BETA

1099 Amendments of Ciarán CUFFE

Amendment 13 #

2023/0376(COD)

Proposal for a directive
Recital 2 a (new)
(2 a) To enable this Directive to reach its full potential and deliver for consumers, the participation of traders in the transport and tourism sectors should become mandatory, as these are two sectors where there is a high number of complaints by consumers. This should however not prevent parties from exercising their rights to access the judicial system. In Member States where national law makes the participation in such procedures voluntary, traders choosing not to participate should still be required to provide an explanation for this decision and make it publicly available.
2024/01/30
Committee: TRAN
Amendment 17 #

2023/0376(COD)

Proposal for a directive
Recital 6 a (new)
(6 a) It should be noted that not all ADR entities have the expertise to deal with non-contractual matters, in particular unfair commercial practices and terms. Therefore, procedures of ADR entities in this area should be limited to unfair commercial practices and terms with a personal scope, and hence only cover matters where a damage or loss, material or immaterial, has occurred to the consumer directly. In addition, only ADR entities that can demonstrate necessary expertise in the relevant area, covering the relevant economic sector in its entirety, such as a sectorial ombudsman, should be empowered to take on such procedures. Moreover, the entity should be able to demonstrate a high level of independence as well as sufficient resources, funding, and capacity and apply the applicable law, not fairness, in such cases. The principle of confidentiality of ADR procedures should not apply in these procedures. At the start of any such procedure, the ADR entity should inform the responsible national consumer protection authority or other relevant market regulators about the unfair practice brought to its attention and should keep them informed on a regular basis until the procedure has been closed.
2024/01/30
Committee: TRAN
Amendment 20 #

2023/0376(COD)

Proposal for a directive
Recital 13
(13) Under Directive 2013/11/EU, Member States may introduce national legislation to make trader participation in ADR compulsory in sectors they deem fit, in addition to sector-specific Union legislation which provides for mandatory participation of traders in ADR. To encourage traders’ participation in the ADR procedures and to ensure due and swift ADR procedures, traders should be required, especially in cases where their participation is not compulsory, to respond within a specific period, not exceeding 10 working days, to enquiries made by ADR entities on whether they intend to participate to the proposed procedure.
2024/01/30
Committee: TRAN
Amendment 24 #

2023/0376(COD)

Proposal for a directive
Article 1 – paragraph 1 – point -1 (new)
Directive 2013/11/EU
Article 1
-1 Article 1 is amended as follows: "Article 1 Subject matter The purpose of this Directive is, through the achievement of a high level of consumer protection, to contribute to the proper functioning of the internal market by ensuring that consumers can, on a voluntary basis, submit complaints against traders to entities offering independent, impartial, transparent, effective, fast and fair alternative dispute resolution procedures. This Directive is without prejudice to national legislation making participation in such procedures mandatory, provided that such legislation does not prevent the parties from exercising their right of access to the judicial system.requires the participation by traders in ADR procedures to be mandatory in the transport and tourism sectors. This shall not prevent the involved parties from exercising their right of access to the judicial system. This Directive is without prejudice to national legislation making participation in such procedures mandatory, provided that such legislation does not prevent the parties from exercising their right of access to the judicial system. Where under national legislation the participation in such procedures is voluntary, Member States shall require traders that choose not to participate to explain their reasons for that choice, and to make their explanation publicly available. "
2024/01/30
Committee: TRAN
Amendment 26 #

2023/0376(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1
Directive 2013/11/EU
Article 2 – paragraph 1 – point b – point i
(i) unfair commercial practices and terms, where a damage or loss (material or immaterial) has occurred to the consumer directly.
2024/01/30
Committee: TRAN
Amendment 27 #

2023/0376(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1
Directive 2013/11/EU
Article 2 – paragraph 1 a (new)
ADR entities shall only be empowered to offer to start a procedure under sub-point (b) (i) if all of the following criteria are fulfilled: (a) the entity can demonstrate necessary expertise in the relevant area, covering the relevant economic sector in its entirety; (b) the entity can demonstrate a high level of independence as well as sufficient resources, funding, and capacity; (c) the entity applies applicable law and not fairness when dealing with unfair commercial practices. The principle of confidentiality of ADR procedures shall not apply in these procedures. At the start of any such procedure, the ADR entity shall inform the responsible national consumer protection authority or other relevant market regulators about the unfair practice brought to its attention and shall keep them informed on a regular basis until the procedure has been closed.
2024/01/30
Committee: TRAN
Amendment 30 #

2023/0376(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Directive 2013/11/EU
Article 5 – paragraph 2 – point a (new)
(aa) ensure that the consumer can submit complaints in the country where he or she resides;
2024/01/30
Committee: TRAN
Amendment 31 #

2023/0376(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Directive 2013/11/EU
Article 5 – paragraph 2 – point c
(c) grant the right to the parties to the dispute to requestensure that the outcome of the ADR procedure beis reviewed by a natural person when the procedure was carried out by automated means;
2024/01/30
Committee: TRAN
Amendment 33 #

2023/0376(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point d
Directive 2013/11/EU
Article 5 – paragraph 8
8. Member States shall ensure that traders established in their territories that are contacted by an ADR entity from their country or from another Member State, inform that ADR entity whether, or not, they accept to participate in the proposed procedure and reply within a reasonable period of time that shall not exceed 210 working days. In case the trader does not respond within the given timeframe, it shall be deemed as tacit consent by the trader to commence the ADR procedure.
2024/01/30
Committee: TRAN
Amendment 38 #

2023/0376(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 a (new)
Directive 2013/11/EU
Article 6 – paragraph 1 – point a
3 a. Article 6 paragraph 1 point a is amended as follows: "Article 6 Expertise, independence and impartiality 1. Member States shall ensure that the natural persons in charge of ADR possess the necessary expertise and are independent and impartial. This shall be guaranteed by ensuring that such persons: (a) possess the necessary knowledge and skills in the field of alternative or judicial resolution of consumer disputes, as well as a general understanding of law; and that they possess expertise, in particular in private international law, when dealing with cross-border cases; "
2024/01/30
Committee: TRAN
Amendment 175 #

2023/0271(COD)

Proposal for a regulation
Recital 2 a (new)
(2a) Tackling the multi-modal competitive aspect between different transport modes is important to facilitate a substantial modal shift and reach the targets set in the Sustainable and Smart Mobility Strategy. In order to guarantee a fair level playing field between modes, framework conditions need to be levelled out and external costs should be internalised in pricing. In this regard, taxation and fees across the different modes, such as a tax on kerosene and lower track access charges, should reflect the priorities and contribute to the targets set in the Sustainable and Smart Mobility Strategy. This would incentivise people and companies to make transport choices in line with the EU’s sustainable transport vision. With an increased demand for rail capacity by both passenger and freight services, investments will also be needed to realise the capacity enhancing measures described above.
2023/12/07
Committee: TRAN
Amendment 51 #

2023/0265(COD)

Proposal for a directive
Recital 3
(3) By streamlining and clarifying the rules on weights and dimensions of road transport heavy-duty vehicles, it is necessary to address the energy and operational inefficiencies of cross-border transport operations, provide strong incentives to operators for the uptake of zero-emission technologies while facilitating the use of the existing energy- saving solutions, and further support intermodal freight transport operations. To minimise administrative burdens, prevent distortion of competition and, reduce risks to road safety and the damage of road infrastructure, and avoid reverse modal shift, certain requirements as to the use of heavier and longer vehicles should be harmonised and enforcement of the rules in force should be strengthened.
2023/11/24
Committee: TRAN
Amendment 55 #

2023/0265(COD)

