt national legal definitions and to provide a clear classification which brings with it legal certainty; stresses that this classification should be based on the carbon content of hydrogen and stepping away from the Ccommissiononly used colour-based approach; notes that avoiding two names for the same category, such as ʻrenewableʼ and ʻcleanʼ hydrogen, could further clarify that classification;
Amendment 109 #
2020/2242(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Underlines the urgent need for European standards, certification and labelling systems for clean hydrogen and a system of guarantees of origin for renewablehydrogen and electricity; believes that clean hydrogen production should be determinclassified according to an independent, science- based review, well-to-wheels assessment of its lifecycle emissions; calls on the Commission to provide a regulatory framework as early as possible in 2021technology- neutral emissions threshold standard for hydrogen and a regulatory framework that ensures guarantees of origin, tradability across member states and is consistent with the ETS as early as possible in 2021; stresses that one core criterion for the standards, certification and labelling systems should be the carbon content rather than the production method in order to respect technology neutrality;
Amendment 120 #
2020/2242(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Calls on the Commission to provide clarification on the role of carbon capture and utilisation or storage (CCU and CCS) by providing an enhanced framework for this technology and by addressing barriers;
Amendment 140 #
2020/2242(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Welcomes the Commission’s ambitious goals of increasing the capacity of renewable hydrogen electrolysers and hydrogen production; urges the Commission and the Member States to incentivise the value chain and market uptake of clean hydrogen in order to make it technologically mature and competitive with fossil-basedrenewable and low- carbon hydrogen14 ; _________________ 14According to the Commission, ʻlow- carbon hydrogenʼ encompasses fossil- based hydrogen with carbon capture and electricity-based hydrogen, with significantly reduced full life-cycle greenhouse gas emissions compared to existing hydrogen production. in order to make it technologically mature and competitive;
Amendment 149 #
2020/2242(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Highlights that for a functioning and predictable internal hydrogen market, regulatory barriers need to be overcome and a coherent and comprehensive regulatory framework createdfor a hydrogen market design should be created and proposed by the Commission; highlights in this regard the need for a flexible hydrogen market in order to facilitate innovative first-movers to make full use of the benefits and drive down the costs of hydrogen production; believes that the gas market regulatory framework and the Clean Energy Package could serve as blueprints for that purpose;
Amendment 155 #
2020/2242(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Acknowledges the role of blending and injecting hydrogen into the natural gas grid as an important driver for the initial scale-up of a hydrogen market by making use of existing infrastructure in the absence of dedicated hydrogen pipelines; notes that blending enables renewable energy producers to access the current gas market and contributes to the decarbonisation of the gas sector;
Amendment 165 #
2020/2242(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Notes that, in order to build up a sustainable hydrogen economy fast enough to reach our climate goals, low-carbon hydrogen can play a transitional role; calls on the Commission to assess for how long and how much of this hydrogen would be needed approximately for decarbonisation purposes until solely clean hydrogen can play this rolemust play a vital and complementary role in ramping up the market; highlights in this regard, the important role of carbon capture and storage technologies (CCS); calls on the Commission to set up a technology- neutral regulatory framework and reduce regulatory and economic hurdles to foster a quick market uptake of low-carbon hydrogen;
Amendment 180 #
2020/2242(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Underlines that a clean hydrogen economy requires significant additional amounts of affordable renewable energy and the corresponding infrastructure; urges the Commission to develop a clear roadmap for investments in the relevant infrastructure for the production, transport and distribution of renewable and low carbon hydrogen; calls on the Commission and the Member States to step up their efforts in this regard and to abolishmake expedient use of taxes and levies on renewable electricity used to produce renewable hydrogen, promoting technologies that contribute to the decarbonisation of the economy, while avoiding undue market distortions at the expense of other energy sources;
Amendment 221 #
2020/2242(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Underlines that interoperability with the gas system and interconnection of hydrogen infrastructure within the EU must be assured in order to develop a functioning internal market and drive forward the integration of the energy system;
Amendment 229 #
2020/2242(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Encourages the Commission and the Member States to assess the possibility ofgradually repurposinge existing gas pipelinesinfrastructure for the transport of pure hydrogen, storage and distribution of hydrogen as well as of hydrogen and natural gas blends in order to maximise cost efficiency and minimise investment costs and levelised costs of transmission; and distribution; underlines the need of setting targets to encourage the necessary energy infrastructure and incentivise appropriate capacity building, while avoiding the creation of artificial needs;
Amendment 244 #
2020/2242(INI)
12a. Underlines the necessity of upholding unbundling as a guiding principle for the design of hydrogen markets; stresses that unbundling plays a key role in ensuring that innovation and new products are provided in the most cost-efficient manner on energy markets; is convinced that any derogation from this regulatory principle in the medium term would come at an unnecessarily high cost to end consumers;
Amendment 254 #
Amendment 255 #
2020/2242(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Highlights that, in order to achieve a fast market uptake of crenewable and low- carbon hydrogen and to avoid carbon lock- ins, demand for clean hydrogen mustshould increase; acknowledges that the initial focus of hydrogen demand should be on sectors for which the use of hydrogen is close to being competitive or that currently cannot be decarbonised, by other mealess complex and cheaper means and technological solutions; believes that for these sectors roadmaps for demand development, investment and research needs should be established at European level; agrees with the Commission that demand-side policies such as quotas for the use of clean hydrogen in a limited number of specific sectors and financial tools such as carbon contracts for difference (ʻCCfDʼ) are necessary to promote decarbonisation through clean hydrogencould be considered for a transitional period to promote decarbonisation through renewable and low-carbon hydrogen, while avoiding the creation of artificial needs and undue market distortions at the expense of other energy sources; stresses that demand side policies should be consistent with other policy measures and subject to a thorough impact assessment to avoid any negative effects on energy consuming industries facing international competition; emphasises in this regard the importance of market-based solutions for creating a market and a level playing field for different technologies with a focus on cost-effective reduction of GHG as well as resilience and competitiveness of the EU economy;
Amendment 268 #
2020/2242(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Calls on the Commission to consider clear incentives for the application and use of hydrogen to different end-consumer sectors in order to trigger the demand for hydrogen; stresses that regulatory incentives, such as the possibility to account for hydrogen or synthetic fuels towards sector renewable targets or emission reduction thresholds in relevant EU legislation, including the REDII, should be provided;
Amendment 277 #
2020/2242(INI)
Motion for a resolution
Paragraph 13 b (new)
Paragraph 13 b (new)
13b. Calls on the Commission to consider quotas for synthetic fuels for aviation or ship propulsion;
Amendment 280 #
2020/2242(INI)
Motion for a resolution
Paragraph 13 c (new)
Paragraph 13 c (new)
13c. Underlines the need to design a market providing clean and low-carbon hydrogen as climate protection option to all businesses and in particular SMEs; calls on the Commission to estimate the amount of renewable and low-carbon hydrogen needed to help industrial SMEs to decarbonise their production processes and energy supply;
Amendment 287 #
2020/2242(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses the importance of research, development and innovation along the whole value chain and, of demonstration projects on an industrial scale and of pilot projects on a smaller scale in order to make crenewable and low-carbon hydrogen competitive; believes that involving SMEs and equipping workers with adequate knowledge about hydrogen are of the utmost importance; highlights, in this regard, the need for research and development in carbon capture and storage technologies (CCS); stresses that, in order to have a proper integration of hydrogen in European society, human resources with a set of specialised skills are needed, especially when it comes to safety; to this end, believes that involving SMEs and equipping workers with adequate knowledge about hydrogen are of the utmost importance; calls on the Commission to adopt an action plan aimed at guiding Member States to develop dedicated training programmes towards workers, engineers, technicians but also to the general public and to create multi-disciplinary teaching programmes for economists, scientists and students;
Amendment 297 #
2020/2242(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Stresses the need to ensure access to finance and innovation assets, such as incubators and joint research projects, for start-ups and SMEs to take root in the hydrogen industry; calls on the Commission to ensure equal market access as well as the facilitation of market entries for such undertakings promoting their participation, e.g. by proactively appointing them for roundtables and feedback in public consultation processes;
Amendment 299 #
2020/2242(INI)
Motion for a resolution
Paragraph 14 b (new)
Paragraph 14 b (new)
14b. Emphasises that Europe is leading in the manufacturing of electrolysers and needs to maintain and advance this competitive edge; stresses that European RDI efforts in hydrogen should focus on a wide range of hydrogen technologies focusing on raising technology readiness levels;
Amendment 301 #
2020/2242(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Underlines that significant amounts of investment are needed to make clearenewable and low-carbon hydrogen competitive, and that European programmes and financing instruments such as Horizon Europe, the Connecting Europe Facility, InvestEU and the ETS Innovation Fund have a key role in fostering a crenewable and low-carbon hydrogen economy; stresses the need to ensure access to finance and innovation assets for SMEs; deeply deplores the Council’s cuts affecting these instruments; calls on the Commission to develop a coordinated investment strategy for clean hydrogerenewable and low-carbon hydrogen as well as carbon capture utilisation and storage technologies; calls on the Commission to include low-carbon hydrogen in the EU Taxonomy Regulation;
Amendment 313 #
2020/2242(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Calls on the Commission to include manufacturing, transportation and storage of both renewable and low- carbon hydrogen (as well as blends with natural gas) into the upcoming Delegated Acts on Climate Change Mitigation and Adaptation stemming from the Regulation (EU) of the European Parliament and of the Council of 18 June 2020 on the establishment of a framework to facilitate sustainable investment, and amending Regulation (EU) 2019/2088 as environmentally sustainable economic activities;
Amendment 319 #
2020/2242(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Welcomes the European Clean Hydrogen Alliance and the Important Projects of Common European Interest (IPCEIs) as important means to enhance investment in clearenewable and low-carbon hydrogen; encourages the Alliance to come up with an investment agenda and a project pipeline in cooperation with the Fuel Cells and Hydrogen Joint Undertaking that can ensure the implementation of the hydrogen goals set by the Commission as soon as possible; welcomes the Commission’s plan to revise the State aid guidelines to include cfor environmental protection and energy to better enable renewable and low-carbon hydrogen; encourages Member States, the Commission and the economic operators to rapidly unlock the potential of IPCEIs to support transport and energy projects of relevan hydrogence for the European economy and with positive spillover effects;
Amendment 336 #
2020/2242(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Stresses the work of the Fuel Cells and Hydrogen Joint Undertaking (FCH JU); asks the Commission to use it as a competence centre for clean hydrogenWelcomes the renewal of the Fuel Cells and Hydrogen Joint Undertaking (FCH JU) under Horizon Europe and calls for an increase of its budget compared to Horizon 2020; stresses the importance of the work of the Fuel Cells and Hydrogen Joint Undertaking (FCH JU); asks the Commission to use it as a competence centre for renewable and low- carbon hydrogen; calls on the Commission to make use of the experiences gained in the Joint Undertakings, especially on Hydrogen fuel cells, and to incentivise further research into these technologies; calls on the future Clean Hydrogen for Europe Partnership to further explore and analyse the potential for hydrogen and fuel cells in buildings and data centres;
Amendment 341 #
2020/2242(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Suggests to the European Commission to include the deployment of hydrogen in the general objectives of PRIMA in line with the priorities of Horizon Europe in order to strengthen research and innovation capacities and to develop knowledge and common innovative solutions across the PRIMA region;
Amendment 343 #
2020/2242(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Believes that the importing of clean hydrogen may become necessary to cater to European demand; calls on the Commission to establish mutually beneficial cooperation with neighbouring regions; Emphasises that Europe’s leading role in the manufacturing of renewable hydrogen technologies presents the opportunity to promote European industrial leadership and innovation on a global level while reinforcing the EU’s role as a global climate leader; underlines the goal of increasing domestic hydrogen production, while acknowledging the possibility of importing additional renewable energy and hydrogen from neighbouring regions and third countries, to cater an increasing domestic demand for affordable hydrogen; therefore calls on the Commission to establish mutually beneficial cooperation with neighbouring regions, while taking into consideration EU energy security as well as environmental standards of the EU's external partners;
Amendment 358 #
2020/2242(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Stresses that international cooperation in terms of low-carbon hydrogen with the neighbourhood of the EU, that is established on the basis of mutually respected rules and principles based on the EU internal gas market legislation, i.e. with the UK, EEA, Energy Community and the US, should be further developed in order to strengthen the internal market and energy security;
Amendment 364 #
2020/2242(INI)
Motion for a resolution
Paragraph 18 b (new)
Paragraph 18 b (new)
18b. Highlights the need to ensure the principles of the internal market in the hydrogen sector and create a level playing field for renewable and low-carbon hydrogen;
Amendment 366 #
2020/2242(INI)
Motion for a resolution
Paragraph 18 c (new)
Paragraph 18 c (new)
18c. Calls on the Commission to undertake thorough, transparent, inclusive and science-based impact assessments of initiatives stemming from the EU Hydrogen Strategy in line with Better Regulation guidelines;
Amendment 368 #
2020/2242(INI)
Motion for a resolution
Paragraph 18 d (new)
Paragraph 18 d (new)
18d. Considers, in this regard, the fact that new partnerships, especially those with Northern African countries, are a win-win business opportunity, since they support the development of the renewable and hydrogen energy industries on both sides;
Amendment 372 #
2020/2242(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Is convinced that the EU should try to promote its standards on hydrogen internationally to improve the Union's strategic autonomy and thus make hydrogen a part of its international cooperation;
Amendment 380 #
2020/2242(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Underlines the need for an integrated energy system in order to achieve climate neutrality by 2050; believes that the integration of the electricity, gas, heating and cooling and hydrogen grid is beneficial for a well- functioning hydrogen and energy market; welcomes the inclusion of hydrogen in the Commission’s Strategy for Energy System Integration; believes that clearenewable and low-carbon hydrogen can play a key role in terms of energy storage to balance intermittent renewable energy supply and demand; calls on the Commission to address the barriers hindering a wider adoption of hydrogen energy storage, given its high potential in particular in the mobility and building sectors;
Amendment 21 #
2020/2241(INI)
Motion for a resolution
Recital B
Recital B
Amendment 44 #
2020/2241(INI)
Motion for a resolution
Recital D
Recital D
D. whereas energy system integration canaims to keep costs for European authorities, European businesses and European citizens within realistic and acceptable limits; a cost efficient energy sector integration must be enforced;
Amendment 65 #
2020/2241(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Believes that such a strategy can help the Union achieve its climate goals while maintaining energy accessibility, affordability and security of supply through the development of an efficient, integrated, interconnected, resilient, smart and decarbonised system;
Amendment 72 #
2020/2241(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Reiterates its support forAcknowledges the importance of the energy efficiency first principle and recalls that the most sustainable energy is energy which is not consumeddirect electrification, where possible, presents an important pathway towards decarbonisation. Highlights the need to develop a resilient and climate neutral energy system based on the principle of “cost-efficiency";
Amendment 81 #
2020/2241(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Notes the high energy consumption in the water sector needs; calls on the Commission to consider energy-efficient measures for the EU water sector and the possibility to use treated waste water as an “on-site” source of renewable energy in the Energy System Integration;
Amendment 92 #
2020/2241(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. DeplorAcknowledges the insufficient progress made by Member States, as set out in the Energy Efficiency Progress Report; encourages the Commission to propose more ambitious targetexplore the impacts of revised targets on businesses, notably SMEs, taking into account its recommendations as part of the Energy Union governance process; welcomes, in this regard, the renovation wave strategy; emphasizes that the renovation of the existing building stock does not fully compensate for the need to produce more low carbon energy;
Amendment 98 #
2020/2241(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Calls on the Commission to extend the principle of energy efficiency to the entire value chain and to all end-uses; underlines the potential of circularity and reuse of wasteorganic waste from cities and agricultural sector, energy and waste heat from industrial processes, buildings and data centres; draws attention tocalls on the Commission and the Member States to develop effective incentives and business models for the uncoupling and use of industrial waste heat; draws attention to the replacement of old and inefficient heating systems and the modernisation of heat networks, which can play a significant role in heat decarbonisation; stresses the potential of digital tools for smart energy management;
Amendment 112 #
2020/2241(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Recalls that the energy transition will require between EUR 520 and 575 billion in annual infrastructure investment; calls on the Commission to develop sustainable investment criteria which are fully in line with the climate and integration goalsfinancial tools which are fully in line with the climate and integration goals; underlines that European programmes and financing instruments such as Horizon Europe and the European Clean Hydrogen Partnership, the Connecting Europe Facility on the basis of the TEN-E and TEN-T Regulations, cohesion policy, InvestEU, Recovery and Resilience Facility, Just Transition Fund and the ETS Innovation Fund have a key role in fostering a renewable and low-carbon hydrogen economy, biogas/biomethane development and carbon capture and storage and hydrogen-compatible infrastructure, while also providing appropriate investments in the use of natural gas where it provides emission reduction and serves as a transitional enabler; calls on the Commission to develop targets for energy infrastructure rollout and that system integration should make maximum use of existing gas infrastructure which can help deliver a cost-effective transition throughout many sectors including industry and mobility;
Amendment 120 #
2020/2241(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Regrets that the Commission’s draft taxonomy delegated act undermines the climate goals with regards to renewable energy sources, encourages the Commission to embrace a technological neutral approach based on life-cycle GHG emissions and not demand stricter rules from hydropower, biofuel and biogas, than other renewable energy sources; Furthermore, regrets that nuclear power is broken out and dealt with in a separate delegated act as this undermines the holistic energy system perspective, and limits Member States' possibilities for self- determination over the energy mix;
Amendment 125 #
2020/2241(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Highlights the importance of assessing ex-ante and anticipating the need for new energy production, transmission, distribution and conversion of infrastructure in order to optimise itsthe use of existing energy infrastructure in a climate- neutral economy and to ensure its economic viability;
Amendment 128 #
2020/2241(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Believes that a common legal classification of the different types of renewable, decarbonised and low-carbon gases, including hydrogen, based on the full life cycle GHG emissions savings and sustainability criteria, is of utmost importance for market players, authorities and consumers; calls on the Commission to develop a comprehensive classification and certification framework of gaseous carriers;
Amendment 134 #
2020/2241(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls on the Commission to use the revision of Regulation (EU) No 347/2013 on trans-European energy infrastructure as an opportunity to include energy system integration in the Regulation’s objectives and the 10-year network development planning; calls for greater efforts to remove obstacles hindering the full integration of energy systems, which would otherwise encourage citizens and industry to fully embrace cleaner energy alternatives because there will be no Green Deal without a better integration of the energy system; Emphasises that it is necessary to achieve a cost-effective decarbonisation of the EU economies which will build a more flexible, more decentralised and digital energy system, in which consumers are empowered to make their energy choices;
Amendment 144 #
2020/2241(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Calls for the mass deployment of renewable, low carbon and decarbonised energy at competitive costs; encourages the Commission to propose more ambitious targetmeasures in order to increase the share of such energy in electricity generation, heavy industry, transport, construction, heating and cooling;
Amendment 151 #
2020/2241(INI)
10. Welcomes the adoption of the European Hydrogen Strategy; is convinced that renewable and delow carbonised hydrogen, together with other renewable gases, can help reduce persistent emissions from hard to abate sectors, such as industrial processes and ,heavy transport which cannot be decarbonised throughand buildings and where direct electrification might be limited due to low cost-efficiency or technical, social and environmental reasons; recalls also the need to decarbonise existing hydrogen production and the usrole of zero-carbon electricity; recalls also the need to decarbonise existing hydrogen productionCarbon Capture and Storage (CCS) technologies; recalls the potential of blending hydrogen with natural gas as a contribution to the decarbonisation of the gas sector; underlines the potential of hydrogen for energy storage and transport and its contribution to the flexibility of the energy system;
Amendment 168 #
2020/2241(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls on the Commission to extend the obligation laid down in Directive (EU) 2018/2001 for Member States to issue guarantees of origin forthat ensure the traceability of low- and zero- carbon gases and for renewables based on a science-based life-cycle analysis; considers that all sustainable and cost-effective biofuels will be needed and believes that it would be environmentally and economically counterproductive to revise the renewable directive's sustainability criteria for forest biofuels in the way indicated in the Commissions energy system integration strategy; believes that sustainable forest management can contribute to climate adaptation by replacing fossil raw materials and through a long-term increased sequestration of carbon in forests;
Amendment 179 #
2020/2241(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Stresses the need to accelerate research and, development onand full exploitation of technologies for CO2 capture, storage and reuse; emphasizes that the EU needs a technological revolution making large-scale carbon capture (CCS) storage solutions profitable in order to combine economic growth with reduced greenhouse gas emissions;
Amendment 188 #
2020/2241(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Calls on the Commission to propose ambitious targets for the decarbonisation of road, maritime, rail and air transport in a technology-neutral way; welcomes the Commission’s announcement of the deployment of one million charging points for electric vehicles; stresses the need to adapt the electrification networks for Europe’s vehicle fleetinfrastructure for alternative fuels for Europe’s vehicle fleet as well as to support other readily deployable solutions; highlights that direct electrification is very important but cannot stand alone in order to achieve a fast, affordable and just energy transition;
Amendment 211 #
2020/2241(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Highlights the need to reduce regulatory barriers, improve access to capital and further support all forms of energy storage projects alongthat can offer services along with transmission and distribution networks and at consumption sites; recalls the importance to ensure full interoperability of different transport and storage systems, including those with cross-border relevance and connected to third countries; urges the Commission to revise the Energy Taxation Directive to reduce the costs of taxes and levies on energy transformation and energy storage,while avoiding undue market distortions at the expense of other energy sources;
Amendment 223 #
2020/2241(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Recalls the role that greenewable and low carbon hydrogen can play in balancing grids by using any surpluselectricity; notes the need to develop the hydrogen-storing technologies and capacities and the role that renewable hydrogen and electrolysers can play in providing more flexibility to the grids and integrating the increasing share of renewable electricity production;
Amendment 233 #
2020/2241(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16 a. Acknowledges that power-to gas and power-to-heat technologies can play a key role in terms of large scale energy storage, to meet seasonal demand and to balance an electricity system because they are easy to integrate in existing infrastructure, help balance the electricity grid and can be cost-effectively transported across long-distances;
Amendment 238 #
2020/2241(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Recalls the importance of interconnectors and cooperation between network operators; welcomes the establishment of regional coordination centres under Regulation (EU) 2019/943; believes that an integrated and cross- sectoral approach should be applied by TSOs for the future planning of the networks, as well as consistency with climate and energy targets and the National Energy and Climate Plans;
Amendment 243 #
2020/2241(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Calls on the Commission and the Members States to explore ways of further encouraging, through effective incentives, the development of a European market for demand-side flexibility, potentials for energy storage and balancing electricity grid; welcomes flexible integrated energy systems that aim to optimize the district heating/cooling sector contributing to the balancing of the electricity grid, cost- effective use of renewable energy sources and waste heat integration at local/regional level;
Amendment 253 #
2020/2241(INI)
19. Stresses that a more renewable, decentralised and better integrated energy system requires better forecasting of energy demand and matching with the supply and storage from different energy carriers; highlights, in this regard, the crucial role of digitalisation for the processing of statistical and meteorological data; calls on the Commission and the Member States to develop an internal market for digital energy technologies; welcomes the intention of the Commission to adopt an action plan for the digitalisation of energy to foster the EU technological leadership and enable a more integrated energy system with intelligent solutions in specific sectors (smart grids, more efficient and safe transport, energy savings in buildings), a more active role of consumers and improved funding for the 2021-2027 period;
Amendment 268 #
2020/2241(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Recalls that the primary objective of Union action in the field of energy is to ensure the proper functioning of the market; calls on the Commission to propostake the necessary legislative changes to ensure equal rights for all consumers and undistorted price signmeasures to safeguard the well-functioning of energy markets and to ensure the full implementation of the acquis for the internal energy market, including the Clean Energy Package, equals reflecting the real cost of energy and itsights for all households and businesses and help them contributione to the decarbonisation of the economy; welcomes the initiative to revise Directive 2003/96/EC;
Amendment 300 #
2020/2241(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Recalls that one of the objectives of the Energy Union is to reduce our import dependency and to ensure security of supply; considers that the creation of synergies can help achieve this objective;
Amendment 303 #
2020/2241(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Stresses the importance of increasing the competitiveness of European technologies to ensure the autonomy of the Union in the strategic energy sector; calls on the Commission to support research and innovation through the various structural and sectoral funds following a technology neutral approach; recalls the Union’s global leadership in satellite emission measurement technologies; stresses that technologies where Europe has global leadership and domestic based value chains should be looked at specifically;
Amendment 317 #
2020/2241(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
25 a. Welcomes the development of carbon dioxide capture and storage (CCS) and carbon capture utilisation and storage (CCUS) when it may be necessary to achieve climate neutrality, and to provide negative emissions by CCS on biomass combustion, and to reduce emissions where other reasonable alternatives through CCS at fossil fuel emissions, particularly in certain industrial processes; in this regard, welcomes the Commission proposal to convene an annual European CCUS Forum as part of the Clean Energy Industrial Forum to further study options to foster such projects;
Amendment 321 #
2020/2241(INI)
Motion for a resolution
Paragraph 25 b (new)
Paragraph 25 b (new)
25 b. Considers that the EU should promote regulatory solutions in the heating sector and energy efficiency legislation which respect the variation between Member States' conditions and most appropriate solutions which are particularly large in these sectors;
Amendment 324 #
2020/2241(INI)
Motion for a resolution
Paragraph 25 c (new)
Paragraph 25 c (new)
25 c. Believes that both increased energy system integration and consumers have the opportunity to play an active role which requires a well-functioning energy market with accurate price signals that reflects the cost-effectiveness of different technical systems and greenhouse gas emissions; considers that current regulations enable uncompetitive prices for nuclear power in some Member States that do not sufficiently lead to a cost- effective decarbonised transition;
Amendment 325 #
2020/2241(INI)
Motion for a resolution
Paragraph 25 d (new)
Paragraph 25 d (new)
25 d. Underlines that the EU’s climate policy and energy policy has to go hand in hand within creased economic growth; stresses that the energy policy must therefore always encourage cost-effective, low carbon and reliable energy sources that ensure the industry's access to energy.
Amendment 5 #
2020/2217(INI)
Motion for a resolution
Citation 29 a (new)
Citation 29 a (new)
- having regard to the Joint Declaration of Member States on Building the next generation cloud for businesses and the public sector in the EU, 2020
Amendment 8 #
2020/2217(INI)
Motion for a resolution
Citation 29 b (new)
Citation 29 b (new)
- having regard to the Final report prepared by the High-Level Expert Group on Business-to-Government Data Sharing, 2020
Amendment 13 #
2020/2217(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
A a. whereas digitalisation is not only an economic opportunity but also enhances security, geopolitical resilience and strategic relevance of the Union;
Amendment 24 #
2020/2217(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Amendment 32 #
2020/2217(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the Union must urgently take action to reap the benefits of data by building an competitive, innovation- friendly, ethically sustainable, human- centric, trustworthy and secure data society and economy that respects human rights and democracy;
Amendment 40 #
2020/2217(INI)
Motion for a resolution
Recital D
Recital D
D. whereas all uses of personal data should be consistent with the General Data Protection Regulation and the e-Privacy Directive; and whereas there are non personal or public sector data respectively consistent with Regulation on Free Flow of non-personal Data and Open Data Directive;
Amendment 63 #
2020/2217(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the Commission communication entitled ‘A European strategy for data’; believes that it is a prerequisite for the viability of European industries and nascent AI, and a vital step towards a democratic data society, which will bring better services, growth and jobs; underlines the importance to avoid protectionism and to allow access to data spaces to non-EU stakeholders, strictly complying with EU privacy, data protection, cybersecurity standards and rules;
Amendment 70 #
2020/2217(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Believes that the free flow of data across borders is critical to seize all the potential of the data economy and stresses that preserving the flow of data must remain a foundation of Europe’s values and objectives;
Amendment 74 #
2020/2217(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Notes that the COVID-19 crisis highlights the role of real-time data sharing and the need for interoperability of solutions across Member States; stresses the need to accelerate the establishment of sectoral data spaces, as well as the deployment of data infrastructures, tools and computing capacity, in particular Common European Health Data Space by supporting the development of national electronic health records and interoperability of health data;
Amendment 100 #
2020/2217(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Believes that achieving the goals of the Data Strategy shall not create market distortions within the Union; underlines that future legislation must be designed to facilitate technological development, innovation, data access, interoperability and data portability;
Amendment 109 #
2020/2217(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Notes that a well-built data society benefits all, empowers workers, start-ups and SMEs, creates quality employment, facilitates economic growth and innovation, instead of lowering their working conditions, and does not lead to inequality or digital gaps;
Amendment 114 #
2020/2217(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Stresses that the increasing volume, development, storage and processing of industrial and public data in the Union is a source of growth and innovation that should be tapped; believes that this growth can be enhanced via a level playing field and strong multi-player fair market economy, which fully respects the technological-neutrality principle;
Amendment 119 #
2020/2217(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Highlights the role of European start-ups, SMEs in creation of economic growth and jobs, as well as the current market imbalances in access to data;
Amendment 129 #
2020/2217(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Urges the Commission to perform in advance an in-depth evaluation and mapping of the existing legislation covering data sharing aspects; assess if adjustments or additional requirements are needed to support the European data economy and safeguard fair competition for all affected actors, while avoiding legal overlaps with existing and new legislation on the EU Data Strategy;
Amendment 134 #
2020/2217(INI)
Motion for a resolution
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Notes that European companies operating in some third countries are increasingly faced with unjustified barriers and digital restrictions; welcomes the Commission’s commitment to address, in bilateral discussions and international fora, including the WTO, and in EU Trade Policy, unjustified obstacles to international data flows;
Amendment 136 #
2020/2217(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Supports the creation of a data governance framework for common European data spaces, covering interoperability, sharing, access and portability of data, to enhance the flow and reuse of industrial and public data; stresses that data portability principle should take into account differences in IT providers' infrastructures and practices, enabling users to port their data, noting that infrastructure and practises might change from one provider to another;
Amendment 151 #
2020/2217(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Insists that the data governance model must be built on a decentralised data operating environment accessible to all market participants, both commercial and non-commercial, including start-ups and SMEs, enabling an ecosystem where data can be accessed and used in a trusted, safe and secure environment; insists that cybersecurity standards shall be coordinated with EU ENISA and the EU Cybersecurity Competence Centre;
Amendment 158 #
2020/2217(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Calls for the creation of a Commission-led body that would setHigh Level Expert Group that helps the set up of common Union- wide guidelines on data governance; calls for citizens, civil society, public bodies and businesses to be adequately represented in the governance of data spaces; stresses the importance of coordination of all regulators involved in the data economy;
Amendment 163 #
2020/2217(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Urges the Commission and Member States to build interoperable sectoral data spaces that follow common guidelines and data sharing protocols, in order to avoid creating silos and preventing cross-sectoral innovations;
Amendment 169 #
2020/2217(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Encourages the Commission to use data spaces to enhance trust, create common market-led standards and build well-formed application programming interfaces (APIs), and to consider using pre-agreed sandboxes to test innovationlong with robust authentification mechanism, and to use pre-agreed sandboxes to test innovations; calls the Commission to present a guidance for data usage procedures in order to increase the legal certainty for private and public actors of all sizes;
Amendment 178 #
2020/2217(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Notes the need to help private and public sector actors, especially SMEs and Start-ups, to identify the data they possess and catalogue and increase the findability of data to fuel data spaces, as well as to facilitate data cleansing routines; calls on the Commission to fund initiatives to improve the findability of metadata within data spaces;
Amendment 186 #
2020/2217(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Recalls that personal and industrial data are not always separable; urges the Commission to define guidance on and practices in the utilisation of mixed data sets in industrial environments while guaranteeing privacy rules for personal dataadhere to the Guidance provided on the Regulation (EU) 2018/1807; calls on the Commission to consider creating a horizontal and cross- cutting personal data space alongside other data spaces to address the challenge of mixed data sets and empower citizens via, for example, trustworthy intermediators such as MyData operators, which store data with the consent of the owners; stresses the difference between data intermediaries and data brokers, whereas the latter has as a business model selling data for profit; calls on the Commission to encourage Member States to verify compliance of data brokers with the privacy, data protection and cybersecurity rules of the EU and support them with the necessary resources if needed;
Amendment 197 #
2020/2217(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Urges the Commission to present a data act to encourage and enable an increasing B2B, B2G, G2B and G2G flow of data in all sectors; stresses that often public-sector data is not in machine- readable formats; encourages the Commission to coordinate with the Member States the facilitation of sharing non-sensitive public sector-generated data sets for free, whenever possible, and in machine-readable formats, and give guidance on a common model for sharing of sensitive and non-sensitive data in accordance with the GDPR requirements;
Amendment 201 #
2020/2217(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15 a. Underlines that competitive access to data is of outmost importance for the development of Artificial Intelligence; stresses that businesses and researchers should be given greater freedom to use data, with less regulatory interference, especially when the AI application for which the data is used does not entail high risks;
Amendment 203 #
2020/2217(INI)
Motion for a resolution
Paragraph 15 b (new)
Paragraph 15 b (new)
Amendment 205 #
2020/2217(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Encourages the Commission and Member States to facilitate voluntary data sharing schemes, through inter alia incentivising companies via fair compensation, best practices, tax incentives, public recognition programmes; encourages the Commission to work on collaborative approaches for sharing data and standardized data agreements, to enhance predictability and trustworthiness; stresses the importance of setting clear rules for fair competition and no free-riding in the future Data Act, intellectual property rights protection, clear rules on ownership regarding rights and obligations; compulsory data sharing schemes shall be proactive, on a case by case basis and limited in time and scope, and based on clear rules to avoid unfair competition;
Amendment 212 #
2020/2217(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16 a. Stresses that access to data does not preclude privacy; calls on the Commission to promote the use of privacy enhancing or privacy-preserving technologies, such as differential privacy, homomorphic encryption, federated machine learning, pseudonomysation and generalisation;
Amendment 224 #
2020/2217(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Calls on the Commission to examine actors’ rights and obligations to access data they have been involved in generating;
Amendment 245 #
2020/2217(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Reminds the Commission and the Member States to respecfully implement Open Data Directive objectives in word and spirit when negotiating the implementing act on high-value data sets; calls for these data sets to include inter alia a list of company and business registers, while preserving the flexibility for its update; calls on the Commission to provide a better link between those high-value data sets and the common data spaces within the forthcoming data legislation;
Amendment 253 #
2020/2217(INI)
Motion for a resolution
Paragraph 22 a (new)
Paragraph 22 a (new)
22 a. Encourages the Commission to examine the potential of open standards in order to achieve interoperability within and across the data spaces;
Amendment 256 #
2020/2217(INI)
Motion for a resolution
Paragraph 22 b (new)
Paragraph 22 b (new)
22 b. Calls on the Commission to examine opportunities for data curation at scale;
Amendment 263 #
2020/2217(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Calls on the Commission and the Member States, in order to strengthen the Union’s technological sovereignty, to promote research and innovation work on technologies that facilitate data sharing and analytics, and to invest in capacity building and high-impact projects to promote research, innovation and the deployment of digital technologies;
Amendment 273 #
2020/2217(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Recalls that the success of the Union’s data and AI strategies depends on the wider ICT ecosystem, closing the digital gap, developing the IoT, fibre, 5G, 6G, quantum, edge computing, block chain and high-performance computing; underscores the importance of the Digital Europe Programme and the Horizon Europe programme, including the earmarking for quantum computing;
Amendment 286 #
2020/2217(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Calls on the Commission and Member States to promote competitive markets to support the development of European cloud offerings, e.g. Gaia-x;