Proposal for a directive
Recital 6
(6) The provisions of Directive 96/53/EU complement Council Directive 92/106/EEC41 as regards promoting and supporting the growth of intermodal transport. The definition of intermodal transport operation should therefore be aligned with the terminology applied in Directive 92/106/EEC, in order to allow lorries, trailers and semi-trailers used in intermodal operations to benefit from the same extra weight allowances as in cases of road vehicles carrying containers or swap bodies and used in containerised intermodal transport. Such weight incentive should encourage road transport operators to engage also in non- containerised intermodal transport. combined transport operations. __________________ 41 Council Directive 92/106/EEC of 7 December 1992 on the establishment of common rules for certain types of combined transport of goods between Member States (OJ L 368, 17.12.1992, p. 38).
2023/11/24
Committee: TRAN
Amendment 64 #

2023/0265(COD)

Proposal for a directive
Recital 9
(9) European Modular Systems (EMS) have been used and trialled at, commonly referred to as 'gigaliners' or 'monster trucks', are trucks usually significantly leongther and heave proven to be an intier than othere sting solution to improve the economic and energy efficiency of transport operations, while ensuring road safety and protection of infrastructure, thanks to their confinement to adequate parts of the road networks. Given national speciandard heavy duty vehicles. Research shows there are safety risks associated with longer and heavier trucks, particularly in collisions where the likelihood of death or serious injury is much higher compared to shorter and lighter trucks, while there are also difficiulties, differen when it economic interests, transportation needs and diverse transport infrastructure capacities in Member States, they are best placed to assess and authorise the circulation of EMS on their territories. At the same time, to enlarge the positive socio-economic and environmental impacts of the use of EMS, it is crucial to remove unnecessary barriers to their use in cross-border operations betwemes to visibility, parking and overtaking. There may also be under-explored negative behavioural effects of a shift to longer and heavier trucks because the heightened real and perceived risk discourages vulnerable road users such as cyclists from using infrastructure where such vehicles are present. Due to EMS often nbeighbouring Member States that allow such vehicle combinations on their territories, without limitation in the number of borders crossed as long as they comply with the maximum authorised weights and dimensions for EMS established by Member States within ng much heavier and longer than standard trucks the impact assessment also identifies substantial costs linked to having to adapt and maintain roads, bridges, tunnels, parking and other associated maintenance costs. EMS also pose a threat to otheir respective territories. This is to ensure that EMS used in cross-border operations comply with the common lowest weight and dimension limit for EMS applicable in those Member Statesmore sustainable non-road forms of freight transportation such as rail and waterborne modes due to the greater payload potential and this in turn risks reverse modal shift. In the interests of safety of operations, transparency and legal clarity, common conditions should therefore be established for the circulation of EMS in national and international traffic, includingtraffic. These should include provisions to avoid competition with other more sustainable modes of transport including rail and waterborne transport; safety measures such as improved driver training and alerts for dangerous weather conditions; cost coverage for road infrastructure; providing clear information on the weights and dimensions limits for EMS and on the parts of the road network compatible with the specifications of such vehicles,; and monitoring the impacts of the use of EMS on road safety, on the road infrastructure, on modal cooperation, as well asnd on the environmental impacts of European Modular Systems on the transport system, including the impacts on modal share. Additionally, requirements to limit their use to certain roads and to intermodal operations and, as of a certain date, that such vehicles be zero-emission, should also be imposed. Given the aforementioned risks associated with permitting heavier and longer vehicles, Member States should be required to submit a reasoned request to the Commission before authorising the circulation of such vehicles, and the Commission should evaluate whether the conditions have been met before granting authorisation for the circulation of EMS.
2023/11/24
Committee: TRAN
Amendment 70 #

2023/0265(COD)

Proposal for a directive
Recital 10
(10) Member States should continue to be allowed to run trials on a temporary basis. Indeed, new technologies allowing for in-motion charging, such as solar panels, pantographs and electric roads, or the progressive introduction of EMS in Member States, may require exceeding the maximum weights and dimensions in a testing environment, including in cross- border sections of the road network. Therefore, Member States should continue to be allowed to conduct such trials and be able to test the compatibility of new technologies and concepts across borders. The temporary and innovative nature of trials needs to be clarified by setting up a maximum period of time to conduct them. At the same time, the number of trials of new technologies and innovative schemes should not be restricted to avoid hampering innovation. Member States should regularly monitor and assess the performance and impacts of testing the new technologies and new concepts on road safety, on the road infrastructure, on modal cooperation, as well as the environmental impacts on the transport system, such as impacts on the modal share.
2023/11/24
Committee: TRAN
Amendment 78 #

2023/0265(COD)

Proposal for a directive
Recital 12
(12) The artificial barriers to the cross- border transport of heavier lorries primarily used in long distance transport (such as vehicle combinations with 5 and 6 axles), should be removed in a harmonised way to take advantage in the short term of the operational, energy and environmental efficiency linked to the greater loading capacity granted by the Member States, including for intermodal transport. To effectively drive the transition towards zero-emission mobility and promote combined transport operations, it is necessary to phase out the use of such heavier lorries running on fossil fuels, as of 2035, when the market penetration of zero-emission HDVs is projected to increase significantly up to around 50% of new HDV registrations. After the phasing out, heavier lorries should continue to be allowed in national traffic while, in international traffic, they should comply with the maximum authorised weights set up in Annex I to Directive 96/53/EC, which limits the extra weight allowance to zero-emission vehicles and to vehicles involved in an intermodal transport operation. For this reason, in cross border traffic, zero emission vehicles should be better incentivised over the use of vehicles running on fossil fuels in the coming years.
2023/11/24
Committee: TRAN
Amendment 85 #

2023/0265(COD)

Proposal for a directive
Recital 14
(14) Vehicle carriers with open bodies have very limited potential to reduce their energy consumption via improved aerodynamics. Diverging national rules on the overhanging of loads on vehicle carriers cause distortions of competition and limit significantly their potential to improve operational efficiency and energy performance in international traffic. Therefore it is necessary to harmonise rules on the overhanging of loads of vehicle carriers with open bodies, so as to ensure that these objectives are properly met.deleted
2023/11/24
Committee: TRAN
Amendment 88 #

2023/0265(COD)

Proposal for a directive
Recital 14 a (new)
(14a) New passenger vehicles are becoming ever-wider, spurred on by rising sales of larger Sport Utility Vehicles (SUVs). EU law currently applies a single legal limit (255 cm) to govern the width of all types of new vehicles. This one-size- fits-all approach followed to date is enabling the average width of cars and pick-up trucks to rapidly increase towards the 255 cm width limit, with a number of large SUVs and pick-up truck models already measuring 200-215 cm in width. The larger size of vehicles poses particular problems from a road safety, environmental and road infrastructure perspective, because vulnerable road users are put at a greater safety risk, more materials are required for vehicle construction, tail pipe emissions and energy consumption increase and greater weight puts more stress on road infrastructure. The legal limit in width of vehicle categories M1 and N1 should therefore be lowered through an amendment to Regulation 2019/2144, while also providing sufficient lead-in time for manufacturers, particularly those of zero emission vehicles.
2023/11/24
Committee: TRAN
Amendment 90 #

2023/0265(COD)

Proposal for a directive
Recital 15 a (new)
(15a) In order to ensure that the capacity of intermodal transport to cooperate and compete with road transport is not hindered by a lack of compatibility between road transport and rail and inland waterways, the Commission should ensure that new vehicles and new vehicle combinations are technically and operationally compatible with the requirements of combined transport operations. To this end, the Commission should amend type approval legislation and address, among other things, the weight, shape, size, craneability, resistance to railway air forces, and retractability and foldability of protruding devices when it comes to new trailers.
2023/11/24
Committee: TRAN
Amendment 100 #

2023/0265(COD)

Proposal for a directive
Recital 17
(17) Effective, efficient, and consistent enforcement of the rules is of utmost importance to ensure undistorted competition between operators and eliminate risks to road safety and to road infrastructure posed by vehicles unlawfully exceeding the applicable weights or dimensions. To better target roadside controls at overloaded vehicles, and if they choose to use automatic systems on the road infrastructure, Member States should ensure as a minimum the deployment of such systems in the trans-European road transport network. Moreover, for reliability and consistency of the enforcement across the Union, the mandatory minimum level of controls to be performed by Member States should be established in proportion to the level of traffic on their territories by the vehicles within scope of this Directive, including an appropriate number of controls during night hours. Furthermore, a requirement should be placed on vehicles and vehicle combinations to carry onboard weighing equipment that is connected to tachographs onboard, in order to aid enforcement.
2023/11/24
Committee: TRAN
Amendment 109 #

2023/0265(COD)

Proposal for a directive
Recital 21
(21) To enable a swift response of the road transport sector to any crisis, such as natural disasters, pandemics, military conflicts or infrastructure failures, there is a need to introduce an emergency clause to Directive 96/53/EC, which enables temporarily the circulation of heavy-duty vehicles exceeding the maximum permitted weights and/or dimensions, in order to ensure a continued supply of necessary goods and services. Such exceptional clause should be applied only where the public interest requires it, and provided that road safety is not thereby jeopardised.deleted
2023/11/24
Committee: TRAN
Amendment 111 #

2023/0265(COD)

Proposal for a directive
Recital 23
(23) In order to ensure uniform conditions for the implementation of this Directive, implementing powers should be conferred on the Commission to establish a common standard application form and harmonise the rules and procedures for the issuing of national permits or similar arrangements for vehicles or vehicle combinations which exceed the maximum weights and/or dimensions and are intended to carry indivisible loads, and to establish a standard reporting format for Member States to comply with their reporting obligations, and to establish temporary exceptions from the application of the weights and dimensions limits used in international traffic between Member States affected by a crisis. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council45 . __________________ 45 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 Member States of the Commission’s exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).
2023/11/24
Committee: TRAN
Amendment 116 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Directive 96/53/EC
Article 2 – fifth indent
— ‘European Modular System’ shall mean a motor vehicle or vehicle combination coupled to one or more trailers or semitrailers where the total combination exceeds the maximum authorised length and may exceed the maximum authorised weights laid down in Annex I and where the individual motor vehicle, trailer(s) and semitrailer(s) do not exceed the weights or dimensions laid down in Annex I, and are technically and operationally compatible with intermodal operations and transshipments techniques;
2023/11/24
Committee: TRAN
Amendment 121 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d a (new)
Directive 96/53/EC
Article 2 – thirteenth indent
(da) in the thirteenth indent, the definition of ‘alternative fuels’ is replaced by the following: — ‘alternative fuels’ shall mean 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 to its decarbonisation and enhance the environmental performance of the transport sector, consisting of: (a) electricity consumed in all types of electric vehicles; (b) hydrogen; (c) natural gas, including biomethane, in gaseous form (Compressed Natural Gas — CNG) and liquefied form (Liquefied Natural Gas — LNG); (d) Liquefied Petroleum Gas (LPG);renewable hydrogen; (e) mechanical energy from on-board storage/on-board sources, including waste heat, Directive96/53 EC
2023/11/24
Committee: TRAN
Amendment 127 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point f
Directive 96/53/EC
Article 2 – fifteenth indent
'intermodal transport operation' shall mean: (a) the combined transport operations defined in Article 1 of Council Directive 92/106/EEC (b) transport operations engaged in the transport of one or more containers or swap bodies, up to a total maximum length of 45 feet, using waterborne transport, provided that the length of the initial or the final road leg does not exceed 150 km in the territory of the Union. The distance of 150 km referred to above may be exceeded in order to reach the nearest suitable transport terminal for the envisaged service in the case of: (i) vehicles complying with point 2.2.2(a) or (b) of Annex I; or (ii) vehicles complying with point 2.2.2(c) or (d) of Annex I, in cases where such distances are permitted in the relevant Member State. For intermodal transport operations, the nearest suitable transport terminal providing a service may be located in a Member State other than the Member State in which the shipment was loaded or unloaded,1b __________________ 1b Council Directive 92/106/EEC of 7 December 1992 on the establishment of common rules for certain types of combined transport of goods between Member States
2023/11/24
Committee: TRAN
Amendment 128 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point ga (new)
Directive 96/53/EC
Article 2 – new indent
(ga) the following definition is inserted after the definition of ‘eFTI Platform’: 'external costs' shall mean the costs as defined in Council Directive 92/106/EEC.
2023/11/24
Committee: TRAN
Amendment 146 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point b
Directive 96/53/EC
Article 4 – paragraph 4 – point b
(b) the Member State which permits transport operations to be carried out in its territory by vehicles or vehicle combinations with dimensions deviating from those laid down in Annex I also permits the circulation of European Modular Systems pursuant to paragraph 4a, so as to achieve at least the loading length authorised in that Member State, and so that every operator may benefit from equal conditions of competition.deleted
2023/11/24
Committee: TRAN
Amendment 149 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – introductory part
Member States may only allow the circulation in their territories in national and international traffic of European Modular Systems, or trials pursuant to paragraph 5, subject to all of the following conditions:
2023/11/24
Committee: TRAN
Amendment 150 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point ba (new)
(ba) the Member States shall conduct an analysis of the investment that may be required to adapt the infrastructure to allow for the safe circulation of EMS, and make this analysis public;
2023/11/24
Committee: TRAN
Amendment 151 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point c
(c) the Member States shall ensure the connectivity of the part of the network where European Modular Systems can circulate in their territories with the road network of neighbouring Member States that also allow the circulation of European Modular Systems, in order to enable cross-border traffic;deleted
2023/11/24
Committee: TRAN
Amendment 152 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point d
(d) the Member States shall set aup a continuous monitoring system andthat shall assess the impact of European Modular Systems on road safety, on the road infrastructure, on modal cooperation, on traffic volumes, as well as the environmental impacts of European Modular Systems on the transport system, including the impacts on modal split.; this monitoring shall also take into consideration the impact of the aforementioned aspects on neighbouring Member States; the assessments shall be regular and publicly available;
2023/11/24
Committee: TRAN
Amendment 154 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point da (new)
(da) the Member States shall ensure that the use of European Modular Systems is strictly limited to: roads with separate carriageways for the two directions of traffic, separated from each other by a dividing strip not intended for traffic or, exceptionally, separated by other means; roads outside residential areas; roads outside urban areas; and roads outside rural conurbations;
2023/11/24
Committee: TRAN
Amendment 155 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point db (new)
(db) the Member States shall ensure that any decision regarding the roads that European Modular Systems may circulate on is subject to, and informed by, a public consultation;
2023/11/24
Committee: TRAN
Amendment 156 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point dc (new)
(dc) the Member States shall ensure that the use of European Modular Systems will not lead to an increase in road transport’s share of the modal split within those Member States, have a detrimental impact on rail freight or waterborne transport, or lead to a notable increase in the external costs generated by road transport;
2023/11/24
Committee: TRAN
Amendment 157 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point dd (new)
(dd) the Member State shall ensure there is no competition with rail freight or waterborne freight for routes used by European Modular Systems and shall demonstrate that the introduction of European Modular Systems is required because of an absence of non-road transport alternatives that generate comparatively less external costs;
2023/11/24
Committee: TRAN
Amendment 158 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point de (new)
(de) the Member States shall ensure that measures are taken to avoid negative impacts on road safety brought about as a result of the circulation of European Modular Systems;
2023/11/24
Committee: TRAN
Amendment 159 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point df (new)
(df) the Member States shall ensure that European Modular Systems may circulate only when part of an intermodal transport operation;
2023/11/24
Committee: TRAN
Amendment 160 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point dg (new)
(dg) the Member States shall ensure that where road infrastructure requires maintenance, expansion, alteration or any other redesign to allow for the circulation of European Modular Systems, that the costs involved are covered partially or entirely by the operators of the European Modular Systems benefiting from such works.
2023/11/24
Committee: TRAN
Amendment 161 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point dh (new)
(dh) the Member States shall ensure that by 1 January 2030 all European Modular Systems shall be operated by zero-emission vehicles;
2023/11/24
Committee: TRAN
Amendment 162 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – point di (new)
(di) the Member States shall ensure that, when their national meteorological institutes or other relevant bodies issue a dangerous traffic weather warning, European Modular Systems are automatically informed of such announcements and their use on roads is halted, where necessary, until such time as the warning has been withdrawn;
2023/11/24
Committee: TRAN
Amendment 163 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – Paragraph 4a – point dj (new)
(dj) the Member States shall ensure that drivers of European Modular Systems have a minimum age of 24, possess a minimum of 5 years' experience operating vehicles of Category C and CE, maintain a clean driving record without suspensions for the past 3 years, and hold a specific certificate for operating EMS.
2023/11/24
Committee: TRAN
Amendment 166 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a – sixth subparagraph
Whenever a Member State allows, pursuant to this paragraph, the circulation of European Modular Systems in national traffic, it may not reject or prohibit the circulation in its territory of European Modular Systems in international traffic, provided that such systems do not exceed the maximum weights and dimensions set for European Modular Systems in national trafficBefore allowing the circulation of European Modular Systems in their own territory, Member States shall issue a reasoned request to the Commission where they shall set out how they have met all of the conditions as set out in points (a) to (dj) of this paragraph. The Commission shall assess the request and only authorise the circulation of European Modular Systems within the Member State if the conditions have been met. The Commission shall make public its assessments and the justifications for any decision it makes under this subparagraph.