Amendment 299 #
2020/2217(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Calls on the Commission to develop a ‘cloud rule book’ that will inter alia oblige service providers to reveal where data is processed and stored and ensure users have sovereignty over their data;
Amendment 300 #
2020/2217(INI)
Motion for a resolution
Paragraph 26 a (new)
Paragraph 26 a (new)
26 a. Calls on the Commission and Member States to further accelerate the technological developments of IoT and edge computing, while supporting the convergence of technologies such as AI, digital twins, DLTs and intelligent connectivity at the edge, e.g. via large- scale open edge IoT projects;
Amendment 303 #
2020/2217(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
27. Emphasises the importance of trust and cybersecurity for a stable data economy, as well as the importance of state-of-the-art underlying digital infrastructure; urges the Commission to present solutions that are suited to market players of all sizes; calls on the Commission to provide opportunities for conducting abusability and vulnerability audits of the infrastructure for data sharing;
Amendment 332 #
2020/2217(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Calls for public and private funding for SMEs to fully capitalise on data economy’s potential;micro-, small and medium-sized enterprises to fully capitalise on the potential of the data economy
Amendment 339 #
2020/2217(INI)
Motion for a resolution
Paragraph 31
Paragraph 31
31. Calls on social partners to explore the potential of digitalisation, data and AI to increase productivity, improve well- being of the workforce and invest in upskilling; and proactively involve in awareness raising campaigns;
Amendment 360 #
2020/2217(INI)
Motion for a resolution
Paragraph 33
Paragraph 33
33. Stresses the importance of cross- border data flows for growth and innovation; Calls for the free flow of data between the Union and third countries to be permitted when privacy, security and other legitimate public policy interests are met; calls on the Commission to negotiate new rules for the global digital economy, including the prohibition of unjustified data localisation requirements; calls on the Commission to explore the possibilities to facilitate data flows with strategically important third countries;
Amendment 7 #
2020/2216(INI)
Draft opinion
Recital A
Recital A
A. whereas the Fourth Industrial Revolution, digitalisation and artificial intelligence (AI) are leading to fundamental and structural changes to the labour market, the workplace, the work patterns and the work profile of every worker;
Amendment 8 #
2020/2216(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
Aa. whereas new opportunities brought by digital transformation and digital single market should empower and allow to prosper all EU citizens;
Amendment 9 #
2020/2216(INI)
Draft opinion
Recital A b (new)
Recital A b (new)
Ab. whereas digitalisation and artificial intelligence has the potential to substantially change the way people receive information, the way they communicate and the way they think;
Amendment 10 #
2020/2216(INI)
Draft opinion
Recital A c (new)
Recital A c (new)
Ac. whereas greater challenges are posed on the synergies between labour market and education system as the education system should better foresee the future needs of the labour market and be able to adapt accordingly;
Amendment 11 #
2020/2216(INI)
Draft opinion
Recital A d (new)
Recital A d (new)
Ad. whereas the use of AI holds potential for safer and more inclusive workplaces and labour markets;
Amendment 15 #
2020/2216(INI)
Draft opinion
Recital B
Recital B
B. whereas these developments plausibly facilitate human-machine synergies, thereby producing a combined effect greater than the sum of their separate outcomes, but also pose serious challenges in terms of workforce reorganisation and the potential elimination of more sectors and employment than the new forms they createsome employment sectors while at the same time creation of new employment opportunities;
Amendment 23 #
2020/2216(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
Ba. whereas the fast technological change is often accompanied by the spread of false information, hoax and misinterpretation that can undermine the positive aspects and opportunities brought by the development;
Amendment 30 #
2020/2216(INI)
Draft opinion
Recital B b (new)
Recital B b (new)
Bb. whereas artificial intelligence (including high risk AI) is increasingly used not only in the work place but also in the recruitment and other administrative processes;
Amendment 44 #
2020/2216(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Stresses that the future regulatory framework for AI in the European Union shouldmust ensure that workers’ human dignity and rights are fully respected and adapted to the new forms of work relations and work organisation, in a way that secures jobs and improves upon wages and working conditions, while safeguarding the quality of employment as well as workers´ work-life balance; stresses, in addition, that the European AI framework should respect European values, Union rules and the principles of the European Pillar of Social Rights and set clear and predictable rules for civil liability connected to AI;
Amendment 50 #
2020/2216(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Stresses the urgent need to recognize the ethics-by-default principle as a leading principle for the design and use of artificial intelligence;
Amendment 61 #
2020/2216(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Underlines that AI must always be human-centric and thus serve exclusively as an aid to human performance and comply with all rules ensuring respect for fundamental rights with human dignity at the forefront, including the protection of personal data and privacy, and the prohibition of arbitrary profiling;
Amendment 69 #
2020/2216(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Underlines that new technologies including AI should be used to improve labour market functioning and produce sustainable and inclusive labour market matches between workers and businesses;
Amendment 83 #
2020/2216(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission and the Member States to adopt communication strategies in order to enable smooth transposition of the changes brought by the development of AI. Calls on the special attention to be paid to providing detailed information on the changes to the workers, trade unions and social partners and thus prevent the spread of misinformation and hoaxes;
Amendment 96 #
2020/2216(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Recalls that the use of AI applications, algorithms and process development affecting all aspects of work and workers’ rights, such as recruitment processes, must not discriminate against workers and vulnerable groups or reinforce inequalities inter alia on the pretext of gender, age, disability or nationalityand health state or nationality; underlines the need to provide information in a simple and understandable manner regarding the use of the AI in recruitment processes or work-related administrative processes as explainability of the basic features of algorithms is a pre-condition for an ethical usage;
Amendment 121 #
2020/2216(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Highlights the potential of artificial intelligence to mitigate the inequalities in society and stresses the need to focus on the solutions provided by the artificial intelligence that can help the most vulnerable groups like persons with disabilities or persons living in remote or rural areas to improve their opportunities on the labour market;
Amendment 124 #
2020/2216(INI)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6b. Recalls that the process of machine learning needs to be based on a sufficient amount of quality and diverse data that prevent the incidence of biased algorithms; calls therefore on the Commission and the Member States to cooperate in the collection of quality and diverse data ensuring the unbiased AI to avoid possible collateral deepening of inequalities in the society;
Amendment 141 #
2020/2216(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Calls on the Commission and the Member States to update the European Skills Agenda and the Digital Education Action Plan, so that workers can reskill or upskill and become qualified for the challenges of the future world of work; calls on the Member States to update their national vocational and professional training and upskill, reskilling, upskilling and lifelong learning programmes so as to ensure digital literacy and promote digital inclusion (οn average, 16 % of EU workers fear that digitalisation will render their skills outdated2 ); __________________ 2 Cedefop, ‘Artificial or human intelligence? Digitalisation and the future of jobs and skills: opportunities and risks’, p. 3.
Amendment 160 #
2020/2216(INI)
Draft opinion
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Calls on the European Labour Authority to take leadership in facilitation of the transformation process towards a social-digital economy;
Amendment 37 #
2020/2091(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Highlights the importance of sufficient expertise and resources available at local and regional levels for the drafting of air quality plans and elaborating the choice, implementation and evaluation of measures to improve air quality; underlines in this respect the need to raise awareness for available funding, technical resources and flexible pathways adjustable to local and regional realities;
Amendment 40 #
2020/2091(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
Amendment 70 #
2020/2091(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Recalls that whereas overall particulate emissions from road transport decline, the fraction emitted by vehicles from tyre, brake, clutch and road wear becomes increasingly significant; calls on the European Commission to examine, together with health and air quality experts specialised in the matter, in how far a regulation targeting these emissions could be necessary and proportionate in view of further reducing non-exhaust emissions and increasing their contribution to the overall reduction of particulate matter emissions from road transport;
Amendment 77 #
2020/2091(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Calls for the further integration of satellite data from the Copernicus Atmosphere Monitoring Service into the assessment of the implementation of European and global air quality rules;
Amendment 79 #
2020/2091(INI)
Draft opinion
Paragraph 5 c (new)
Paragraph 5 c (new)
5 c. Stresses that Member States should focus on innovation and investments for improved connectivity and scalable air quality monitoring through low-cost air pollution sensors, artificial intelligence methods, and systematic deployment of 5G and Gigabit infrastructure along urban and rural large-scale transport corridors in line with EU’s 2025 5G and Gigabit connectivity objectives;
Amendment 13 #
2020/2023(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Raises concern about the UK’s position on the future partnership with the EU, and thus emphasises that rights and privileges entail obligations and that the level of access to the EU single market should fully correspond to the extent of regulatory convergence and commitments agreed with respect to observing a level playing field for open and fair competition with a view to dynamic alignmentbased on the common standards;
Amendment 33 #
2020/2023(INI)
Draft opinion
Paragraph 11
Paragraph 11
11. Emphasises that UK freight transport operators cannot be granted the same rights and benefits as Union freight transport operators in respect to road freight transport operations, while invites to explore the possibility to have a closer relation with UK, with inclusion of certain rights that may enable a more efficient use of journey, from operational, environmental and economical perspectives;
Amendment 39 #
2020/2023(INI)
Draft opinion
Paragraph 12
Paragraph 12
12. Considers that the envisaged partnership should include the right of transit of laden journeys from the territory of one party to the territory of the same party through the territory of the other party;
Amendment 44 #
2020/2023(INI)
Draft opinion
Paragraph 13
Paragraph 13
13. Considers that the envisaged partnership should include a level playing field in the areas of, in particular, work and rest time, tachographs, weights and, dimensions and training of personnel;
Amendment 14 #
2020/0365(COD)
Proposal for a directive
Recital 2
Recital 2
(2) Despite existing measures at Union19 and national level aimed at supporting the protection of critical infrastructures in the Union, the entities operating those infrastructures are not adequately equipped to address current and anticipated future risks to their operations that may result in disruptions of the provision of services that are essential for the performance of vital societal functions or economic activities. This is due to a dynamic threat landscape with an evolving terrorist threat, criminal infiltration, foreign interference, and growing interdependencies between infrastructures and sectors, as well as an increased physical risk due to natural disasters and climate change, which increases the frequency and scale of extreme weather events and brings long-term changes in average climate that can reduce the capacity and efficiency of certain infrastructure types if resilience or climate adaptation measures are not in place. Moreover, relevant sectors and types of entities are not recognised consistently as critical in all Member States. _________________ 19European Programme for Critical Infrastructure Protection (EPCIP).
Amendment 16 #
2020/0365(COD)
Proposal for a directive
Recital 2 a (new)
Recital 2 a (new)
(2 a) The growing problem of criminal infiltration in critical transport infrastructure, in particular logistic nodes such as ports and airports, is undermining the operations of critical entities in this sector and therefore the effective provision of essential services throughout the European Union;
Amendment 18 #
2020/0365(COD)
Proposal for a directive
Recital 2 c (new)
Recital 2 c (new)
(2 c) The transport sector encompasses critical entities in the subsectors of road, rail, air, inland waterways, and maritime transport, including ports and terminals;
Amendment 19 #
2020/0365(COD)
Proposal for a directive
Recital 2 d (new)
Recital 2 d (new)
(2 d) Certain critical infrastructures have a pan-European dimension, such as the European aviation organisation Eurocontrol and the European global satellite positioning system Galileo;
Amendment 22 #
2020/0365(COD)
Proposal for a directive
Recital 3 a (new)
Recital 3 a (new)
(3 a) The COVID-19 pandemic has once more shown the transport sector's strategic importance to European society and economy in enabling the critical mobility of goods and people, underlining the need to ensure the resilience of critical transport infrastructure across the European Union;
Amendment 27 #
2020/0365(COD)
Proposal for a directive
Recital 6
Recital 6
(6) In order to achieve that objective, Member States should identify critical entities that should be subject to specific requirements and oversight, but also particular support and guidance, including to SMEs, and awareness raising aimed at achieving a high level of resilience in the face of all relevant risks.
Amendment 30 #
2020/0365(COD)
Proposal for a directive
Recital 8 a (new)
Recital 8 a (new)
(8 a) The swift technological development in and digitalisation of the transport sector, via the growing use of smart mobility systems such as cooperative intelligent transport systems, connected and automated mobility, and mobility as a service, underline the interconnectedness between the physical and digital world in this sector and calls for an effective approach to allow for resilient digital transport infrastructure in Europe;
Amendment 34 #
2020/0365(COD)
Proposal for a directive
Recital 11
Recital 11
(11) The actions of Member States to identify and help ensure the resilience of critical entities should follow a risk-based approach that targets efforts to the entities most relevant for the performance of vital societal functions or economic activities. In order to ensure such a targeted approach, each Member State should carry out, within a harmonised framework, an assessment of all relevant natural and man- made risks that may affect the provision of essential services, including accidents, natural disasters, public health emergencies such as pandemics, criminal infiltration, and antagonistic threats, including foreign interference and terrorist offences. When carrying out those risk assessments, Member States should take into account other general or sector-specific risk assessment carried out pursuant to other acts of Union law and should consider the dependencies between sectors, including from other Member States and third countries. The outcomes of the risk assessment should be used in the process of identification of critical entities and to assist those entities in meeting the resilience requirements of this Directive.
Amendment 35 #
2020/0365(COD)
Proposal for a directive
Recital 14
Recital 14
(14) Entities pertaining to the digital infrastructure sector are in essence based on network and information systems and fall within the scope of the NIS 2 Directive, which addresses the physical security of such systems as part of their cybersecurity risk management and reporting obligations. Since those matters are covered by the NIS 2 Directive, the obligations of this Directive do not apply to such entities. However, considering the importance of the services provided by entities in the digital infrastructure sector for the provision of other essential services, such as critical transport services, Member States should identify, based on the criteria and using the procedure provided for in this Directive mutatis mutandis, entities pertaining to the digital infrastructure sector that should be treated as equivalent to critical entities for the purposes of Chapter II only, including the provision on Member States’ support in enhancing the resilence of these entities. Consequently, such entities should not be subject to the obligations laid down in Chapters III to VI. Since the obligations for critical entities laid down in Chapter II to provide certain information to the competent authorities relate to the application of Chapters III and IV, those entities should not be subject to those obligations either.
Amendment 36 #
2020/0365(COD)
Proposal for a directive
Recital 19
Recital 19
(19) Member States should support critical entities in strengthening their resilience, in compliance with their obligations under this Directive, without prejudice to the entities’ own legal responsibility to ensure such compliance. Member States could in particular develop guidance materials and methodologies, raise awareness, support the organisation of exercises to test their resilience and provide training to personnel of critical entities. Moreover, given the interdependencies between entities and sectors, Member States should establish information sharing tools to support voluntary information sharing between critical entities, without prejudice to the application of competition rules laid down in the Treaty on the Functioning of the European Union.
Amendment 38 #
2020/0365(COD)
Proposal for a directive
Recital 19 a (new)
Recital 19 a (new)
(19 a) In their implementation of this Directive, Member States should take all the necessary actions to prevent any excessive administrative burdens, particularly on SMEs, and avoid duplications or unnecessary obligations. Member States should assist and facilitate adequate support to SMEs when requested in taking the technical and organisational measures required under this Directive.
Amendment 44 #
2020/0365(COD)
Proposal for a directive
Recital 24
Recital 24
(24) The risk of employees of critical entities misusing for instance their access rights within the entity’s organisation to harm and cause damage is of increasing concern, which is particularly the case for critical entities in the transport sector, such as logistic hubs like ports and airports, where there is a substantial and growing problem of criminal infiltration. That risk is exacerbated by the growing phenomenon of radicalisation leading to violent extremism and terrorism. It is therefore necessary to enable critical entities to request background checks on persons falling within specific categories of its personnel and to ensure that those requests are assessed expeditiously by the relevant authorities, in accordance with the applicable rules of Union and national law, including on the protection of personal data.
Amendment 45 #
2020/0365(COD)
Proposal for a directive
Recital 25
Recital 25
(25) Critical entities should notify, as soon as reasonably possible under the given circumstances, Member States’ competent authorities, as well as to other entities on a voluntary basis, of incidents that significantly disrupt or have the potential to significantly disrupt their operations. The notification should allow the competent authorities to respond to the incidents rapidly and adequately and to have a comprehensive overview of the overall risks that critical entities face. For that purpose, a procedure should be established for the notification of certain incidents and parameters should be provided for to determine when the actual or potential disruption is significant and the incidents should thus be notified. Given the potential cross-border impacts of such disruptions, a procedure should be established for Member States to inform other affected Member States via single points of contacts.
Amendment 48 #
2020/0365(COD)
Proposal for a directive
Recital 30
Recital 30
(30) Member States should ensure that their competent authorities have certain specific powers for the proper application and enforcement of this Directive in relation to critical entities, where those entities fall under their jurisdiction as specified in this Directive. Those powers should include, notably, the power to conduct inspections, supervision and audits, raise awareness, require critical entities to provide information and evidence relating to the measures they have taken to comply with their obligations and, where necessary, issue orders to remedy identified infringements. When issuing such orders, Member States should not require measures which go beyond what is necessary and proportionate to ensure compliance of the critical entity concerned, taking account of in particular the seriousness of the infringement and the economic capacity of the critical entity. More generally, those powers should be accompanied by appropriate and effective safeguards to be specified in national law, in accordance with the requirements resulting from Charter of Fundamental Rights of the European Union. When assessing the compliance of a critical entity with its obligations under this Directive, competent authorities designated under this Directive should be able to request the competent authorities designated under the NIS 2 Directive to assess the cybersecurity of those entities. Those competent authorities should cooperate and exchange information for that purpose.
Amendment 70 #
2020/0365(COD)
Proposal for a directive
Article 4 – paragraph 1 – subparagraph 1
Article 4 – paragraph 1 – subparagraph 1
The risk assessment shall account for all relevant natural and man-made risks, including accidents, natural disasters, public health emergencies, criminal infiltration, antagonistic threats, including foreign interference and terrorist offences pursuant to Directive (EU) 2017/541 of the European Parliament and of the Council34 . _________________ 34Directive (EU) 2017/541 of the European Parliament and of the Council of 15 March 2017 on combating terrorism and replacing Council Framework Decision 2002/475/JHA and amending Council Decision 2005/671/JHA (OJ L 88, 31.3.2017, p. 6).
Amendment 97 #
2020/0365(COD)
Proposal for a directive
Article 9 – paragraph 1
Article 9 – paragraph 1
1. Member States shall support critical entities in enhancing their resilience. That support may include developing guidance materials and methodologies, raise awareness, supporting the organisation of exercises to test their resilience and providing training to personnel of critical entities.
Amendment 102 #
2020/0365(COD)
Proposal for a directive
Article 11 – paragraph 1 – point f
Article 11 – paragraph 1 – point f
(f) raise awareness about the incidents and disruptions that may occur, including criminal infiltration, as well as measures referred to in points (a) to (e) among relevant personnel.
Amendment 127 #
2020/0365(COD)
Proposal for a directive
Article 22 – paragraph 2
Article 22 – paragraph 2
The Commission shall periodically review the functioning of this Directive, and report to the European Parliament and to the Council. The report shall in particular assess the impact and added value of this Directive on ensuring the resilience of critical entities and whether the scope of the Directive should be extended to cover other sectors or subsectors. The first report shall be submitted by [sixfour years after the entry into force of this Directive] and shall assess in particular whether the scope of the Directive should be extended to include the food production, processing and distribution sector.
Amendment 60 #
2020/0360(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The TEN-E policy is a central instrument in the development of an internal energy market and necessary to achieve the European Green Deal objectives. To achieve climate neutrality by 2050 and higher levels of greenhouse gas emission reductions by 2030, Europe will need a more integrated energy system, relying on higher levels of electrification and the use of hydrogen based on renewable sources and the decarbonisation of the gas sector. The TEN-E policy can ensure that the Union energy infrastructure development supports the required energy transition to climate neutrality in line with the energy efficiency first principle.
Amendment 69 #
2020/0360(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Security of supply, as one main driver behind Regulation (EU) No 347/2013, has been significantly improved through projects of common interest. Moreover, the Commission’s climate target impact assessment27 expects the consumption of natural gas to be reduced significantly because its non-abated use is not compatible with carbon-neutrality. On the other hand, the consumption of biogas, renewable and low-carbon hydrogen and synthetic gaseous fuels will increase significantly towards 2050, which will require substantial changes for gas infrastructures to support the energy transition. Therefore, the natural gas infrastructure no longer needs the same kind of support through the TEN-E policy. The planning of energy infrastructure should reflect this changing gas landscape. is support should be aimed mainly at the progressive integration of hydrogen and renewable gases in gas networks. The planning of energy infrastructure should reflect this changing gas landscape and should condition the support so that gas infrastructure can be used in the future for hydrogen. _________________ 27 SWD(2020) 176 final
Amendment 88 #
2020/0360(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Moreover, the Commission’s Hydrogen Strategy29 concluded that for the required deployment of hydrogen a large- scale infrastructure network is an important element that only the Union and the single market can offer. There is currently very limited dedicated infrastructure in place to transport and trade hydrogen across borders. Such should consist of a significant extent of assets converted from natural gas, complemented by new assets dedicated to hydrogen. Furthermore, the Hydrogen Strategy sets a strategic goal to increase installed electrolyser capacity to 40 GW by 2030 in order to scale up the production of renewable hydrogen and facilitate the decarbonisation of fossil-fuel dependent sectors, such as industry or transport. Therefore, the TEN-E policy should include new and repurposed hydrogen transmission infrastructure, retrofitted pipelines for regional and temporary blending solutions and storage as well as electrolyser facilities. Hydrogen transmission and storage infrastructure should also be included in the Union-wide ten-year network development plan so as to allow a comprehensive and consistent assessment of their costs and benefits for the energy system, including their contribution to sector integration and decarbonisation, with the aim of creating a hydrogen backbone for the Union. _________________ 29A hydrogen strategy for a climate- neutral Europe, COM(2020) 301 final.
Amendment 111 #
2020/0360(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation lays down guidelines for the timely development and interoperability of the priority corridors and areas of trans-European energy infrastructure set out in Annex I (‘energy infrastructure priority corridors and areas’) that contribute to the Union’s 2030 climate and energy targets, as set in article 2(11) of Regulation (EU) on the Governance of the Energy Union and Climate Action, and the climate neutrality objective by 2050.
Amendment 141 #
2020/0360(COD)
Proposal for a regulation
Article 4 – paragraph 3 – point a – point i
Article 4 – paragraph 3 – point a – point i
(i) market integration, including through lifting the isolation of at least oneby increasing the level of interconnection between Member State ands, reducing energy infrastructure bottlenecks;, increasing competition and system flexibility;
Amendment 208 #
2020/0360(COD)
Proposal for a regulation
Article 18 – paragraph 4
Article 18 – paragraph 4
4. Projects of common interest falling under the categories set out in points (1)(d), (2), (4), (4a) and (5) of Annex II shall also be eligible for Union financial assistance in the form of grants for works, where the concerned project promoters can clearly demonstrate significant positive externalities, such as security of supply, system flexibility, solidarity or innovation, generated by the projects and provide clear evidence of their lack of commercial viability, in accordance with the cost- benefit analysis, the business plan and assessments carried out, in particular by potential investors or creditors or, where applicable, a national regulatory authority.
Amendment 230 #
2020/0360(COD)
Proposal for a regulation
Article 1 – paragraph 2 – point a
Article 1 – paragraph 2 – point a
(a) addresses the identification of projects of common interest necessary to implement priority corridors and areas falling under the energy infrastructure categories in electricity, smart gas grids, hydrogen, electrolysers, small modular reactors and carbon dioxide set out in Annex II (‘energy infrastructure categories’);
Amendment 233 #
2020/0360(COD)
Proposal for a regulation
Annex I – Part 4 – point 13 a (new)
Annex I – Part 4 – point 13 a (new)
(13 a) Integration of small connected or isolated systems and islands, including outermost regions: Development of electricity transmission and storage infrastructures (as referred to in point a) of the third paragraph of Article 4) contributing to a better interconnection of islands and to a more efficient integration of renewables and overall energy system integration.
Amendment 240 #
2020/0360(COD)
Proposal for a regulation
Annex II – paragraph 1 – point 2 – point a
Annex II – paragraph 1 – point 2 – point a
(a) any of the following equipment or installation aiming at enabling and facilitating the integration of renewable and low-carbon gases (including biomethane or hydrogen) into the network: retrofitting of gas transmission, storage and LNG infrastructures enabling to increase the blend of hydrogen, digital systems and components integrating ICT, control systems and sensor technologies to enable the interactive and intelligent monitoring, metering, quality control and management of gas production, transmission, distribution and consumption within a gas network. Furthermore, such projects may also include equipment to enable reverse flows from the distribution to the transmission level and related necessary upgrades to the existing network.
Amendment 246 #
2020/0360(COD)
Proposal for a regulation
Annex II – paragraph 1 – point 3 – point d – paragraph 1
Annex II – paragraph 1 – point 3 – point d – paragraph 1
Any of the assets listed in points (a), (b), (c), and (d) may be newly constructed assets or assets converted or repurposed from natural gas dedicated to hydrogen, or a combination of the two.
Amendment 253 #
2020/0360(COD)
Proposal for a regulation
Annex II – paragraph 1 – point 4 – point a
Annex II – paragraph 1 – point 4 – point a
Amendment 256 #
2020/0360(COD)
(b) related equipment, including pipeline connections to the gas network.
Amendment 257 #
2020/0360(COD)
Proposal for a regulation
Annex II – paragraph 1 – point 4 a (new)
Annex II – paragraph 1 – point 4 a (new)
(4 a) concerning gas: a) transmission pipelines for the transport of natural gas and biomethane that form part of a network which mainly contains high-pressure pipelines, excluding high- pressure pipelines used for upstream or local distribution of natural gas; b) underground storage facilities connected to the above-mentioned high- pressure gas pipelines; c) reception, storage and regasification or decompression facilities for liquefied natural gas (LNG) or compressed natural gas (CNG); d) any equipment or installation essential for the system to operate safely, securely and efficiently or to enable bi-directional capacity, including compressor stations; Any of the assets listed in points a), b), c), and d) shall avoid a gas lock-in risk and ensure its compatibility with pure hydrogen through cost-efficient conversion or repurposing;
Amendment 268 #
2020/0360(COD)
(f) for electrolysers, the project provides at least 1060 MW installed capacity and the brings benefits directly or indirectly to at least two Member States;. For innovative midstream value chains, the project provides at least 30 MW installed capacity and brings benefits directly or indirectly to at least two Member States. The project can reach these capacities through several phases and/or projects.
Amendment 291 #
2020/0360(COD)
Proposal for a regulation
Annex V – point 4
Annex V – point 4
(4) it shall give guidance for the development and use of network and market modelling necessary for the cost- benefit analysis. The modelling shall allow for a full assessment of economic, including market integration, security of supply, improving capacity to integrate renewable production, cross-sectorial investment optimisation and competition, social and environmental and climate impacts, including the cross-sectorial efficiency and sustainability impacts. The methodology shall include details on why, what and how each of the benefits and costs are calculated.
Amendment 416 #
2020/0360(COD)
Proposal for a regulation
Article 4 – paragraph 3 – point f a (new)
Article 4 – paragraph 3 – point f a (new)
(f a) for small modular reactors projects falling under the energy infrastructure categories set out in point (6) of Annex II, the project is to contribute significantly to all of the following specific criteria: (i) reducing greenhouse gas emissions while maintaining security of energy supply; (ii) increase the stability and security of the grid; (iii) enhancing the factory-based serial production of modules, leading to lower absolute and per kWe total construction costs. (iiii) electricity storage facilities used for storing electricity on a permanent or temporary basis.
Amendment 434 #
2020/0360(COD)
Proposal for a regulation
Article 4 a (new)
Article 4 a (new)
Article 4 a 4 a. Natural gas projects referred to in point( fa) of Article 4(3) shall be eligible to be included only in the first and second Union lists adopted in accordance with Article 3(4).
Amendment 914 #
2020/0360(COD)
Proposal for a regulation
Annex II – paragraph 1 – subparagraph 1 (new)
Annex II – paragraph 1 – subparagraph 1 (new)
(6) concerning small nuclear modules: (a) any equipment aiming at the development or construction of small modular reactors, which are defined as advanced reactors that produce electricity of up to 300MW(e) per module; installations and services essential for the European value chain to build up to a higher rate;
Amendment 89 #
2020/0310(COD)
Proposal for a directive
Title 1
Title 1
Proposal for a DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on adequate framework for promoting levels of minimum wages in the European Union
Amendment 121 #
2020/0310(COD)
Proposal for a directive
Recital 4
Recital 4
(4) Chapter II of the European Pillar of Social Rights, proclaimed at Gothenburg on 17 November 2017, establishes a set of principles to serve as a guide towards ensuring fair working conditions. Principle No 6 of the European Pillar of Social Rights reaffirms the workers’ right to fair wages that provide for a decent standard of living. It also provides that adequate minimum wages shall be ensured, in a way that provides for the satisfaction of the needs of the worker and his/her family in the light of national economic and social conditions, whilst safeguarding access to employment and incentives to seek work. Furthermore, it recalls that in-work poverty shall be prevented and that all wages shall be set in a transparent and predictable way and respecting the autonomy of the social partners.
Amendment 128 #
2020/0310(COD)
Proposal for a directive
Recital 5
Recital 5
(5) Guideline 5 of Council Decision 2020/ 1512/EU on guidelines for the employment policies of the Member States37 calls on Member States to ensure an effective involvement ofthe collaboration and/or cooperation with the social partners in wage-setting, providing for fair wages that enable a decent standard of living and allowing for an adequate responsiveness of wages to productivity levels and developments, with a view to upward convergence. The Guideline also calls on Member States to promote social dialogue and collective bargaining on wage setting. It also calls on Member States and the social partners to ensure that all workers have adequate and fair wages by benefitting from collective agreements or adequate statutory minimum wages, and taking into account their impact on competitiveness, job creation and in-work poverty. The Annual Sustainable Growth Strategy 202138 states that Member States should adopt measures to ensure fair working conditions. In addition, the Annual Sustainable Growth Strategy 202039 recalled that in the context of growing social divides, it is important to ensure that each worker earns an adequate wage. Several Country Specific Recommendations have also been issued to some Member States in the field of minimum wages. However, individual countries may be little inclined to improve their minimum wage settings because of the perception that this could negatively affect their external cost competitiveness. __________________ 37 Council Decision 2020/1512/EU of 13 October 2020 on guidelines for the employment policies of the Member States (OJ L 344, 19.10.2020, p. 22–28). 38 Commission Communication COM(2020) 575 final. 39 Commission Communication COM(2019) 650 final.
Amendment 138 #
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 contributes 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 field.
Amendment 147 #
2020/0310(COD)
Proposal for a directive
Recital 7
Recital 7
(7) When set at adequate levelsever levels are set, 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 157 #
2020/0310(COD)
Proposal for a directive
Recital 8
Recital 8
(8) Women, young and low-skilled workers and persons with disabilities have a higher probability of being minimum wage or low wage earners than other groups. During economic downturns, such as the Covid-19 crisis, the role of minimum wages in protecting low-wage workers becomes increasingly important and is essential to support a sustainable and inclusive economic recovery. Addressing minimum wage contributes to gender equality, closing the gender pay and pension gap as well as elevating women out of poverty and tackling child poverty.
Amendment 178 #
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.
Amendment 198 #
2020/0310(COD)
Proposal for a directive
Recital 13
Recital 13
(13) While strong collective bargaining at sector or cross-industry level contributes to ensuring adequate minimum wage protection, traditional collective bargaining structures have been eroding 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 work.
Amendment 213 #
2020/0310(COD)
Proposal for a directive
Recital 14
Recital 14
(14) The Commission has consulted management and labour in a two-stage process with regard to possible action to address the challenges related to adequate minimum wages protection in the Union, in accordance with Article 154 of the Treaty on the Functioning of the European Union. There was no agreement among the social partners to enter into negotiations with regard to those matters. It is, however, important to take action at Union level to ensure that workers in the Union are protected by adequate minimum wages, taking into account the outcomes of the social partners’ consultation.
Amendment 220 #
2020/0310(COD)
Proposal for a directive
Recital 15
Recital 15
(15) This Directive establishes minimum requirements at Union level to ensure both that minimum wages are set at adequatea framework at Union level for promoting minimum wages levels and that workers have access to minimum wage protection, in the form of a statutory minimum wage or in the form of wages set under collective agreements as defined for the purpose of this Directive.
Amendment 247 #
2020/0310(COD)
Proposal for a directive
Recital 17
Recital 17
(17) This Directive should apply to workers who have an employment contract or employment relationship as defined by the law, collective agreements or practice in force in each Member State, with consideration to the criteria established by the Court of Justice of the European Unionin collaboration and/or cooperation with the social partners for determining the status of a worker. Provided that they fulfil those criteria, domestic workers, on-demand workers, intermittent workers, voucher based-workers, bogus self-employed, platform workers, trainees and apprentices could fall within the scope of this Directive. Genuinely self-employed persons do not fall within the scope of this Directive since they do not fulfil those criteria. The abuse of the status of self- employed persons, as defined in national law, either at national level or in cross- border situations, is a form of falsely declared work that is frequently associated with undeclared work. Bogus self- employment occurs when a person is declared to be self-employed while fulfilling the conditions characteristic of an employment relationship, in order to avoid certain legal or fiscal obligations. Such persons should fall within the scope of this Directive. The determination of the existence of an employment relationship should be guided by the facts relating to the actual performance of the work and not by the parties' description of the relationship.
Amendment 257 #
2020/0310(COD)
Proposal for a directive
Recital 18
Recital 18
(18) Well-functioning collective bargaining on wage setting is an important means to ensure that workers are protected by adequate minimum wages. In the Member States with statutory minimum wages, collective bargaining supports general wage developments and therefore contributes to improving the adequacy of minimum wages. In the Member States where minimum wage protection is provided exclusively by collective bargaining, their level as well as the share of protected workers are directly determined by the functioning of the collective bargaining system and collective bargaining coverage. Strong and well- functioning collective bargaining together with a high coverage of sectorial or cross- industry collective agreements strengthen the adequacy and the coverage of minimum wages.
Amendment 275 #
2020/0310(COD)
Proposal for a directive
Recital 19
Recital 19
(19) In a context of declining collective bargaining coverage, it is essentialrecommended 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,while being 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 278 #
2020/0310(COD)
Proposal for a directive
Recital 20
Recital 20
(20) Sound rules, procedures and practice for setting and updating statutory minimum wages are necessary to deliver adequate minimum wages, while safeguarding jobs and the competitiveness of firms including small and medium-sized enterprises. They include a number of elements to preserve the adequacy of statutory minimum wages, including criteria and indicators to assess adequacy, regular and timely updates, the existence of consultative bodies and the involvement of social partners. A timely and effective involvement of the latterA timely and effective collaboration and/or cooperation with the social partners is another element of good governance that allows for an informed and inclusive decision-making process.
Amendment 292 #
2020/0310(COD)
Proposal for a directive
Recital 21
Recital 21
(21) Minimum wages are considered adequatefair if they are fair in relation to the wage distribution in the country and if they provide a decent standard of living. The adequacylevels of statutory minimum wages isare determined in view of the national socio- economic conditions, including employment growth, competitiveness as well as regional and sectoral levels and developments. Their adequacy should be assessed at least in relation to their purchasing power, to the productivity developments and to their relation to the gross wage levels, distribution and growth. The use of indicators commonly used at international level, such as 60% of the gross median wage and 50% of the gross average wage, can help guide the assessment of minimum wage adequacy in relation to the gross level of wages.