2023/11/24
Committee: TRAN
Amendment 171 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point c
Directive 96/53/EC
Article 4 – paragraph 4a (new) – seventh subparagraph
Member States shall inform the Commission in case they allow the circulation in their territories of European Modular SystemsThe circulation of European Modular Systems in international traffic between two neighbouring Member States shall only be permitted where at the time of entry into force of this Directive, there is already widespread, regular, non-trial based, cross border traffic of European Modular Systems between the two Member States, subject to the conditions outlined in paragraph 4a.
2023/11/24
Committee: TRAN
Amendment 178 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point d
Directive 96/53/EC
Article 4 – paragraph 5– first subparagraph
Member States may allow for a limited period of time trials of vehicles or vehicle combinations incorporating new technologies or new concepts which cannot comply with requirements of this Directive. Such vehicles or vehicle combinations shall be allowed to carry out certain national or international transport operations for the trial period only after ensuring the conditions as laid down in paragraph 4a to this Article have been met. In particular, trials with European Modular Systems shall be allowed for a maximum of fivthree years. The number of trials shall not be limited. Member States shall inform the Commission thereofMember States shall request authorisation from the Commission pursuant to paragraph 4a.
2023/11/24
Committee: TRAN
Amendment 182 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point e
Directive 96/53/EC
Article 4 – paragraph 5a
5a. The Commission shall be empowered to adopt delegated acts in accordance with Article 10h to supplement this Directive by determining the minimum sets of data and the performance indicators, linked to the points (a) to (dj) of this Article, to be provided by the monitoring systems set up by the Member States as referred to in paragraphs 4a, point (d), and 5 of this Article.;
2023/11/24
Committee: TRAN
Amendment 183 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 – point ee (new)
Directive 96/53/EC
Article 4 – paragraph 5b (new)
The following paragraph 5b is inserted: By 30 June 2025, the Commission shall ensure that all requirements and technologies for heavy duty vehicles under Regulation (EU) 2019/21441a are made applicable to, and, where necessary, altered for, European Modular Systems, in order to take account of the potential increased road safety risk posed by such vehicles; __________________ 1a Regulation (EU) 2019/2144 of the European Parliament and of the Council of 27 November 2019 on type-approval requirements for motor vehicles and their trailers, and systems, components and separate technical units intended for such vehicles, as regards their general safety and the protection of vehicle occupants and vulnerable road users, amending Regulation (EU) 2018/858 of the European Parliament and of the Council and repealing Regulations (EC) No 78/2009, (EC) No 79/2009 and (EC) No 661/2009 of the European Parliament and of the Council and Commission Regulations (EC) No 631/2009, (EU) No 406/2010, (EU) No 672/2010, (EU) No 1003/2010, (EU) No 1005/2010, (EU) No 1008/2010, (EU) No 1009/2010, (EU) No 19/2011, (EU) No 109/2011, (EU) No 458/2011, (EU) No 65/2012, (EU) No 130/2012, (EU) No 347/2012, (EU) No 351/2012, (EU) No 1230/2012 and (EU) 2015/166 (Text with EEA relevance)
2023/11/24
Committee: TRAN
Amendment 197 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 1
1. Whenever a Member State, pursuant to Article 4(2), point (a), allows the circulation within its territory of vehicle combinations with a maximum weight exceeding the limits set out in points 2.2.1 or 2.2.2 of Annex I, it may not reject or prohibdecide to permit the use in its territory in international traffic of those vehicle combinations complying with the weight values set for the national transport of goods, provided that such vehicle combinations do not have a maximum authorised weight exceeding 44 tonnes, that routes used by such vehicles do not compete with rail or waterborne transport modes, and provided at least one of the following conditions is met: (a) the vehicle combination is zero emission; (b) the vehicle combination is used for intermodal transport operations; Point (b) of this paragraph shall apply until 31 December 2030.
2023/11/24
Committee: TRAN
Amendment 200 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 2
2. By way of derogation from paragraph 1, the 44 tonnes-weight limit set out in paragraph 1 may be exceeded in case the Member State allows higher weight values to those vehicle combinations when involved in an intermodal transport operation.deleted
2023/11/24
Committee: TRAN
Amendment 204 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 4
Directive 96/53/EC
Article 4b – paragraph 3
3. In view of the expected increase in the uptake of zero-emission vehicles, this Article shall apply until 31 December 2034.’;deleted
2023/11/24
Committee: TRAN
Amendment 210 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point aa (new)
Directive 96/53/EC
Article 6 – paragraph 4
(aa) paragraph 4 is replaced by the following: 4. Vehicles carrying proof of compliance mayshall be subject: - as regards common standards on weights, to random checks, - as regards common standards on dimensions, only to checks where there is a suspicion of non-compliance with this Directive. Or. enDirective 96/53/ EC
2023/11/24
Committee: TRAN
Amendment 211 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point c
Directive 96/53/EC
Article 6 – paragraph 7
(c) the following paragraph 7 is added: ‘ 7. For a transport operation to qualify as an intermodal transport operations for the purpose of this directive, the shipper or, if different from the shipper, the undertaking which organises the intermodal transport operation, shall ensure that the documents referred to under Articles 3 and 7 of Directive 92/106/ECC, as appropriate, are recorded and made available on an eFTI platform in accordance with Regulation (EU) 2020/1056. Such information shall be accessible to competent authorities, on the same eFTI platform where the transport information was recorded, in accordance with Regulation (EU) 2020/1056. ’deleted
2023/11/24
Committee: TRAN
Amendment 212 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 7
Directive 96/53/EC
Article 8c
(7) the following Article 8c is inserted: ‘ Article 8c Vehicle transporters with open bodies may exceed the maximum lengths laid down in point 1.1 of Annex I while loaded, up to a total of 20,75 meters, using authorised load supports. The overhang or load support of vehicle transporters may not protrude in relation to the load. The load may protrude in front of the towing vehicle up to a maximum of 0,5 meters, provided that the first axle of the transported vehicle rests on the trailer structure. The load may protrude from behind up to a maximum of 1,5 meters, provided that the last axle of the transported vehicle rests on the trailer structure.; ’deleted
2023/11/24
Committee: TRAN
Amendment 229 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 8 a (new)
Directive 96/53/EC
Article 9b (new)
(8a) the following Article 9b is inserted: Within one year of the entry into force of this Directive, the European Commission shall amend relevant type approval legislation including Regulation (EU) 2018/8586a to ensure that new vehicles or vehicle combinations are technically and operationally compatible with intermodal transshipment requirements, including but not limited to requirements of weight, shape, size, craneability, resistance to railway air forces, and the retractability and foldability of protruding devices. __________________ 6a Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and repealing Directive 2007/46/EC
2023/11/24
Committee: TRAN
Amendment 233 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive 96/53/EC
Article 10b – paragraph 1 – subparagraph 4
The Commission shall be empowered to adopt delegated acts in accordance with Article 10h to supplement this Directive by updating the list of alternative fuels referred to in Article 2 that require additional weight, provided such additions are for a vehicle to comply with point 11 of Article 3 in Regulation (EU) 2019/12421a. It is of particular importance that the Commission follow its usual practice and carry out consultations with experts, including Member States’ experts, before adopting those delegated acts.’. __________________ 1a 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
2023/11/24
Committee: TRAN
Amendment 235 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive 96/53/EC
Article 10b – paragraph 2a (new)
2 a. The Commission shall revise EU type approval legislation in order to take account of the requirements set out in points 3.4.2, 3.4.3 and 3.4.4 of Annex I.
2023/11/24
Committee: TRAN
Amendment 241 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 13 – point a
Directive 96/53/EC
Article 10d – paragraph 1 – third subparagraph
A Member State shall not require on- board weighing equipment to be installed onWithin 4 years of the entry into force of this Directive, all vehicles orand all vehicle combinations which are registered in another Member Stateshall be fitted with onboard weighing equipment that is connected to onboard tachographs.
2023/11/24
Committee: TRAN
Amendment 245 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 13 – point a
Directive 96/53/EC
Article 10d – paragraph 2
Each Member State shall carry out each calendar year at least six20 checks per one million vehicle-kilometres travelled by vehicles or vehicle combinations used for the transport of goods and falling within the scope of this Directive in its territory on the weights of those vehicles or vehicle combinations, irrespective of the country of registration of such vehicles or of the country where such vehicles were put into circulation. The compliance checks shall include an appropriate number of checks performt least 5 checks per one million vehicle-kilometres travelled at night time.’;
2023/11/24
Committee: TRAN
Amendment 249 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 14 a (new)
Directive 96/53/EC
Article 10e – paragraph 1a (new)
(14a) In Article 10e, the following new paragraph is added: Member States shall ensure that revenues generated from these penalties are used to develop and support intermodal transport operations, reduce the external costs generated by road transport operations and improve cross-border transport operations for rail and waterborne transport modes.
2023/11/24
Committee: TRAN
Amendment 251 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 16
Directive 96/53/EC
Article 10g – paragraph 2
2. The Commission shall analyse the information received pursuant to paragraph 1, and on the basis of the information received, present a report to the European Parliament and the Council on the implementation of this Directive, no later than 132 months after receiving the information from all Member States. Such report shall include information on relevant developments in the fields in question.
2023/11/24
Committee: TRAN
Amendment 253 #