Amendment 326 #
2020/0310(COD)
Proposal for a directive
Recital 22
Recital 22
(22) To promote adequacy of framework for minimum wages for all groups of workers, variations and deductions from statutory minimum wages should be limited to a minimumnon- discriminatory and proportionate, while ensuring that social partners are duly consulted in their definition. Some deductions to statutory minimum wages may bare justified by a legitimate aim, including overstated amounts paid or deductions ordered by a judicial authority. Others, such as deductions related to the equipment necessary to perform a job or deductions of allowances in kind, such as accommodation, may be unjustified or disproportionate.
Amendment 337 #
2020/0310(COD)
Proposal for a directive
Recital 23
Recital 23
(23) An effective enforcement system, including controls and field inspections, is necessary to ensure the functioning of national statutory minimum wage frameworks. To strengthen the effectiveness of enforcement authorities, a close collaboration and /or cooperation with the social partners is also neerecommended, including to address critical challenges such as those related to sub- contracting, bogus self-employment or non-recorded overtime. Moreover, workers should have easily access to appropriate information on applicable statutory minimum wages to ensure an adequate high degree of transparency and predictability as regards their working conditions.
Amendment 348 #
2020/0310(COD)
Proposal for a directive
Recital 25
Recital 25
(25) Reliable monitoring and data collection are keyimportant to ensure the effective protection of minimum wages. The Commission should report every year to the European Parliament and to the Council its assessment of levels and developments in the adequacy and coverage of minimum wages on the basis of annual data and information to be provided by Member States. In addition, progress should be monitored in the framework of the process of economic and employment policy coordination at Union level. In that context, the Employment Committee should examine every year the situation in the Member States on the basis of the reports produced by the Commission and other multilateral surveillance tools such as benchmarking.
Amendment 359 #
2020/0310(COD)
Proposal for a directive
Recital 28
Recital 28
(28) The reforms and measures adopted by the Member States to promote adequate minimum wage protection of workers, while being steps in the right direction, have not been comprehensive and systematic. Moreover, individual countries may be little inclined to improve the adequacy and coverage of minimum wages because of the perception that this could negatively affect their external cost competitiveness. Since the objectives of this Directive cannot be sufficiently achieved by the Member States, but can rather, by reason of their scale and effects, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on the European Union. In accordance with the principle of proportionality, as set out in that Article, this Directive does not go beyond what is necessary in order to achieve those objectives.
Amendment 371 #
2020/0310(COD)
Proposal for a directive
Recital 29
Recital 29
(29) This Directive lays down minimum requirementsa framework, thus leaving untouched Member States' prerogative to introduce and maintain more favourable provisions. Rights acquired under the existing national legal framework should continue to apply, unless more favourable provisions are introduced by this Directive. The implementation of this Directive cannot be used to reduce existing rights for workers, nor can it constitute valid grounds for reducing the general level of protection afforded to workers in the field covered by this Directive.
Amendment 392 #
2020/0310(COD)
Proposal for a directive
Article 1 – paragraph 1 – introductory part
Article 1 – paragraph 1 – introductory part
1. With a view to improving working and living conditions in the Union, this Directive establishes a framework for promoting:
Amendment 404 #
2020/0310(COD)
Proposal for a directive
Article 1 – paragraph 1 – point a
Article 1 – paragraph 1 – point a
(a) setting adequate levels of minimum wages;
Amendment 452 #
2020/0310(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 2
Article 3 – paragraph 1 – point 2
(2) ‘statutory minimum wage’ means a minimum wage set by law, or other binding legal provisions, with the exclusion of those set by a collective agreement made universally applicable;
Amendment 473 #
2020/0310(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 4
Article 3 – paragraph 1 – point 4
(4) ‘collective agreement’ means all agreements in writing regarding working conditions and terms of employment concluded by the social partners as an outcome of collective bargaining;
Amendment 474 #
2020/0310(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 5
Article 3 – paragraph 1 – point 5
Amendment 482 #
2020/0310(COD)
Proposal for a directive
Article 4 – title
Article 4 – title
Amendment 488 #
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 that set minimum wages only through collective agreements shall take, in consultation with the social partners and in accordance with national laws and practices, at least the following measures:
Amendment 502 #
2020/0310(COD)
Proposal for a directive
Article 4 – paragraph 1 – point a
Article 4 – paragraph 1 – point a
(a) promote the building and strengthening of the capacity of the social partners to engage in collective bargaining on wage setting, in particular, at sector or cross-industry level;
Amendment 520 #
2020/0310(COD)
Proposal for a directive
Article 4 – paragraph 2
Article 4 – paragraph 2
Amendment 550 #
Amendment 563 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Member States with statutory minimum wages shall takeestablish the necessary measures to ensure that theframework for setting and updating of statutory minimum wages ar. Such setting and updating shall be guided by criteria set to promote andequacy with the aim to achieve decent working and living conditions, social cohesion and upward convergence. Member States shall define those criteria in accordance with their national practices, either in relevant national legislation, in decisions of the competent bodies or in tripartite agreements. The criteria shall be defined in a stable and clear way.
Amendment 572 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 2 – introductory part
Article 5 – paragraph 2 – introductory part
2. The national criteria referred to in paragraph 1 shallmay include at leastsome of the following elements, whose relevance may be decided by Member States in accordance with their prevailing national socio-economic conditions:
Amendment 580 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 2 – point a
Article 5 – paragraph 2 – point a
(a) the purchasing power of statutory minimum wages, taking into account the cost of living and the contribution of taxes and social benefits;
Amendment 589 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 2 – point b
Article 5 – paragraph 2 – point b
(b) the general level of gross wages and their distribution;
Amendment 601 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 2 – point d
Article 5 – paragraph 2 – point d
(d) labour productivity levels and developments.
Amendment 616 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 3
Article 5 – paragraph 3
Amendment 641 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 4
Article 5 – paragraph 4
4. Member States shall take the necessary measures to ensure the regular and timely updates of statutory minimum wages in order to preserve their adequacy.
Amendment 658 #
2020/0310(COD)
Proposal for a directive
Article 5 – paragraph 5
Article 5 – paragraph 5
5. Member States shall establishnsure that consultative bodies are in place to advise the competent authorities on issues related to statutory minimum wages.
Amendment 674 #
2020/0310(COD)
Proposal for a directive
Article 6 – paragraph 1
Article 6 – paragraph 1
1. Where Member States may allow for different rates of statutory minimum wage for specific groups of workers. Member States shall keep these variations to a minimum, and or for deductions by law that reduce the remuneration paid to a level below that of the relevant statutory minimum wage, they shall ensure that anythese variation iss and deductions are non- discriminatory, proportionate, limited in time if relevant, and objectively and reasonably and justified by a legitimate aim.
Amendment 681 #
2020/0310(COD)
Proposal for a directive
Article 6 – paragraph 2
Article 6 – paragraph 2
Amendment 701 #
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 ensurable thate involvement of the social partners are involved in a timely and effective manner in statutory minimum wage setting and updating, including through participrepresentation in consultative bodies referred to in Article 5(5) and notably as concerns:
Amendment 708 #
2020/0310(COD)
Proposal for a directive
Article 7 – paragraph 1 – point a
Article 7 – paragraph 1 – point a
(a) the selection and application of criteria and indicative reference values referred to in Article 5 (1) (2) and (32) for the determination of statutory minimum wage levels;
Amendment 721 #
2020/0310(COD)
Proposal for a directive
Article 7 – paragraph 1 – point d
Article 7 – paragraph 1 – point d
(d) the collection of data and the carrying out of studies for the information of statutory minimum wage setting authoritisupporting the consultation processes for setting the statutory minimum wage with information, data and analyses;
Amendment 730 #
2020/0310(COD)
Proposal for a directive
Article 8 – paragraph 1 – introductory part
Article 8 – paragraph 1 – introductory part
Member States shall, in consultation and/or cooperation with social partners, take the following measures, where appropriate to enhance the access of workers to statutory minimum wage protection as appropriate:
Amendment 746 #
2020/0310(COD)
Proposal for a directive
Article 8 – paragraph 1 – point 2
Article 8 – paragraph 1 – point 2
(2) develop guidance for enforcement authorities to proactively target and pursue non-compliant businesseemployers;
Amendment 761 #
2020/0310(COD)
Proposal for a directive
Article 9 – paragraph 1
Article 9 – paragraph 1
In accordance with Directive 2014/24/EU, Directive 2014/25/EU and Directive 2014/23/EU, Member States shall take appropriate measures to ensure that in the performance of public procurement or concession contracts economic operators comply with the wages set out by collective agreement, and their subcontractors, comply with the applicable obligations regarding wages in the field of labour law established by Union law, national law, collective agreements or by international labour law provisions for the relevant sector and geographical area and with the statutory minimum wages where they exist.
Amendment 769 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 1
Article 10 – paragraph 1
Amendment 788 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point a – point ii
Article 10 – paragraph 2 – point a – point ii
Amendment 794 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point a – point iii
Article 10 – paragraph 2 – point a – point iii
Amendment 798 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – point a – point iv
Article 10 – paragraph 2 – point a – point iv
Amendment 814 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 1
Article 10 – paragraph 2 – subparagraph 1
Amendment 823 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 3
Article 10 – paragraph 2 – subparagraph 3
Amendment 828 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 3
Article 10 – paragraph 3
Amendment 841 #
2020/0310(COD)
Proposal for a directive
Article 10 – paragraph 5
Article 10 – paragraph 5
Amendment 868 #
2020/0310(COD)
Proposal for a directive
Article 11 – paragraph 1
Article 11 – paragraph 1
Amendment 889 #
2020/0310(COD)
Proposal for a directive
Article 12 – paragraph 1
Article 12 – paragraph 1
Member States shall lay down the rules on penalties applicable to infringements of national provisions adopted pursuant to this Directive or the respective provisions already in force. The penalties provided for shall be effective, proportionate and dissuasive.
Amendment 896 #
2020/0310(COD)
Proposal for a directive
Article 13 – paragraph 1
Article 13 – paragraph 1
Member States may entrust the social partners with the implementation of this Directive, where the social partners jointly request to do so. In so doing, the Member States shall take all necessary steps to ensure that the results soughet by this Directive are guaranteedcomplied with at all times.
Amendment 911 #
2020/0310(COD)
Proposal for a directive
Article 16 – paragraph 3
Article 16 – paragraph 3
3. This Directive is without prejudice to any other rights conferred on workers by other legal acts of the Union.
Amendment 37 #
2020/0264(COD)
Proposal for a regulation
Recital 6
Recital 6
Amendment 45 #
2020/0264(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The Agency shall account the revenue and expenditure for performance review separately from other revenue and expenditure. In line with the principle of independence of the Agency acting as PRB, the draft statement of estimates of the revenue and expenditure on performance review to be presented to the Executive Director should be prepared by the Director for Performance Review. Within this draft statement of estimates, changes to the revenue and expenditure on performance review should require the approval of the Director for Performance Review. In the event of disagreement between the Director for Performance Review and the Executive Director, the Director for Performance Review should be put in a position to state his or her views in an effective manner to the attention of the Management Board, before the latter adopts the provisional draft estimate of revenue and expenditure of the Agency.
Amendment 71 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point a – point ii
Article 1 – paragraph 1 – point 4 – point a – point ii
Regulation (EU) 2018/1139
Article 98 – paragraph 2 – point l
Article 98 – paragraph 2 – point l
(l) take decisions on the establishment of the internal structures of the Agency at directors’ level and, where necessary, their modifications, subject, in the case of internal structures concerning performance review, to a corresponding request by the Director for Performance Review and a positive opinion of the Regulatory Board for Performance Reviewwith the exception of the structure of the Agency acting as PRB. Any such decisions shall not affect the separation between the Regulatory Board for Performance Review, the Director for Performance Review, the Advisory Board for Performance Review, the Appeal Board for Performance Review and the staff working for the Agency acting as PRB on the one hand, and the other bodies and function holders of the Agency on the other hand;;
Amendment 74 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point b
Article 1 – paragraph 1 – point 4 – point b
Regulation (EU) 2018/1139
Article 98 – paragraph 2a
Article 98 – paragraph 2a
Amendment 80 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point e
Article 1 – paragraph 1 – point 4 – point e
Regulation (EU) 2018/1139
Article 98 – paragraph 7
Article 98 – paragraph 7
Amendment 86 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Regulation (EU) 2018/1139
Article 102 – paragraph 4
Article 102 – paragraph 4
4. In order for them to be adopted, decisions on budgetary, human resources or administrative matters, in particular matters referred to in Article 98(2), points (d), (f), (h), (m), (n), (o) and (q), Article 98(2a), points (a), (b), (c), (e) and (f)), and Article 98(7) require a positive vote from the representative of Commission in the Management Board.;
Amendment 93 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 8 – point c
Article 1 – paragraph 1 – point 8 – point c
Regulation (EU) 2018/1139
Article 104 – paragraph 4 – subparagraph 2
Article 104 – paragraph 4 – subparagraph 2
The first subparagraph shall not apply to the Agency in its function as PRB. In respect of those functions, the Director for Performance Review shall be responsible for deciding whether it is necessary for the purpose of carrying out the work of the Agency in an efficient and effective manner to establish one or more local offices in one or more Member States.
Amendment 94 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 8 – point c
Article 1 – paragraph 1 – point 8 – point c
Regulation (EU) 2018/1139
Article 104 – paragraph 4 – subparagraph 3
Article 104 – paragraph 4 – subparagraph 3
The decisions referred to in the first and second subparagraphs require the prior consent of the Commission, the Management Board and, where applicable, the Member State where the local office is to be established. Those decisions shall specify the scope of the activities to be carried out at that local office or by that co- located staff in a manner that avoids unnecessary costs and duplication of administrative functions of the Agency.;
Amendment 98 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 a – paragraph 1 – point c
Section II a – Article 114 a – paragraph 1 – point c
(c) provide an opinion to the Management BoardCommission on the candidate to be appointed as Director for Performance Review in accordance with point (a) of Article 98(2a) and Article 114g(2), and where applicable his or her removal from office in accordance with Article 114g(6);
Amendment 100 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point d a (new)
Section II a – Article 114 b – paragraph 1 – point d a (new)
(d a) decide, after obtaining the agreement of the Commission, and as regards the revenue and expenditure in respect of performance review, whether to accept any legacies, donations or grants from other Union sources or any voluntary contribution from the Member States or from the national supervisory authorities referred to in Article 3 of [AmendedSES2+];
Amendment 101 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point f (new)
Section II a – Article 114 b – paragraph 1 – point f (new)
(f) provide an opinion to thelaborate Management Board ond approve the procedures for issuing opinions, recommendations and decisions by the Agency acting as PRB in accordance with point (f) of Article 98(2a119a(4);
Amendment 104 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9 Regulation (EU) 2018/1139
Article 1 – paragraph 1 – point 9 Regulation (EU) 2018/1139
(g) provide an opinion toon the basis of a proposal by the Director for Performance Review on its proposal for, adopt and regularly update the communication and dissemination plans on performance review referred to in Article 119a(5), in accordance with point (g) of Article 98(2a);
Amendment 107 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point h a (new)
Section II a – Article 114 b – paragraph 1 – point h a (new)
(h a) authorise the conclusion of working arrangements in accordance with Article 129a(3);
Amendment 108 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point i
Section II a – Article 114 b – paragraph 1 – point i
(i) provide an opinion to the Management Board as regards potential actions to be taken pursuant to point (e) of Article 98(2a)exercise disciplinary authority over the Director for Performance Review;
Amendment 111 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point j
Section II a – Article 114 b – paragraph 1 – point j
(j) provide an opinion to the Management Board on the conclusion of working arrangements in accordance with Article 129a(43);
Amendment 112 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point k
Section II a – Article 114 b – paragraph 1 – point k
(k) provide an opinion toon the basis of a proposal by the Director for Performance Review on its proposal for, establish mechanisms and procedures for consultation of stakeholders referred to in Article 38 of [Amended SES2+] and in Article 119a of this Regulation;
Amendment 113 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 b – paragraph 1 – point l
Section II a – Article 114 b – paragraph 1 – point l
(l) provide an opinion to the Management BoardCommission on the candidates to be appointed as members of the Appeal Board for Performance Review in accordance with article 114l. That opinion shall not be binding.
Amendment 115 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 c – paragraph 2
Section II a – Article 114 c – paragraph 2
2. The members of the Regulatory Board for Performance Review and their alternates shall be formally appointed by the Management Board, on a proposal from the Commission, after consultation of Eurocontrol, following a public call for expression of interest. The members of the Regulatory Board for Performance Review shall be appointed on the basis of merit as well as skills and experience relevant to the air traffic management or economic regulation of network industries. In order for it to be adopted, the decision on the appointment of the members of the Regulatory Board for Performance Review requires a positive vote from the Commission representative in the Management Board.
Amendment 121 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 f – paragraph 3
Section II a – Article 114 f – paragraph 3
3. The Regulatory Board for Performance Review shall adopt its rules of procedure, which shall set out in greater detail the arrangements governing voting, in particular the conditions on the basis of which one member may act on behalf of another and also, where appropriate, the rules governing quorums.
Amendment 122 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 g – paragraph 2
Section II a – Article 114 g – paragraph 2
2. The Director for Performance Review shall be appointed by the Management BoardCommission following a favourable opinion of the Regulatory Board for Performance Review, on the basis of merit as well as skills and experience relevant to the air traffic managementeronautical industry or economic regulation of network industries, from a list of at least three candidates proposed by the Commission and following an open and transparent selection procedure. In order for it to be adopted, the decision on the appointment of the Director for Performance Review requires a positive vote from the representative of the Commission in the Management Board and following an open and transparent selection procedure. For the purpose of concluding the contract with the Director for Performance Review, the Agency shall be represented by the Chairperson of the Management Board.
Amendment 127 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 g – paragraph 4
Section II a – Article 114 g – paragraph 4
4. The Management Board, acting on a proposal from the Commission and giving the utmost consideration to the assessment referred to in paragraph 3 and following a favourable opinion of the Regulatory Board for Performance Review, may extend the term of office of the Director for Performance Review once by no more than five years. A Director for Performance Review whose term of office has been extended shall not participate in another selection procedure for the same post at the end of the extended period.
Amendment 130 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 g – paragraph 6
Section II a – Article 114 g – paragraph 6
6. The Director for Performance Review may be removed from office only upon a decision of the Management Board, acting on a proposal from the Commission, after having obtained a favourable opinion of the Regulatory Board for Performance Review.
Amendment 132 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 g – paragraph 7
Section II a – Article 114 g – paragraph 7
7. The Management Board shall reach decisions on appointment, extension of the term of office or removal from office of the Director for Performance Review on the basis of a two-thirds majority of its members with voting rights. The Director for Performance Review shall not hold any professional position or responsibility with any air navigation service provider after his or her term as Director for Performance Review, for at least a period of two years.
Amendment 135 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 h – paragraph 1
Section II a – Article 114 h – paragraph 1
1. The Director for Performance Review shall be accountable to the Management Board only with respect to administrative, and budgetary and managerial matters, but shall remain fully independent concerning his or her tasks under paragraph 3, point (d). Without prejudice to the respective roles of the Management Board and the Regulatory Board for Performance Review in relation to the tasks of the Director for Performance Review, the Director for Performance Review shall neither seek nor follow any instruction from any government, from the Union institutions, or from any other public or private entity or person.
Amendment 137 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 h – paragraph 3 – point b
Section II a – Article 114 h – paragraph 3 – point b
(b) carrying out the day-to-day administration of the work on performance review, including exercising appointing authority powers as regard members of the staff whose posts are attributed to the function of Agency acting as PRB;
Amendment 141 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 h – paragraph 3 – point k
Section II a – Article 114 h – paragraph 3 – point k
(k) preparing a proposal for mechanisms and procedures for consultation of stakeholders referred to in Article 38 of [amended SES2+], to be submitted to the Management Board for adoption following a favourable opinion offor adoption to the Regulatory Board for Performance Review;
Amendment 143 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 h – paragraph 3 – point l
Section II a – Article 114 h – paragraph 3 – point l
(l) following a favourable opinproposing for adoption ofby the Regulatory Board for Performance Review, requesting the Management Board to the establishment or modifyication of the internal structures concerning performance review;
Amendment 146 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 h – paragraph 3 – point m a (new)
Section II a – Article 114 h – paragraph 3 – point m a (new)
(m a) deciding whether it is necessary for the purpose of carrying out the work of the Agency acting as PRB in an efficient and effective manner to establish one or more local offices in one or more Member States. The decisions referred to in the first subparagraphs require the prior consent of the Regulatory Board for Performance Review and, where applicable, the Member State where the local office is to be established. Those decisions shall specify the scope of the activities to be carried out at that local office or by that co-located staff in a manner that avoids unnecessary costs and duplication of administrative functions of the Agency.
Amendment 152 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 j – paragraph 1 – point b a (new)
Section II a – Article 114 j – paragraph 1 – point b a (new)
(b a) three non-voting representatives of Air navigation Services Providers, commercial and non-commercial civil airspace users and of the airport operators;
Amendment 154 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 l – paragraph 2
Section II a – Article 114 l – paragraph 2
2. The members of the Appeal Board for Performance Review shall be formally appointed by the Management Board, on a proposal from the Commission, following a public call for expression of interest, after consulting the Regulatory Board for Performance Review.
Amendment 159 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2018/1139
Section II a – Article 114 s – paragraph 1
Section II a – Article 114 s – paragraph 1
Where the Appeal Board for Performance Review finds that the appeal is not admissible or that the grounds for appeal are not founded, it shall reject the appeal. Where the Appeal Board for Performance Review finds that the appeal is admissible and that the grounds for appeal are founded, it shall remit the case to the Agency. The Agency acting as PRB. The Agency acting as PRB shall take a new reasoned decision taking into account the decision by the Appeal Board for Performance Review.
Amendment 173 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 12
Article 1 – paragraph 1 – point 12
Regulation (EU) 2018/1139
Article 119 a – paragraph 4 – introductory part
Article 119 a – paragraph 4 – introductory part
4. The Agency acting as PRB shall adopt and publish adequate and proportionate procedures for issuing opinions, recommendations and decisions by the Agency acting as PRB, in accordance with the procedure set out in Article 98(2a),114b(1) point (f). Those procedures shall:
Amendment 176 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 12
Article 1 – paragraph 1 – point 12
Regulation (EU) 2018/1139
Article 119 a – paragraph 5
Article 119 a – paragraph 5
5. The Agency acting as PRB may engage in communication activities on its own initiative within its field of competence on performance review, and in doing so shall be represented by the Director for Performance Review. The allocation of resources to communication activities shall not be detrimental to the effective exercise of the tasks and powers referred to in [Amended SES2+]. Communication activities shall be carried out in accordance with relevant communication and dissemination plans adopted by the Management Board in accordance with point (g) of Article 98(2a).114b(1);
Amendment 187 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Regulation (EU) 2018/1139
Article 120 a – paragraph 7 – subparagraph 1
Article 120 a – paragraph 7 – subparagraph 1
7. The Director for Performance Review shall draw up each year a draft estimate of the revenue and expenditure for performance review for the following year together with the list of posts for performance review and shall submit them to the Executive Director for its integration in the draft statement of estimates of the Agency’s revenue and expenditure referred to in Article 120(6).
Amendment 190 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Regulation (EU) 2018/1139
Article 120 a – paragraph 8 – subparagraph 2
Article 120 a – paragraph 8 – subparagraph 2
The Commission shall adopt implementing acts setting out detailed rules determining how thebe empowered to adopt delegated acts in accordance with Article 19 and Article 126b to supplement certain non-essential elements of the legislative act, with regard to the calculation of annual contributions by designated air traffic service providers referred to in paragraph 2, point (b) are to be calculated, in accordance with Article 126bprovided in this paragraph.
Amendment 191 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 14
Article 1 – paragraph 1 – point 14
Regulation (EU) 2018/1139
Article 120 a – paragraph 8 – subparagraph 3
Article 120 a – paragraph 8 – subparagraph 3
Amendment 193 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 15 – point b Regulation (EU) 2018/1139
Article 1 – paragraph 1 – point 15 – point b Regulation (EU) 2018/1139
8. The Executive Director shall send the Court of Auditors a reply to its observations by 30 September following each financial year. He or she shall also send that reply to the Management Board and the Commission. Where activities on performance review are concerned, that reply shall be prepared together withand sent by the Director for Performance Review.;
Amendment 206 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2018/1139
Article 126 a – paragraph 4
Article 126 a – paragraph 4
4. The Commission shall adopt implementbe empowered to adopt delegated acts ing acts laying down detailed rules relating to fees and charges levied by the Agency for its function as PRB, specifying in particularcordance with Article 19 to supplement certain non-essential elements of the legislative act, with regard to the fees and charges levied by the Agency for its function as PRB. Those delegated acts shall lay down [detailed criteria and a detailed methodology] with regard to the amount of the fees and charges and the way in which they are paid. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 127(3).
Amendment 209 #
2020/0264(COD)
The implementing acts referred to in Article 120a(8) , shall establish the followingCommission shall be empowered to adopt delegated acts in accordance with Article 19 and Article 120a(8) to supplement certain non-essential elements of the legislative act, with regard to the calculation of annual contribution by designated air traffic service providers provided in this paragraph. Those delegated acts shall lay down:
Amendment 213 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 20
Article 1 – paragraph 1 – point 20
Regulation (EU) 2018/1139
Article 129 a – paragraph 2
Article 129 a – paragraph 2
2. Subject to the conclusion of an agreement to that effect between the Union and third countries as referred to in paragraph 21, the Agency acting as PRB may also exercise its tasks under [Amended SES2+] with regard to third countries, provided that those third countries have adopted and apply the relevant rules in accordance with paragraph 21 and have mandated the Agency acting as PRB to coordinate the activities of their national supervisory authorities with those of the national supervisory authorities of Member States.
Amendment 216 #
2020/0264(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 20
Article 1 – paragraph 1 – point 20
Regulation (EU) 2018/1139
Article 129 a – paragraph 3
Article 129 a – paragraph 3
3. The agreements referred to in paragraph 21 shall specify the nature, scope and procedural aspects of the involvement of those countries in the work of the Agency acting as PRB and shall include provisions relating to financial contributions and to staff. Those agreements may provide for the establishment of working arrangements.;
Amendment 21 #
2020/0101(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) An additional exceptional amount of EUR 58 272 800 000 (in current prices) for budgetary commitment from the Structural Funds under the Investment for growth and jobs goal, for the years 2020, 2021 and 2022 should be made available to support Member States and regions most impacted in crisis repair in the context of the COVID-19 pandemic or preparing a green, digital and resilient recovery of the economy and employment, with a view to deploying resources quickly to the real economy through the existing operational programmes. Resources for 2020 stem from an increase in the resources available for economic, social and territorial cohesion in the multiannual financial framework for 2014-2020 whereas resources for 2021 and 2022 stem from the European Union Recovery Instrument. Part of the additional resources should be allocated to technical assistance at the initiative of the Commission. The Commission should set out the breakdown of the remaining additional resources for each Member State on the basis of an allocation method based on the latest available objective statistical data concerning Member States’ relative prosperity and the extent of the effect of the current crisis on their economies and societies. The allocation method should include a dedicated additional amount for the outermost regions given the specific vulnerability of their economies and societies. In order to reflect the evolving nature of the effects of the crisis, the breakdown should be revised in 2021 on the basis of the same allocation method using the latest statistical data available by 19 October 2021 to distribute the 2022 tranche of the additional resources.
Amendment 26 #
2020/0101(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) In order to allow maximum flexibility to Member States for tailoring crisis repair actions in the context of the COVID-19 pandemic or preparing a green, digital and resilient recovery of the economy, allocations should be established by the Commission at Member State level. Furthermore, the possibility for using any additional resources to support aid for the most deprived should also be provided for. In addition, it is necessary to establish ceilings concerning the allocation to technical assistance at the initiative of the Member States while allowing maximum flexibility to the Member States as to its allocation within operational programmes supported by the ERDF or the ESF. It should be clarified that there is no need to respect the ESF minimum share for the additional resources. Taking account of the expected quick spending of the additional resources, the commitments linked to those additional resources should only be decommitted at the closure of the operational programmes.
Amendment 42 #
2020/0101(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) For the ESF, Member States should primarily use the additional resources to support job maintenance, including through short-time work schemes and support to self-employed, job creation, in particular for people in vulnerable situations, support to youth employment measures, education and training, skills development and to enhance access to social services of general interest, including for children and elderly people. It should be clarified that in the present exceptional circumstances support to short-time work schemes for employees and the self- employed in the context of the COVID-19 pandemic can be provided even when that support is not combined with active labour market measures, unless the latter are imposed by national law. Union support to those short-time work schemes should be limited in time.
Amendment 53 #
2020/0101(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) With a view to allow the targeting of these additional resources to the geographic areas where they are most needed, as an exceptional measure and without prejudice to the general rules for allocating Structural Funds resources, the additional resources allocated to the ERDF and the ESF are not to be broken down per category of region. However, Member States are expected to take into account the different regional needs and development levels in order to ensure that focus is maintained on less developed regions, in accordance with the objectives of economic, social and territorial cohesion set out in Article 173 TFEU. Member States should also involve local and regional authorities, as well as relevant bodies representing civil society and social partners, in accordance with the partnership principles.
Amendment 56 #
2020/0101(COD)
Proposal for a regulation
Recital 19
Recital 19
Amendment 63 #
2020/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Regulation (EU) No 1303/2013
Article 92b – paragraph 5 – subparagraph 5
Article 92b – paragraph 5 – subparagraph 5
By way of derogation from Articles 86(2) and 136(1), the commitments for additional resources shall be decommitted in accordance with the rules to be followed for the closure of the programmesat 31 December 2024.
Amendment 74 #
2020/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Regulation (EU) No 1303/2013
Article 92b – paragraph 8 – subparagraph 2
Article 92b – paragraph 8 – subparagraph 2
Member States may allocate the additional resources either to one or more separate priority axes within an existing operational programme or programmes or to a new operational programme referred to in paragraph 11. By way of derogation from Article 26(1), the programme shall cover the period until 31 December 2022, subject to paragraph 4 above.
Amendment 82 #
2020/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Regulation (EU) No 1303/2013
Article 92b – paragraph 8– subparagraph 4
Article 92b – paragraph 8– subparagraph 4
For the ESF, the additional resources shall primarily be used to support job maintenance, including through short-time work schemes and support to self- employed, even when that support is not combined with active labour market measures, unless the latter are imposed by national law. The additional resources shall also support job creation, in particular for people in vulnerable situations, youth employment measures, education and training, skills development, in particular to support the twin green and digital transitions, and to enhance access to social services of general interest, including for children and elderly people.
Amendment 96 #
2020/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Regulation (EU) No 1303/2013
Article 92b – paragraph 12 – subparagraph 1 – point d
Article 92b – paragraph 12 – subparagraph 1 – point d
Amendment 44 #
2020/0006(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The resources from the JTF should complement the resources available under cohesion policy and other public funds made available by all Member States.
Amendment 50 #
2020/0006(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Transitioning to a climate-neutral economy is a challenge for all Member States. It will be particularly demanding for those Member States that rely heavily on fossil fuels or greenhouse gas intensive industrial activities which need to be phased out or which need to adapt due to the transition towards climate neutrality and that lack the financial means, alternative natural resources and skilled workforce to do so. The JTF should therefore cover all Member States, but the distribution of its financial means should reflect the capacity of Member States to finance the necessary investments to cope with the transition towards climate neutrality.
Amendment 59 #
2020/0006(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) This Regulation identifies types of investments for which expenditure may be supported by the JTF. All supported activities should be pursued in full respect of the climate and environmental priorities of the Union. The list of investments should include those that support local and regional economies and are sustainable in the long- term, taking into account all the objectives of the Green Deal. The projects financed should contribute to a transition to a climate-neutral and circular economy. For declining sectors, such as energy production based on coal, lignite, peat and oil shale or extraction activities for these solid fossil fuels, support should be linked to the phasing out of the activity and the corresponding reduction in the employment level. As regards transforming sectors with high greenhouse gas emission levels, support should promote new activities through the deployment of new technologies, new processes or products, leading to significant emission reduction, in line with the EU 2030 climate objectives and EU climate neutrality by 205013 while maintaining and enhancing employment and avoiding environmental degradation. Particular attention should also be given to activities enhancing innovation and research in advanced and sustainable technologies, as well as in the fields of digitalisation and connectivity, provided that such measures help mitigate the negative side effects of a transition towards, and contribute to, a climate- neutral and circular economy. _________________ 13 As set out in “A Clean Planet for all European strategic long-term vision for a prosperous, modern, competitive and climate neutral economy”, Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee, the Committee of the Regions and the European Investment Bank - COM(2018) 773 final.
Amendment 66 #
2020/0006(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) To protect citizens who are most vulnerable to the climate transition, the JTF should also cover the up-skilling and reskilling of the affected workers, with the aim of helping them to adapt to new employment opportunities, as well as providing job-search assistance to jobseekers and their active and full inclusion into the labour market.
Amendment 72 #
2020/0006(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) In order to enhance the economic diversification of territories impacted by the transition, the JTF should provide support to productive investment in SMEs. Productive iInvestment should be understood as finvestmenancial support in fixed capital or immaterial assets of enterprises in view of producing goods and services thereby contributing to gross-capital formation and employment. For enterprises other than SMEs, productive investments should only be supported if they are necessary for mitigating job losses resulting from the transition, by creating or protecting a significant number of jobs and they do not lead to or result from relocation. Investments in existing industrial facilities, including those covered by the Union Emissions Trading System, should be allowed if they contribute to the transition to a climate-neutral economy by 2050 and go substantially below the relevant benchmarks established for free allocation under Directive 2003/87/EC of the European Parliament and of the Council14 and if they result in the protection of a significant number of jobs. Any such investment should be justified accordingly in the relevant territorial just transition plan. In order to protect the integrity of the internal market and cohesion policy, support to undertakings should comply with Union State aid rules as set out in Articles 107 and 108 TFEU and, in particular, support to productive investments by enterprises other than SMEs should be limited to enterprises located in areas designated as assisted areas for the purposes of points (a) and (c) of Article 107(3) TFEU. _________________ 14Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC (OJ L 275, 25.10.2003, p. 32).
Amendment 78 #
2020/0006(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) The JTF support should be conditional on the effective implementation of a transition process in a specific territory in order to achieve a climate-neutral economy. In that regard, Member States should prepare, in cooperation with the relevant stakeholders and supported by the Commission, territorial just transition plans, detailing the transition process, consistently with their National Energy and Climate Plans. To this end, the Commission shouldwill set up a Just Transition Platform, which would build on the existing platform for coal regions in transition to enable bilateral and multilateral exchanges of experience on lessons learnt and best practices across all affected sectors, but to monitor the transition process, as well.
Amendment 99 #
2020/0006(COD)
Proposal for a regulation
Article 3 – paragraph 2 – subparagraph 1
Article 3 – paragraph 2 – subparagraph 1
The resources for the JTF under the Investment for jobs and growth goal available for budgetary commitment for the period 2021-2027 shall be EUR 7.5 billion in 2018 prices, which maywill be increased, as the case maywill be, by additional resources allocated in the Union budget, and by other resources in accordance with the applicable basic act.
Amendment 100 #
2020/0006(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The resources ofrom the JTF should complement the resources available under cohesion policy. be substantial and consistent with its ambitious objective and should complement the resources available under cohesion policy. The establishment of the JTF should under no circumstance lead to cuts in or transfers from the funds covered by Regulation (EU) ../.. [new CPR], particularly from funds such as the European Regional Development Fund (ERDF), the European Social Fund (ESF+) or the European Agricultural Fund for Rural Development (EAFRD).
Amendment 101 #
2020/0006(COD)
Proposal for a regulation
Article 3 – paragraph 2 – subparagraph 2
Article 3 – paragraph 2 – subparagraph 2
For the purposes of programming and subsequent inclusion in the Union budget, the amount referred to in the first subparagraph shall be indexed at least with 2% per year.