2023/0265(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 19
Directive 96/53/CE
Article 10j
(19) Article 10j is deleted;replaced by the following: By [4 years after the date of entry into force], and every 4 years thereafter, the Commission shall present a report to the European Parliament and to the Council, on the application of this Directive. The report shall contain a detailed assessment of the effects of this Directive on road safety, road infrastructure, the competitiveness of the sector, connectivity, and modal shift. The report should specifically assess the effects of European Modular Systems used in national transport to better understand the consequences of allowing their operation. As part of this report, the Commission shall also assess the extent to which the implementation of this Directive has met its objectives and its interaction with other relevant Union legal acts. On the basis of that report, the Commission shall, if appropriate, make a legislative proposal to amend this Directive.
2023/11/24
Committee: TRAN
Amendment 257 #

2023/0265(COD)

Proposal for a directive
Article 2a (new)
Article 2a Amendments to Regulation (EU) 2019/2144 In Article 7 of Regulation (EU) 2019/2144, the following paragraph 4a is inserted: 4a. The vehicles of categories M1 and N1 shall have the following maximum authorised width: 1. M1: 1,921 m save for M1 vehicles with at least 10 cubic metres of internal space, for which the width limit shall be 2,07 m 2. N1: 1,921m save for N1 vehicles with at least 7 cubic metres of internal space, for which the width limit shall be 2,07m 3. N1: 2,60m for vehicles fitted with a bodywork with insulated walls of at least 45mm thick, having bodywork code 04 or 05, as referred to in Appendix 2 to Annex I to Regulation (EU) 2018/858 The requirements mentioned in points 1 and 2 of the first subparagraph shall be applicable from 1 January 2028 for the vehicles that emit tailpipe emissions, and from 1 January 2032 for zero-emission vehicles.
2023/11/24
Committee: TRAN
Amendment 270 #

2023/0265(COD)

Proposal for a directive
Annex I – table – point 2.2
2.2 Vehicle combinations 2.2.1 Road trains with five or six axles (a) two-axle motor vehicle with three-axle trailer 40 tonnes (b) three-axle motor vehicle with two or three-axle trailer 40 tonnes 2.2.2 Articulated vehicles with five or six axles (a) two-axle motor vehicle with three-axle semi-trailer 40 tonnes (b) three-axle motor vehicle with two or three-axle semi- 40 tonnes trailer trailer (c) two-axle motor vehicle with three-axle semi-trailer 4244 tonnes involved in intermodal transport operations (d) three-axle motor vehicle with two- or three-axle 44 tonnes semi-trailer involved in intermodal transport operations 2.2.3 Road trains with four axles consisting of a two-axle motor 36 tonnes vehicle and a two-axle trailer 2.2.4 Articulated vehicles with four axles consisting of a two-axle motor vehicle and a two-axle two-axle semi-trailer, if the distance between the axles of the semi-trailer: 2.2.4.1 is 1,3 m or greater but not more than 1,8 m 36 tonnes 2.2.4.2 is greater than 1,8 m 36 tonnes In case the maximum authorised weight (MAW) of the motor vehicle (18 tonnes) (18 tonnes) and the MAW of the tandem axle of the semi-trailer (20 tonnes) are respected (20 tonnes) are respected and the driving axle is fitted with twin tyres and air suspension or suspension recognised as being equivalent within and air suspension or suspension recognised as being equivalent within the Union as defined in Annex II the maximum authorised weight maximum authorised weight provided for in point 2.2.4.2 shall be increased by 2 tonnes. tonnes. In the case of vehicle combinations including alternatively fuelled vehicles other than zero- emission vehicles, the maximum authorised weights provided for in Sub-section 2.2 shall be increased by the additional weight of the alternative fuel technology with a maximum of 1 tonne. In the case of vehicle combinations including zero-emission motor vehicles the maximum authorised weights provided for in Sub-section 2.2.1 and 2.2.2 shall be increased by 4 tonnes. 4 tonnes. This weight allowance for zero-emission vehicle combinations shall be applicable for both national and international traffic. In the case of vehicle combinations including zero-emission motor vehicles the maximum authorised weights provided for in in Sub-section 2.2.3 and 2.2.4 shall be increased by 2 tonnes2 tonnes. This weight allowance for zero-emission vehicle combinations shall be applicable for both national and international traffic.
2023/11/24
Committee: TRAN
Amendment 280 #

2023/0265(COD)