Amendment 107 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point a
Article 4 – paragraph 2 – subparagraph 1 – point a
(a) productive investments in SMEs, including start-ups, leading to economic diversification and reconversion;
Amendment 108 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point b
Article 4 – paragraph 2 – subparagraph 1 – point b
(b) investments in diversification/expansion of already established companies and the creation of new firms, including through business incubators and consulting services;
Amendment 124 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point e
Article 4 – paragraph 2 – subparagraph 1 – point e
(e) investments in digitalisation, artificial intelligence and digital connectivity;
Amendment 128 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point f
Article 4 – paragraph 2 – subparagraph 1 – point f
(f) investments in green infrastructure, reducing pollution, regeneration and decontamination of sites, land restoration and repurposing projects;
Amendment 129 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point f – point i (new)
Article 4 – paragraph 2 – subparagraph 1 – point f – point i (new)
i) investments in public and sustainable multimodal urban mobility;
Amendment 131 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point g
Article 4 – paragraph 2 – subparagraph 1 – point g
(g) investments in enhancing the circular economy, including through waste of all kinds, prevention, reduction, resource efficiency, reuse, repair and recycling;
Amendment 135 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point g a (new)
Article 4 – paragraph 2 – subparagraph 1 – point g a (new)
(ga) decommissioning or the construction of nuclear power stations;
Amendment 141 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point h
Article 4 – paragraph 2 – subparagraph 1 – point h
(h) investments in programmes for upskilling and reskilling of workers;
Amendment 143 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point h – point i (new)
Article 4 – paragraph 2 – subparagraph 1 – point h – point i (new)
(i) developing social infrastructure needed to support the access to labour market, social inclusion and active health ageing;
Amendment 144 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point h – point ii (new)
Article 4 – paragraph 2 – subparagraph 1 – point h – point ii (new)
(ii) investments in education and vocational training programmes;
Amendment 145 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point h – point iii (new)
Article 4 – paragraph 2 – subparagraph 1 – point h – point iii (new)
(iii) investments in entrepreneurial educational programmes;
Amendment 147 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point j
Article 4 – paragraph 2 – subparagraph 1 – point j
(j) active and full inclusion of jobseekers;
Amendment 155 #
2020/0006(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point a
Article 5 – paragraph 1 – point a
Amendment 162 #
2020/0006(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point c
Article 5 – paragraph 1 – point c
(c) undertakings in difficulty, as defined in Article 2(18) of Commission Regulation (EU) No 651/201416 , except for those that could get support from JTF for green investments, new technology and infrastructures which could contribute to gas emission reduction, energy efficiency and/or production of energy from renewable sources; _________________ 16Commission Regulation (EU) No 651/2014 of 17 June 2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty (OJ L 187, 26.6.2014, p. 1).
Amendment 164 #
2020/0006(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point d
Article 5 – paragraph 1 – point d
(d) investment related to the production, processing, distribution, storage or combustion of fossil fuels with the exception of: (i) the replacement of coal-based heating systems by gas-based heating systems and other transitional alternatives for climate mitigation purposes; (ii) investment in networks of distribution and transport of natural gas substituting coal; (iii) investment related to clean vehicles as defined in [the recast of Directive 2009/33/EC of the European Parliament and of the Council;
Amendment 183 #
2020/0006(COD)
Proposal for a regulation
Article 7 – paragraph 1
Article 7 – paragraph 1
1. Member States shall prepare, together with the relevant authorities of the territories concerned, including local and regional authorities, one or more territorial just transition plans covering one or more affected territories corresponding to level 3 of the common classification of territorial units for statistics (‘NUTS level 3 regions’) as established by Regulation (EC) No 1059/2003 of the European Parliament and of the Council as amended by Commission Regulation (EC) No 868/201417 or parts thereof, in accordance with the template set out in Annex II. Thematic enabling conditions are not applicable to JTF. Those territories shall be those most negatively affected based on the economic and social impacts resulting from the transition, in particular with regard to expected job losses in fossil fuel production and use and the transformation needs of the production processes of industrial facilities with the highest greenhouse gas intensity. _________________ 17 Regulation (EC) No 1059/2003 of the European Parliament and of the Council of 26 May 2003 on the establishment of a common classification of territorial units for statistics (NUTS) (OJ L 154 21.6.2003, p. 1).
Amendment 195 #
2020/0006(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation establishes the Just Transition Fund (‘JTF’) to provide support to territories facing serious socio- economic , energy security and environmental challenges deriving from the energy transition process towards a climate-neutral economy of the Union by 2050, namely to all regions where coal is still harvested or where important structural changes take place after phasing out coal-mining activities as well as to regions with greenhouse gas intensive industrial activities.
Amendment 204 #
2020/0006(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point h
Article 7 – paragraph 2 – point h
(h) where support is provided to productive investments to enterprises other than SMEs, an exhaustive list of such operations and enterprises and a justification of the necessity of such support through a gap analysis demonstrating that the expected job losses would exceed the expected number of jobs created in the absence of the investment;
Amendment 208 #
2020/0006(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point j
Article 7 – paragraph 2 – point j
(j) synergies and complementarities with other Union programmes and pillars of the Just Transition Mechanism to address identified developinvestment needs.
Amendment 209 #
2020/0006(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point j – point i (new)
Article 7 – paragraph 2 – point j – point i (new)
i) a comprehensive timeframe of implementation for the concrete actions previewed in the plan.
Amendment 219 #
2020/0006(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
Where the Commission concludes, based on the examination of the final performance report of the programme, that there is a failure to achieve at least 650% of the target established for one or more output or result indicators for the JTF resources, it may make financial corrections pursuant to Article [98] of Regulation (EU) [new CPR] by reducing the support from the JTF to the priority concerned in proportion to the achievements.
Amendment 224 #
2020/0006(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. The JTF shall support the Investment for jobs and growth goal inerritories as mentioned in article 1 paragraph 1 from all Member States.
Amendment 225 #
2020/0006(COD)
Proposal for a regulation
Article 3 – paragraph 2 – subparagraph 1
Article 3 – paragraph 2 – subparagraph 1
The resources for the JTF under the Investment for jobs and growth goal available for budgetary commitment for the period 2021-2027 shall be EUR 7.at least EUR 18,75 billion in 2018 prices, which and shall not be transferred from the allocations of the funds covered by the Regulation (EU) [new CPR], particularly from funds such as the European Regional Development Fund (ERDF), the European Social Fund (ESF+) or the European Agricultural Fund for Rural Development (EAFRD). That amount may be increased, as the case may be, by additional resources allocated in the Union budget, and by other resources in accordance with the applicable basic act.
Amendment 236 #
2020/0006(COD)
Proposal for a regulation
Article 3 – paragraph 4
Article 3 – paragraph 4
4. By way of derogation from Article [21a(1)] of Regulation (EU) [new CPR], any additional resources referred to in paragraph 2, allocated to the JTF in the Union budget or provided by other resources shall not require complementary support from the ERDF or the ESF+.
Amendment 242 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – introductory part
Article 4 – paragraph 2 – subparagraph 1 – introductory part
In accordance with paragraph 1, the JTF shall exclusivelyat least support the following activities:
Amendment 246 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point a
Article 4 – paragraph 2 – subparagraph 1 – point a
(a) productive investments in SMEs, includingexisting companies, including regional and local publicly-owned companies, SMEs and start-ups, leading to economic diversification and reconversion; as well as contributing to the creation of new jobs;
Amendment 280 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point d a (new)
Article 4 – paragraph 2 – subparagraph 1 – point d a (new)
(da) investment in deployment of technologies to replace technologies based on fossil fuel, except natural gas, with technologies using alternative fuels including natural gas.
Amendment 281 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point d a (new)
Article 4 – paragraph 2 – subparagraph 1 – point d a (new)
(da) investments related to the production, processing, transportation, distribution, storage or combustion of natural gas, renewable gas and hydrogen;
Amendment 308 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point f
Article 4 – paragraph 2 – subparagraph 1 – point f
(f) investments in regeneration and decontamination of sites, land restoration and repurposing project, decontamination, environmental remediation, revitalization, access and renovation of former coal mine and power station as well as brownfield sites and facilities, land restoration and repurposing projects, including afforestation of post coal mine sites;
Amendment 316 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point f a (new)
Article 4 – paragraph 2 – subparagraph 1 – point f a (new)
(fa) investments in environmentally- friendly multimodal urban mobility and alternative transport fuels accelerating the transition towards zero-emission mobility;
Amendment 324 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point g a (new)
Article 4 – paragraph 2 – subparagraph 1 – point g a (new)
(ga) investment in transport infrastructure facilitating economic development and jobs creation;
Amendment 326 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point g b (new)
Article 4 – paragraph 2 – subparagraph 1 – point g b (new)
(gb) investment in transport decarbonisation
Amendment 351 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 2
Article 4 – paragraph 2 – subparagraph 2
Additionally, the JTF may support, in areas designated as assisted areas in accordance with points (a) and (c) of Article 107(3) of the TFEU,the territories as defined in Article 1 paragraph 1 productive investments in enterprises other than SMEs, provided that such investments have been approved as part of the territorial just transition plan based on the information required under point (h) of Article 7(2). Such investments shall only be eligible where they are necessary for the implementation of the territorial just transition plan.
Amendment 392 #
2020/0006(COD)
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
2. The JTF priorityogrammes or priorities shall comprisebe finance by the JTF resources consisting of all or part of the JTF allocation for the Member States and the resources transferred in accordance with Article [21a] (1)]of Regulation (EU) [new CPR]. The total of the ERDF and ESF+ resources transferred to the JTF priority shall be at least equal to one and a half times the amount of support from the JTF to that priority but shall not exceed three times that amount.
Amendment 435 #
2020/0006(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point h
Article 7 – paragraph 2 – point h
Amendment 442 #
2020/0006(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point i a (new)
Article 7 – paragraph 2 – point i a (new)
(ia) where support is provided to investment to transport infrastructure, a list of such operations and the impact study demonstrating the level of attracted investment and the expected jobs created as effect of the built infrastructure;
Amendment 443 #
2020/0006(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point i b (new)
Article 7 – paragraph 2 – point i b (new)
(ib) where support is provided for implementing, for a transition period, of technologies to produce reduced greenhouse emissions an analyses demonstrating the benefit generated by preserved jobs versus emission reduction.
Amendment 475 #
2020/0006(COD)
Proposal for a regulation
Annex I – paragraph 1 – point a – introductory part
Annex I – paragraph 1 – point a – introductory part
(a) the share of each Member State is calculated as the weighted sum of the shares determined on the basis of the following criteria, calculated as an average for 2015-2017 period, weighted as indicated:
Amendment 904 #
2020/0006(COD)
RCO 01 a new - lost and new created enterprises
Amendment 905 #
2020/0006(COD)
Proposal for a regulation
Annex III – table – column 1 – Outputs – row 1 – RCO 01 b (new)
Annex III – table – column 1 – Outputs – row 1 – RCO 01 b (new)
RCO 01 b new - GDP/cap in the territory
Amendment 906 #
2020/0006(COD)
Proposal for a regulation
Annex III – table – column 2 – Results – row 1 – RCR 01 a (new)
Annex III – table – column 2 – Results – row 1 – RCR 01 a (new)
RCR 01 a new - Gap between loss and created jobs
Amendment 907 #
2020/0006(COD)
Proposal for a regulation
Annex III – table – column 2 – Results – row 1 – RCR 01 b (new)
Annex III – table – column 2 – Results – row 1 – RCR 01 b (new)
RCR 01 b new - Increase of GDP/cap in the territory
Amendment 11 #
2019/2186(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
A a. Whereas there is a big need for integrated transport solutions based on a wide range of services, emphasising the system rather than its components;
Amendment 14 #
2019/2186(INI)
Draft opinion
Recital A b (new)
Recital A b (new)
A b. Whereas public transport is in a critical need of innovation; whereas new ideas, new schemes, new technologies and new business models can make a big impact on transport solutions and conditions;
Amendment 17 #
2019/2186(INI)
Draft opinion
Recital A c (new)
Recital A c (new)
A c. Whereas online platforms are subject to existing EU rules in areas such as competition, consumer protection, protection of personal data and single market freedoms; whereas compliance with these rules by all actors in the platform sector is essential to ensure fair competition and to create trust for both businesses and the general public to confidently engage with online platforms;
Amendment 27 #
2019/2186(INI)
Draft opinion
Recital B
Recital B
B. whereas precarious self- employment in the platform sector is increasexisting, particularly for low-skilled platform-determined on-location work1 , including driving and delivery; _________________ 1Eurofound (2018), Employment and working conditions of selected types of platform work, Publications Office of the European Union, Luxembourg.
Amendment 33 #
2019/2186(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
B a. Whereas in line with the wider digitisation of Europe’s transport services, high-speed wireless and fixed connectivity is essential for the further development of the collaborative economy;
Amendment 55 #
2019/2186(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Stresses that the unfair competitive advantages of some parts of the platform economy over the traditional economy, based on social dumpinginsufficient social protection and tax avoidance and evasion, are unacceptable where they occur; stresses that with a view to ensuring a level playing field between the platform economy and traditional businesses, especially SMEs, the platform economy like any other economy, must pay taxes and social contributions and comply with employment and social legislation in the Member States; underlines the need to adjust related policies accordingly where necessary;
Amendment 71 #
2019/2186(INI)
2. Calls on the Commission to come up with a strategy to align the working conditions of platform workers with those of regular employees and of self- employed, where appropiate, with full respect for the diversity of national labour market models and the autonomy of social partners;
Amendment 86 #
2019/2186(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Member States to consider the need for national definitions of self-employed workers, with a rebuttable legal presumption that places the burden of proof on platforms to prove that their workers are not in fact employeeonline platforms and self-employed workers;
Amendment 100 #
2019/2186(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission to support Member States in finding policy solutions to determine the status of work for platform workers; remains sceptical of the addition of a third category;
Amendment 131 #
2019/2186(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Encourages platform companies to develop training pathways in order to broaden their workers’ professional options.; stresses the need for regular obligatory security trainings and specific training in the tourism and transport sectors, taking into account the requirements and consumer expectations and ensuring that online platforms and platform workers act responsibly particularly as regards aspects related to safety, security, health, protection of privacy and accurate information;
Amendment 215 #
2019/2186(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls on the Commission to examine how far existing Union rules are applicable to the digital labour platform market and ensure adequate implementation and enforcement; calls on the Member States, in collaboration with social partners and other relevant stakeholders, to assess, in a proactive way and based on the logic of anticipation, the need to modernise existing legislation, including social security systems, so as to stay abreast of technological developments while ensuring workers’ protection; calls on the Commission and the Member States to coordinate social security systems with a view to ensuring the exportability of benefits and aggregation of periods in accordance with Union and national legislation;
Amendment 231 #
2019/2186(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Stresses the need to ensure the same access to lifelong learning as workers in the traditional economy, in line with national law and practice, while encouraging innovation, promoting competitive and inclusive growth, and guaranteeing a level playing field for businesses;
Amendment 293 #
2019/2186(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Underlines that digital competences are of the utmost importance for keeping up with the ongoing digitalisation of all aspects of life; calls on the Member States to adapt their education and training systems to the digital labour market, linking the world of education with the world of work, including fostering of entrepreneurship; points out that as job and skills profiles become more complex, new demands – especially regarding information and communications technology (ICT) skills – are being placed on training as well as on further education and lifelong learning with a view to promoting digital literacy;
Amendment 295 #
2019/2186(INI)
Motion for a resolution
Paragraph 13 b (new)
Paragraph 13 b (new)
13b. Emphasises the importance of stronger synergies involving social partners and different educational and training institutions in order to bring teaching and study materials up to date and develop skills strategies; encourages Member States to include digital training in their school curricula from an early age; believes that investment in vocational education and lifelong learning is necessary to ensure that workers are equipped with the right skills for the digital age; stresses that education and training must be accessible for all workers; believes that new funding opportunities for lifelong learning and training are needed, especially for micro, small and medium enterprises;
Amendment 297 #
2019/2186(INI)
Motion for a resolution
Paragraph 13 c (new)
Paragraph 13 c (new)
13c. Highlights that the labour platform economy has flourished mainly so far in urban areas; calls on the Commission and the Member States to take action to combat the digital divide and guarantee access for everyone; stresses in this context the importance of deploying 5G broadband in rural areas in order to enable all regions and people to benefit from the potential of the platform economy, especially in terms of employment; calls on the Member States to strengthen financial and human resources to enable disadvantaged persons to acquire basic digital skills;
Amendment 323 #
2019/2186(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Stresses that potential efficiency advantages of online labour platforms over the traditional labour market should be grounded in fair competition; stresses that with a view to ensuring a level playing field between the labour platform and traditional businesses, especially SMEs, the platform economy like any other economy, must pay taxes and social contributions and comply with employment and social legislation; underlines the need to adjust related policies accordingly where necessary;
Amendment 328 #
2019/2186(INI)
Motion for a resolution
Paragraph 15 b (new)
Paragraph 15 b (new)
15b. Recognises that the labour platform economy can be used for social purposes; calls on the Commission and the Member States to promote social economy models in the labour platform economy and to exchange best practices in this regard, given that social enterprises have proven to be resilient during times of the Covid-19 crisis;
Amendment 341 #
2019/2186(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Calls on the national public employment services and the EURES network to communicate better on the opportunities offered by the labour platforms;
Amendment 350 #
2019/0151(COD)
Proposal for a regulation
Annex I – section 1 – point 1 – introductory part
Annex I – section 1 – point 1 – introductory part
Amendment 354 #
2019/0151(COD)
Proposal for a regulation
Annex I – section 1 – point 1 – paragraph 1
Annex I – section 1 – point 1 – paragraph 1
Whenever necessary, the Governing Board shall submit to the Commission a shortlist of candidates for the purpose of appointment of a new member or members . The shortlisted candidates shall be selected on the basis of the outcome of a transparent and open procedure initiated by the EITCommission shall use the same procedure for the purpose of appointment of a new member or members .
Amendment 355 #
2019/0151(COD)
Proposal for a regulation
Annex I – section 1 – point 1 – paragraph 2
Annex I – section 1 – point 1 – paragraph 2
Amendment 3 #
2017/0123(COD)
Council position
Recital 8
Recital 8
(8) Regulation (EC) No 1071/2009 requires undertakings to conduct effectively and continuously their operations with the appropriate technical equipment and facilities at an operating centre situated in the Member State of establishment, and it allows for additional requirements at national level, the most common of which being a requirement to have parking spaces available in the Member State of establishment. However, those, unevenly applied, requirements have not been sufficient to ensure a genuine link with that Member State in order to efficiently fight letter-box companies and to reduce the risk of systematic cabotage and nomadic drivers organised from an undertaking to which the vehicles do not return. Considering that, in order to ensure the proper functioning of the internal market in the area of transport, specific rules on the right of establishment and the provision of services may be necessary, it is appropriate to further harmonise the establishment requirements and to strengthen the requirements linked to the presence of the vehicles used by the transport operator in the Member State of establishment. Defining a clear minimum interval within which the vehicle has to return also contributes to ensuring that those vehicles can be correctly maintained with the technical equipment situated in the Member State of establishment and facilitates controls. The cycle for such returns should be synchronised with the obligation on the transport undertaking in Regulation (EC) No 561/2006 of the European Parliament and of the Council6 to organise its operations in a manner that enables the driver to return home at least every four weeks, so that both obligations can be fulfilled through the return of the driver together with the vehicle at least every second four week cycle. This synchronisation strengthens the right of the driver to return and reduces the risk that the vehicle has to return only to fulfil this new establishment requirement. However, the requirement to return to the Member State of establishment should not require a specific number of operations to be conducted in the Member State of establishment or otherwise limit the operators possibility to provide services throughout the internal market. _____________________________ 6 the European Parliament and of the Council of 15 March 2006 on the harmonisation of certain social legislation relating to road transport and amending Council Regulations (EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (EEC) No 3820/85 (OJ L 102, 11.4.2006, p. 1).Regulation (EC) No 561/2006 of
Amendment 5 #
2017/0123(COD)
Council position
Recital 21
Recital 21
Amendment 8 #
2017/0123(COD)
Council position
Recital 22
Recital 22
Amendment 11 #
2017/0123(COD)
Council position
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EC) No 1071/2009
Article 5 – paragraph 1 – point b
Article 5 – paragraph 1 – point b
Amendment 14 #
2017/0123(COD)
Council position
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EC) No 1071/2009
Article 5 – paragraph 1 – point g
Article 5 – paragraph 1 – point g
(g) on an ongoing basis, have at its regular disposal a number of vehicles that complying with the conditions laid down in point (e) and employ drivers who are normally based at anbased on the law applicable to operational centre inof that Member State, in both casese undertaking, proportionate to the volume of transport operations carried out by the undertaking.
Amendment 20 #
2017/0123(COD)
Council position
Article 2 – paragraph 1 – point 4 – point a a (new)
Article 2 – paragraph 1 – point 4 – point a a (new)
Regulation (EC) No 1072/2009
Article 8 – paragraph 2 b (new)
Article 8 – paragraph 2 b (new)
(aa) the following paragraph is inserted: '2b. Hauliers are not allowed to carry out cabotage operations with the same vehicle or, in the case of a coupled combination, the motor vehicle of that same vehicle, in the same Member State within 48 hours following the end of its cabotage operation in that Member State.';
Amendment 24 #
2017/0123(COD)
Council position
Article 2 – paragraph 1 – point 4 – point b
Article 2 – paragraph 1 – point 4 – point b
Regulation (EC) No 1072/2009
Article 8 – paragraph 3 – subparagraph 1
Article 8 – paragraph 3 – subparagraph 1
National road haulage services carried out in the host Member State by a non-resident haulier shall only be deemed to comply with this Regulation if the haulier can produce clear evidence of the preceding international carriage and of each consecutive cabotage operation carried out. In the event that the vehicle has been in the territory of the host Member State within the period of four days preceding the international carriage, the haulier shall also produce clear evidence of all operations that were carried out during that period.;
Amendment 26 #
2017/0123(COD)
Council position
Article 2 – paragraph 1 – point 5 – point b
Article 2 – paragraph 1 – point 5 – point b
Amendment 29 #
2017/0123(COD)
Council position
Article 4 – paragraph 1
Article 4 – paragraph 1
This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union[insert date 18 month after that of its publication in the Official Journal of the European Union]. By .... [OJ: 4 months after that of its publication in the Official Journal of the European Union] the Commission shall present a proper impact assessment regarding the impact of this Regulation on actual economic situation of the EU road haulage market and drivers' health safety situation, and, where appropriate, propose amendments to this Regulation taking into account the new market situation of the sector.
Amendment 4 #
2017/0122(COD)
Council position
Recital 15
Recital 15
(15) While in general regular weekly rest periods and longer rest periods canshall not be taken in the vehicle or in a parking area, but only in suitable accommodation, which may be adjacent to a parking area, i, by way of derogation relevant rest periods may be taken in vehicles, provided that the vehicle is parked in certified safe and secure parking area which provides parking places for commercial vehicles and service facilities fulfilling the minimum requirements. It is of utmost importance to enable drivers to locate safe and secure parking areas that provide appropriate levels of security and appropriate facilities. The Commission has already studied how to encourage the development of high- quality parking areas, including the necessary minimum requirements. The Commission should therefore develop standards for safe and secure parking areas. Those standards should contribute to promoting high- quality parking areas. The standards may be revised in order to cater for better access to alternative fuels, in line with policies developing that infrastructure. It is also important that parking areas are being kept free from ice and snow.
Amendment 6 #
2017/0122(COD)
Council position
Article 1 – paragraph 1 – point 6 – point a
Article 1 – paragraph 1 – point 6 – point a
Regulation (EC) No 561/2006
Article 8 – paragraph 6
Article 8 – paragraph 6
Amendment 8 #
2017/0122(COD)
Council position
Article 1 – paragraph 1 – point 6 – point c
Article 1 – paragraph 1 – point 6 – point c
Regulation (EC) No 561/2006
Article 8 – paragraph 8 – subparagraph 1
Article 8 – paragraph 8 – subparagraph 1
8. Where a driver chooses to do this, daily rest periods and reduced weekly rest periods away from base may be taken in a vehicle, as long as it has suitable sleeping facilities for each driver and the vehicle is stationary. The regular weekly rest periods and any weekly rest period of more than 45 hours taken in compensation for previous reduced weekly rest periods shall not be taken in a vehicle. They shall be taken in suitable gender-friendly accommodation with adequate sleeping and sanitary facilities. By way of derogation from the second subparagraph, the regular weekly rest periods and any weekly rest of more than 45 hours taken in compensation for previous reduced weekly rest may be taken in a vehicle, provided that the vehicle is parked in certified safe and secure parking area which provides parking places for commercial vehicles and service facilities fulfilling the minimum requirements set out in Article 8a . Until [OJ: three years after entry into force] a vehicle may also be parked in a regular parking area which provides basic service facilities. Relevant period might be prolonged by the Commission, by means of delegated act, for additional two years if according to the outcomes of the Commission’s report on the availability of safe and secure parking areas the number of certified safe and secure parking areas across EU would not be sufficient to meet reported needs. Any costs for accommodation outside the vehicle shall be covered by the employer, as well as any fee deriving from the use of safe and secure parking area.
Amendment 11 #
2017/0122(COD)
Council position
Article 1 – paragraph 1 – point 6 – point d
Article 1 – paragraph 1 – point 6 – point d
Regulation (EC) No 561/2006
Article 8 – paragraph 8a – subparagraph 1
Article 8 – paragraph 8a – subparagraph 1
8a. Transport undertakings shall organise the work of drivers in such a way that the drivers are able to return to the employer's operational centre where the driver is normally based and where the driver's weekly rest period begins, in the Member State of the employer's establishment, or to return to the drivers' place of residence, or to any other location chosen by the driver, within each period of four consecutive weeks, in order to spend at least one regular weekly rest period or a weekly rest period of more than 45 hours taken in compensation for reduced weekly rest period.
Amendment 14 #
2017/0122(COD)
Council position
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Regulation (EC) No 561/2006
Article 8a – paragraph 4
Article 8a – paragraph 4
4. By 31 December 2024,At the latest [OJ: three years after the date of entry into force of this amending Regulation] the Commission shall present a report to the European Parliament and to the Council on the availability of suitable rest facilities for drivers and of secured parking facilities, as well as on the development of safe and secure parking areas certified in accordance with the delegated acts referred to in paragraph 2. That report may list. The report shall in particular cover information on the number and the location of certified safe and secure parking areas, on their capacity and usage, and on the demand for additional places or facilities. Based on this report, the Commission shall propose, if appropriate, measures aiming to increase the number and quality of certified safe and secure parking areas and/or measures to prolong transitional period laid down in the fourth subparagraph of Article 8 paragraph 8 for an additional two years.
Amendment 16 #
2017/0122(COD)
Council position
Article 3 – paragraph 1
Article 3 – paragraph 1
This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union[insert date 18 month after that of its publication in the Official Journal of the European Union]. It shall apply from [insert date 18 month after date of entry into force]. By ... [OJ: 4 months after its publication in the Official Journal of the European Union] the Commission shall present a proper impact assessment regarding the impact of this Regulation on actual economic situation of the EU road haulage market and drivers' health safety situation, and, where appropriate, propose amendments to this Regulation taking into account the new market situation of the sector.
Amendment 2 #
2017/0121(COD)
Council position
Recital 11 a (new)
Recital 11 a (new)
(11 a) In order to ensure efficient use of transport resources, take into account the operational realities and reduce the number of empty runs, which is an important element in achieving the objectives of the Paris agreement in relation to the reduction of CO2 emissions, a limited number of additional transport activities should be possible without triggering the posting rules. Such activities consist of operations performed during a period in the course of or following a bilateral international transport operation from the Member State of establishment and before the return journey to the Member State of establishment.
Amendment 4 #
2017/0121(COD)
Council position
Recital 12
Recital 12
(12) When a driver is engaged in a combined transport operation, the nature of the service provided during the initial or final road leg is closely linked with the Member State of establishment if the road leg on its own is a bilateral transport operation. By contrast, when the transport operation during the road leg is carried out within the host Member State or as a non-bilateral international transport operation, there is a sufficient link with the territory of a host Member State and therefore the posting rules should apply.
Amendment 5 #
2017/0121(COD)
Council position
Recital 13
Recital 13
(13) Where a driver performs other types of operations, notably cabotage operations or non-bilateral international transport operations, there is a sufficient link to the territory of the host Member State. The link exists in case of cabotage operations as defined by Regulations (EC) No 1072/20096 and (EC) No 1073/20097 of the European Parliament and of the Council since the entire transport operation takes place in a host Member State and the service is thus closely linked to the territory of the host Member State. A non- bilateral international transport operation is characterised by the fact that the driver is engaged in international carriage outside of the Member State of establishment of the undertaking making the posting. The services performed are therefore linked with the host Member States concerned rather than with the Member State of establishment. In those cases, sector- specific rules are only required with regard to the administrative requirements and control measures. Nevertheless, until negotiations between the Union and relevant third countries as regards the application of rules equivalent to those laid down in this Directive will be concluded, certain number of cross-trade operations should be exempted from posting rules. _________________ 6Regulation (EC) No 1072/2009 of the European Parliament and of the Council of 21 October 2009 on common rules for access to the international road haulage market (OJ L 300, 14.11.2009, p. 72). 7Regulation (EC) No 1073/2009 of the European Parliament and of the Council of 21 October 2009 on common rules for access to the international market for coach and bus services, and amending Regulation (EC) No 561/2006 (OJ L 300, 14.11.2009, p. 88).
Amendment 7 #
2017/0121(COD)
Council position
Recital 15
Recital 15
(15) Union operators face growing competition from operators based in third countries. It is therefore of the utmost importance to ensure that Union operators are not discriminated against. According to Article 1(4) of Directive 96/71/EC, undertakings established in a non-member State must not be given more favourable treatment than undertakings established in a Member State. That principle should also apply with regard to the specific rules on posting provided for in this Directive. It should, in particular, apply when third country operators perform transport operations under bilateral or multilateral agreements granting access to the Union marketTherefore, taking into account the fact that the Union has already exercised its competence and adopted common specific rules on posting of drivers, it should begin negotiations with the relevant third countries with a view to the application of rules equivalent to those laid down in this Directive.
Amendment 11 #
2017/0121(COD)
Council position
Article 1 – paragraph 3 – subparagraph 1
Article 1 – paragraph 3 – subparagraph 1
For the purpose of this Directive, a bilateral transport operation in respect of goods means the movement of goods, based on a transport contractconsignment note, from the Member State of establishment, as defined in Article 2(8) of Regulation (EC) No 1071/2009, to another Member State or to a third country, or from another Member State or a third country to the Member State of establishment.
Amendment 12 #
2017/0121(COD)
Council position
Article 1 – paragraph 3 – subparagraph 1 a (new)
Article 1 – paragraph 3 – subparagraph 1 a (new)
In a bilateral transport operation, a Member State of establishment shall be either the place of origin where the transported goods are loaded or the place of destination where the goods are unloaded. Moreover, a bilateral transport operation may involve picking up of the goods at one or several loading points until their final delivery at one or several delivery points.
Amendment 14 #
2017/0121(COD)
Council position
Article 1 – paragraph 3 – subparagraph 2
Article 1 – paragraph 3 – subparagraph 2
Amendment 15 #
2017/0121(COD)
Council position
Article 1 – paragraph 3 – subparagraph 2 a (new)
Article 1 – paragraph 3 – subparagraph 2 a (new)
For the purpose of this Directive, a cross- trade operation is the movement of goods, based on a consignment note, between two different Member States other than the Member State of establishment, as defined in Article 2(8) of Regulation (EC) No 1071/2009. Moreover, a cross-trade transport operation may involve picking up of the goods at one or several loading points until their final delivery at one or several delivery points.
Amendment 16 #
2017/0121(COD)
Council position
Article 1 – paragraph 3 – subparagraph 3
Article 1 – paragraph 3 – subparagraph 3
Amendment 18 #
2017/0121(COD)
The exemptions for additional activities set out in the third and fourth subparagraphs of this paragraph shall apply only until the date from which smart tachographs complying with the requirement of recording border crossings and additional activities referred to in the first subparagraph of Article 8(1) of Regulation (EU) No 165/2014 are required to be fitted in the vehicles registered in a Member State for the first time, under the fourth subparagraph of Article 8(1) of that Regulation. From that date the exemptions for additional activities set out in the third and fourth subparagraphs of this paragraph shall apply solely to drivers using vehicles fitted with smart tachographs, as provided for in Articles 8, 9 and 10 of that Regulationnegotiations between the Union and relevant third countries as regards the application of rules equivalent to those laid down in this Directive will be concluded.
Amendment 20 #
2017/0121(COD)
Council position
Article 1 – paragraph 4 – subparagraph 1 – point a
Article 1 – paragraph 4 – subparagraph 1 – point a
(a) picks up passengers in the Member State of establishment and sets them down in another Member State and/or a third country;
Amendment 22 #
2017/0121(COD)
Council position
Article 1 – paragraph 4 – subparagraph 1 – point b
Article 1 – paragraph 4 – subparagraph 1 – point b
(b) picks up passengers in a Member State and/or a third country and sets them down in the Member State of establishment; or
Amendment 24 #
2017/0121(COD)
Council position
Article 1 – paragraph 4 – subparagraph 1 – point c
Article 1 – paragraph 4 – subparagraph 1 – point c
(c) picks up and sets down passengers in the Member State of establishment for the purpose of carrying out local excursions in another Member State and/or a third country, in accordance with Regulation (EC) No 1073/2009.
Amendment 26 #
2017/0121(COD)
Council position
Article 1 – paragraph 4 – subparagraph 1 a (new)
Article 1 – paragraph 4 – subparagraph 1 a (new)
Moreover, a bilateral transport operation in international occasional or regular carriage of passengers may involves picking up of passengers and /or setting passengers down more than once as specified in journey form or authorisation.
Amendment 27 #
2017/0121(COD)
Council position
Article 1 – paragraph 4 – subparagraph 2
Article 1 – paragraph 4 – subparagraph 2
Amendment 30 #
2017/0121(COD)
Council position
Article 1 – paragraph 4 – subparagraph 3
Article 1 – paragraph 4 – subparagraph 3
Amendment 32 #
2017/0121(COD)
Council position
Article 1 – paragraph 8
Article 1 – paragraph 8
8. A posting shall, for the purpose of Article 3(1a) of Directive 96/71/EC, be considered to beas ending when the driver leafinally delivers goods or sets passengers down in the host Member State in the performance of thean international carriage of goods or passengers. That period of, and that posting period shall not be cumulated with previous periods of postingosting periods in the context of such international operations performed byof the same driver or by another driver whom he or she replaces.
Amendment 33 #
2017/0121(COD)
Council position
Article 1 – paragraph 10
Article 1 – paragraph 10
10. Transport undertakings established in a non-Member State shall not be given more favourable treatment than undertakings established in a Member State, including when performing transport operations under bilateral or multilateral agreements granting access to the Union market or parts thereof. Hence once this Directive has entered into force, the Union shall begin negotiations with the relevant third countries with a view to the application of rules equivalent to those laid down in this Directive.
Amendment 36 #
2017/0121(COD)
Council position
Article 7 – paragraph 1 a (new)
Article 7 – paragraph 1 a (new)
Amendment 37 #
2017/0121(COD)
Council position
Article 10 – paragraph 1
Article 10 – paragraph 1
This Directive shall enter into force on the day following[insert date 18 month after that of its publication in the Official Journal of the European Union].