Proposal for a directive
Annex I – table – point 2.3.
2.3 Motor vehicles 2.3.1 Two-axle motor vehicles other than buses: 18 tonnes 2.3.2 two-axle buses: 19,5 tonnes 2.3.3 Three-axle motor vehicles: 25 tonnes 2.3.4 Three-axle motor vehicles where the driving axle is fitted with 26 tonnes twin tyres and air suspension or suspension recognised as being equivalent within the Union as defined in Annex II, or where each driving axle is fitted with twin tyres and the maximum weight of each axle does not exceed 9,5 tonnes. 2.3.5 Four-axle motor vehicles with two steering axles where the 32 tonnes driving axle is fitted with twin tyres and air suspension or suspension recognized as being equivalent within the Union as defined in Annex II, or where each driving axle is fitted with twin tyres and the maximum weight of each axle does not exceed 9,5 tonnes 2.3.6 Five-axle motor vehicles with two steering axles where the 4032 tonnes driving axle is fitted with twin tyres and air suspension or suspension recognized as being equivalent within the Union as defined in Annex II, or where each driving axle is fitted with twin tyres and the maximum weight of each axle does not exceed 9,5 tonnes. In the case of alternatively fuelled vehicles other than zero-emission vehicles, the maximum authorised weights provided for in points 2.3.1, 2.3.3 and 2.3.4 of Sub-section 2.3 shall be increased by the additional weight of the alternative fuel technology with a maximum of 1 tonne. In the case of zero-emission motor vehicles, the maximum authorised weights provided for in Sub- section 2.3 shall be increased by 2 tonnes. This weight allowance for zero-emission vehicle combinations shall be applicable for both national and international traffic.
2023/11/24
Committee: TRAN
Amendment 293 #

2023/0265(COD)

Proposal for a directive
Annex I – table – point 3.4
3.4 Driving axle 3.4.1 3.4.1 Driving axle of the vehicles referred to in points 2.2, 2.3 and 11,5 tonnes 2.4 other than zero-emission vehicles 3.4.2 Driving axle of zero-emission vehicles referred to in points 12.5 tonnes 11,5 tonnes points 2.2.1 and 2.2.2, except those vehicles described below. Driving axle of zero-emission vehicles newly-registered 12 tonnes between the entry into force of this Directive and 1 January 2029, provided the conditions in point 3.4.4 are met. From 1 January 2029, the conditions laid down in point 3.4.4 shall apply to all newly-registered vehicles referred to in points 2.2.1 and 2.2.2 , irrespective of their powertrain 3.4.3 Zero-emission two-axle buses 12.5 tonnes11.5 tonnes Driving axle of zero-emission two-axle buses newly- 12 tonnes registered between the entry into force of this Directive and 1 January 2035, provided the conditions in point 3.4.4 are met From 1 January 2029, the conditions laid down in point 3.4.4 shall apply to all newly-registered two-axle buses, irrespective of their powertrain. 3.4.4 Zero-emission heavy-duty vehicles which are newly-registered between entry into force and 1 January 2029, and which have a 12 tonne driving axle, shall: 1. Deploy wide-base high-efficiency single tyres on the steering axle with an EU tyre rating minima of A for rollingresistance and B for wet grip; 2. Deploy a dual tyre configuration on the driving axle using tyres with an EU tyre rating minima of A for rolling resistance and B for wet grip; 3. Set the alert level of the Tyre Pressure Monitoring System to inform the driver of a loss of pressure at 0.6 Bar; 4. Deploy an acceleration limiter that ensures acceleration from rest does not exceed 1.2m/s². From 1 January 2029 all new heavy-duty vehicles registered shall deploy the technologies described in points 1 to 4 of this sub-section.
2023/11/24
Committee: TRAN
Amendment 7 #

2023/0155(COD)

Proposal for a regulation
The European Parliament rejects the Commission proposal.
2023/09/26
Committee: TRAN
Amendment 8 #

2023/0155(COD)

Proposal for a regulation
Recital 1
(1) Good working conditions for drivers and fair business conditions for road transport undertakings are of paramount importance to create an efficient, safe and socially accountable road transport sector, ensure non- discrimination and attract qualified workers, particularly when various factors, including driver shortages and inadequate enforcement of the rules, are contributing to increased pressure on drivers. It is therefore essential that Union social rules on road transport are clear, proportionate, fit for purpose, easy to apply, and easy to enforce and implemented in an effective and consistent manner throughout the Union.
2023/09/26
Committee: TRAN
Amendment 9 #

2023/0155(COD)

Proposal for a regulation
Recital 3
(3) However, the specificities of the occasional road passenger transport sector are not shared by the road freight transport or the regular road passenger transport sector. Occasional road passenger transport is characterised by high seasonality and different lengths of time spent driving which depend on the touristic activities undertaken by passengers. It needs to accommodate unscheduled and impromptu requests from passengers in terms of additional stops and changes of the route or the schedule, wherever feasible. Occasional road passenger transport generallycan sometimes involves less driving time, notably at night, when compared to freight transport or regular bus services. In addition drivers usually sleep in hotels, and seldom drive at night. On the other hand, drivers during the working time may be subject to someHowever, when the total number of hours worked is taken into account, including other professional driving, the cumulative impact on driver fatigue and stress can be significant. Moreover, drivers are often required to perform additional actividuties, often resulting from interactions with passengers, including cleaning, loading and unloading luggage, acting as a tour guide, planning routes, re-routing, attending to special requests and so on. These tasks are usually performed during break periods and can exacerbate driver stress and fatigue.
2023/09/26
Committee: TRAN
Amendment 13 #

2023/0155(COD)

Proposal for a regulation
Recital 4
(4) The ex post evaluation of Regulation (EC) No 561/2006 concluded that some of the uniform rules related to minimum breaks and rest periods do not fit the specificities of occasional road passenger transport services. Further assessments undertaken by the Commission in that respect have shown that some of the requirements of Regulation (EC) No 561/2006 on breaks and daily and weekly rest periods are unsuitable and impractical for drivers and operators engaged in the occasional road carriage of passengers, as they have a negative impact on the ability to organise efficient and high-quality occasional passenger services, on the working conditions of drivers, and consequently on road safetymay be worsening the working conditions for drivers, including for example a fear amongst drivers to admit to driving while fatigued, and consequently a negative impact on road safety and a reduction in the attractiveness of the sector.
2023/09/26
Committee: TRAN
Amendment 14 #

2023/0155(COD)

Proposal for a regulation
Recital 5
(5) Therefore, it is appropriate to adaptstrengthen the requirements on minimum breaks and rest periods to fit, as well, the specific requirements of the occasional road passenger transport services and improve working conditions. It is also appropriate to align applicable rules for national and international occasional- passenger transport services by road.
2023/09/26
Committee: TRAN
Amendment 18 #

2023/0155(COD)

Proposal for a regulation
Recital 6
(6) More flexible rRules in the scheduling of the breaks and rest periods of drivers engaged in occasional road passenger transport services should in no way jeopardise the safety of drivers, road safety, increase the level of fatigue of drivers or lead to a deterioration in working conditions. Such flexibility should therefore not alter the current rules on the total minimum breaks, on or the well-being of drivers. The changes should therefore not alter maximum driving periods per day and per week and onor the maximum fortnightly driving time.
2023/09/26
Committee: TRAN
Amendment 20 #

2023/0155(COD)

Proposal for a regulation
Recital 8
(8) More flexibility in the scheduling of breaks for drivers engaged in occasional road passenger transport services should not prevent those drivers from taking breaks of the minimum duration necessary to enable them to rest properly, including sufficient time to eat and use the bathroom. Therefore, it is appropriate to set a minimum duration for each break while allowing for more frequent stops that may suit the nature of some occasional road passenger transport services. Therefore, drivers engaged in occasional road passenger transport services should be allowed to split their obligatory break into three separate breaks of at least 1520 minutes each, in addition to the other possibility of splitting a break. Such increased flexibility for operators should result in drivers being compensated with a small increase in the minimum duration of the overall break time.
2023/09/26
Committee: TRAN
Amendment 26 #

2023/0155(COD)

Proposal for a regulation
Recital 9
(9) To ensure that greater flexibility in the scheduling of rest periods of drivers engaged in occasional road passenger transport services is not abused, it is essential to clearly delimit the scope of such flexibility and also to provide for appropriate checks by national competent authorities and the European Labour Authority (ELA). With a view to effective and efficient enforcement, administrative requirements that take full advantage of digital tools should be established. Drivers should therefore be able to postpone the start of their daily rest periods for a maximum period of 1 or 2 hours, in cases where the driving periodtotal working time for that day has not exceeded 5 or 7 hours respectivelyand the vehicle is multi- manned, and should postpone the start only when carrying out journeys of 8 days or longer. Such flexibility should be further limited to only one of each derogation during the period of the tour. It should be also possible to counter check such circumstances with a printout from the recording equipment or the duty roster, in addition to the tachograph records. In addition to the tachograph records, a digital journey form should be electronically registered prior to the start of an international journey. The digital forms should be accessible in real time during road-side checks and be solely used for controls and enforcement. For this purpose the Commission should develop a multilingual interface on the basis of the IMI system to allow operators to upload their digital journey forms. Social partners at Union and national level can play an essential role in improving the enforcement of existing regulations. They should be invited to undertake joint actions, develop guidelines and issue recommendations in this regard. In light of such additional flexibility and increasing driver shortages that can also increase pressure on drivers, the Commission should regularly monitor the impact of this derogation on driver well-being, working conditions in the sector, and road safety.
2023/09/26
Committee: TRAN
Amendment 30 #

2023/0155(COD)

Proposal for a regulation
Recital 10
(10) Limiting the possibility to postpone the weekly rest period for up to 12 consecutive 24-hour periods exclusively to occasional international passenger services has a negative impact in terms of undistorted and fair competition between operators, especially small and medium enterprises. Occasional national passenger services might as well provide their services under the same conditions as occasional international passenger services in terms of the distance travelled or the duration or services rendered to passengers. Occasional national passenger services should therefore also benefit from such possibility, although in order to improve the working conditions for drivers and avoid increasing driver fatigue and stress during such long journeys, vehicles used for journeys that derogate in such a manner should be multi-manned.
2023/09/26
Committee: TRAN
Amendment 33 #

2023/0155(COD)

Proposal for a regulation
Recital 10 a (new)
(10a) In order to promote a culture of safety, driver well-being and improve the attractiveness of the sector, the Commission should come forward with a proposal establishing a public list of operators covered by this Regulation that are found to have committed serious and recurring infringements of this Regulation, or are the subject of an operating ban in a Member State. Such a list would mirror the provisions of Regulation 2111/2005 and would help to improve driver working conditions and road safety within the Union.1a _________________ 1a Regulation (EC) No 2111/2005 of the European Parliament and of the Council of 14 December 2005 on the establishment of a Community list of air carriers subject to an operating ban within the Community and on informing air transport passengers of the identity of the operating air carrier, and repealing Article 9 of Directive 2004/36/EC
2023/09/26
Committee: TRAN
Amendment 44 #

2023/0155(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 2
Regulation 2006/561/EC
Article 7 – paragraph 3 a (new)
For a driver engaged in an occasional passenger service the break referred to in the first paragraph may also be replaced by three breaks of at least 1520 minutes each, distributed over the driving period referred to in the first paragraph, in such a way as to comply with the requirement to take an uninterrupted break after a driving period of four and a half hours or a rest period, pursuant to the first paragraph.;
2023/09/26
Committee: TRAN
Amendment 52 #

2023/0155(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a Regulation 2006/561/EC
2a. Provided that road safety is not thereby jeopardisand the health and working conditions of the driver are not thereby jeopardised, and that the vehicle is multi-manned, a driver engaged in an single occasional passenger service with a duration of at least 8 days may derogate from paragraph 2, first subparagraph, in the following ways:
2023/09/26
Committee: TRAN
Amendment 58 #

2023/0155(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a
Regulation 2006/561/EC
Article 8 – paragraph 2 a – subparagraph 1 – point a
(a) postponing the regular daily rest period by at most 1 hour, provided that the total accumulated drivworking time for that day has not exceeded 7 hours;
2023/09/26
Committee: TRAN
Amendment 62 #

2023/0155(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a
Regulation 2006/561/EC
Article 8 – paragraph 2 a – subparagraph 1 – point b
(b) postponing the daily rest period by at most 2 hours, provided that the total accumulated driving time for that day has not exceeded 5 hours.deleted
2023/09/26
Committee: TRAN
Amendment 69 #

2023/0155(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a
Regulation 2006/561/EC
Article 8 – paragraph 2 a – subparagraph 2
Each ofA driver may use the derogations referred to in the first subparagraph, points (a) and (b), may be used, only once during the journey referred to in the first subparagraph.
2023/09/26
Committee: TRAN
Amendment 81 #

2023/0155(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point b
Regulation 2006/561/EC
Article 8 – paragraph 6 a – subparagraph 1 – point a (new)
(aa) the vehicle is multi-manned;’
2023/09/26
Committee: TRAN
Amendment 82 #

2023/0155(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point b
Regulation 2006/561/EC
Article 8 – paragraph 6 a – subparagraph 1 – point a b (new)
(ab) a digital journey form including all features specified in Regulation (EC) N°1073/2009 has been electronically registered prior to the start of the journey
2023/09/26
Committee: TRAN
Amendment 84 #

2023/0155(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point b a (new)
Regulation 2006/561/EC
Article 8 – paragraph 6 a – subparagraph 2
(ba) in paragraph 6a, subparagraph 2 is replaced by the following: "The Commission shall monitor closelyregularly monitor the use made of this derogation in order to ensure the preservation of road safety under road safety is not negativerly strict conditionsimpacted, in particular by checking that the total accumulated driving and working time during the period covered by the derogation is not excessive. By 4 December 2012, the Commission shall draw up a report assessing the consequences of the derogation in respect of road safety as well as social aspects. If it deems it appropriate, the Commission shall propose amendments to this Regulation in this respect. contributing to driver fatigue and stress, or a general deterioration in the working conditions of drivers across the sector, also taking into account additional professional driving performed by drivers." Or. en (02006R0561)
2023/09/26
Committee: TRAN
Amendment 86 #

2023/0155(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 3 a (new)
Regulation 2006/561/EC
Article 9 b (new)
(3a) After Article 9a, the following Article 9b is inserted: By 1st March 2025, the Commission shall publish a report on how to improve working conditions and the attractiveness of the sector. The report shall focus on, inter alia: - how to improve pay and working conditions; - how to improve work-life balances, including increasing the frequency and duration of holiday and rest periods, especially those spent at home; - improving facilities such as free-of- charge safe and secure parking areas and security systems; - the impact of the work on drivers’ physical and mental health; - why the sector is mostly staffed by men and how this can be changed; - increasing access to training for both part-time and full-time drivers; - improving social dialogue between workers, operators and public authorities; - strengthening enforcement of existing rules; The Commission shall consult social partners in the preparation of this report and make proposals on how to address the issues addressed within.
2023/09/26
Committee: TRAN
Amendment 90 #

2023/0155(COD)

Proposal for a regulation
Article 2 – paragraph -1 (new)
Regulation 2006/561/EC
Article 21 a (new)
-1 After Article 21, the following Article 21a is inserted: By 1st March 2025, the Commission shall publish a proposal on the establishment and publication of a public list of operators which are covered by this Regulation and that are found to have committed serious and recurring infringements of the provisions of this Regulation.
2023/09/26
Committee: TRAN
Amendment 24 #

2023/0052(COD)

Draft legislative resolution
Citation 2
— having regard to Article 294(2) and Article 91(1)(c) and point (d), of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C9- 0034/2023),
2023/07/08
Committee: TRAN
Amendment 27 #

2023/0052(COD)

Proposal for a directive
Recital 4
(4) The scope of the Directive should be extended to other road-safety-related traffic offences to ensure equal treatment of drivers. Considering the legal basis on which Directive (EU) 2015/413 was adopted, namely Article 91(1), point (c), of the Treaty on the Functioning of the European Union, additional offences should demonstrate a strong link to road safety, by addressing dangerous and reckless behaviours which pose a serious risk to road users and related traffic rules, and improve transport safety. The extension of the scope should also reflect the technical progress in the automatic detection of road- safety-related traffic offences. For these reasons, the scope of the Directive should therefore be extended to cover other related traffic offences including not keeping sufficient distance from the road user in front, dangerous overtaking, dangerous and illegal parking, crossing one or more solid lines, using a defective vehicle, driving without required documentation, and not respecting the rules on vehicle access regulations among others. It would therefore be appropriate to extend the legal basis with Article 91(1), point (d), while taking into account that according to Article 11 of the TFEU environmental protection requirements must be integrated into the implementation of the Union's policies.
2023/07/08
Committee: TRAN
Amendment 30 #

2023/0052(COD)

Proposal for a directive
Recital 5 a (new)
(5a) Vehicle access regulations have been put in place across the European Union and include Low Emissions Zones, Limited Traffic Zones, pedestrianised zones and ‘school streets’, among others. Such regulations have been introduced for reasons including road safety, traffic management, and reducing pollution, often in combination. Although the primary purpose of each type of regulation can vary, enforcement of such regulations can bring road safety benefits through a combination of factors, including reducing driver impunity, diverting or eliminating traffic, reducing the number of vehicles in circulation in designated areas, a more efficient use of police resources, and more advanced vehicle safety technologies through the renewal of fleets, while studies have also found a causal link between air pollution and poor road safety. When it comes to offences by non-resident drivers, enforcement of these rules is challenging for Member States due to the lack of an appropriate and comprehensive legal framework, which can promote impunity amongst these non-resident drivers. Infringement of these rules by non- resident drivers is a problem often faced in border areas. The unequal treatment of residents and non-resident drivers can also create resentment amongst residents. The absence of an appropriate legal framework when it comes to the cross- border exchange of information for these regulations also creates administrative burdens and additional costs for authorities, including a reliance on debt collection services, the authenticity of which can be harder for presumed offenders to ascertain. Moreover, drivers who may have committed offences under these regulations, or who wish to comply with them, often lack information about how to comply, in addition to not being entitled to the appeal procedures in place under this Directive. Empowering authorities to act within a dedicated legal framework therefore increases transparency, fairness and accountability.
2023/07/08
Committee: TRAN
Amendment 35 #

2023/0052(COD)

Proposal for a directive
Recital 8
(8) The Member State of the offence should also be allowed to conduct automated searches in vehicle registers to retrieve data on vehicles and end users of vehicles where such information is already available. Furthermore, a data retention period should be established as regards the identity of the previous owners, holders and end users of the vehicles to provide authorities with the appropriate information they need for the investigation.
2023/07/08
Committee: TRAN
Amendment 39 #

2023/0052(COD)

Proposal for a directive
Recital 12
(12) The Member State of registration or Member State of residence should provide the additional information requested by the Member State of the offence necessary for the identification of the liable person within reasonable time. If it is not possible to gather or provide the information, or it is not possible to do so without undue delay, a clear explanation should be given as regards the reasons thereof, and the delay be minimised as far as possible, while respecting set deadlines.
2023/07/08
Committee: TRAN
Amendment 41 #

2023/0052(COD)

Proposal for a directive
Recital 15
(15) Where Union legislation or national law of Member States explicitly provides access to or the possibility to exchange information from other national or Union databases for the purposes of Directive (EU) 2015/413, Member States should have the possibility to exchange information by involving such databases, while respecting the fundamental rights of non-resident drivers. To guarantee transparency, the list of databases accessed shall be communicated to the Commission.
2023/07/08
Committee: TRAN
Amendment 42 #

2023/0052(COD)

Proposal for a directive
Recital 15 a (new)
(15a) Where in parallel to financial penalties for road traffic offences, Member States have introduced a penalty point system linked to driving licences, a decrease in driver impunity and reductions in fatalities and serious injuries have been observed. Allowing non-resident drivers benefit from a pay- to-comply system whereby they might accumulate more penalty points than would otherwise be allowed or be subject to a driving disqualification, presents a greater road safety risk and is a source of unfairness between resident and non- resident drivers. As [Proposal for a Directive on driving licences] introduces cross-border recognition of penalty points, it would be important to empower the Commission to introduce delegated acts that can allow for the exchange of relevant data relating to this aspect.
2023/07/08
Committee: TRAN
Amendment 45 #

2023/0052(COD)

Proposal for a directive
Recital 17
(17) As a minimum, the information letter should include detailed information on the legal classification and legal consequences of the offence, in particular as the sanctions for the offences covered by the scope of Directive (EU) 2015/413 can be of a non-pecuniary nature, such as restrictions placed on the offender’s right to drive. The right of appeal should also be supported by providing detailed information on where and how to exercise the rights of defence or lodge an appeal in the Member State of the offence, in a language that the person concerned understands. A description of in absentia procedures should also be provided when applicable, as the presumed liable person may not plan to return to the Member State of offence to participate in the proceedings. Payment options and ways to mitigate the volume of the sanctions should also be made easily understandable in order to incentivise voluntary cooperation. Finally, as the information letter should be the first document the owner, holder or end user of the vehicle or any other presumed liable person receives, it should contain the information under Article 13 of Directive (EU) 2016/680 of the European Parliament and of the Council63 , which, pursuant to Article 13(2)(d) should include information from which source the personal data originate, and Articles 13 and 14 of Regulation (EU) 2016/679 of the European Parliament and of the Council64 . This information should be provided in the information letter either directly or by way of reference to the place where it is made available. __________________ 63 Directive (EU) 2016/680 of the European Parliament and of the Council of 27 April 2016 on the protection of natural persons with regard to the processing of personal data by competent authorities for the purposes of the prevention, investigation, detection or prosecution of criminal offences or the execution of criminal penalties, and on the free movement of such data, and repealing Council Framework Decision 2008/977/JHA, (OJ L 119, 4.5.2016, p. 89). 64 Regulation (EU) 2016/679 of the European Parliament and of the Council of 27 April 2016 on the protection of natural persons with regard to the processing of personal data and on the free movement of such data, and repealing Directive 95/46/EC (General Data Protection Regulation), (OJ L 119, 4.5.2016, p. 1).
2023/07/08
Committee: TRAN
Amendment 46 #

2023/0052(COD)

Proposal for a directive
Recital 18
(18) When non-resident persons are checked on the spot in a road control, and such action leads to the initiation of follow- up proceedings in relation to the commission of a road-safety-related traffic offence, the information letter should contain only certain essential elements, and, if possible, be given to the person concerned directly as part of the road control procedures or sent as soon as possible afterwards. Non-resident drivers should also be given sufficient time to avail of any rights concerning an appeal or the mitigation of sanctions.
2023/07/08
Committee: TRAN
Amendment 48 #

2023/0052(COD)

Proposal for a directive
Recital 25
(25) The scope of the information that Member States report to the Commission and the European Parliament should be extended to include elements closely related to the objective of improving road safety, in order to enable the Commission and the European Parliament to better analyse the state of play in the Member States and to propose initiatives on a sound factual basis. To offset the additional administrative burden on Member States authorities and to align reporting with the Commission’s evaluation calendar the reporting period should be extended. A transitional period should be granted so that the ongoing two- year reporting period may end seamlessly.
2023/07/08
Committee: TRAN
Amendment 51 #

2023/0052(COD)

Proposal for a directive
Recital 31
(31) An online portal (the “CBE Portal”) should be established to provide road users in the Union with comprehensive information on road-safety-related traffic rules in place in Member States and allow road users to communicate with Member State authorities in an effective and secure manner. The portal should also facilitate communication between Member States’ authorities on various issues related to the cross-border investigation of road-safety- related traffic offences, such as for the verification of the authenticity of information letters and follow-up documents to eliminate the possibility of fraud. The exchanged personal data should be limited to what is necessary for the cross-border investigations and enforcement of sanctions, particularly the payment of financial penalties. The CBE Portal should be able to connect to other relevant portals, networks, websites or platforms to facilitate the exchange of information related to the enforcement of road-safety-related traffic rules. The Commission and the Member States should be the joint controllers of the CBE Portal, in accordance with Regulation 2018/1725.
2023/07/08
Committee: TRAN
Amendment 53 #

2023/0052(COD)

Proposal for a directive
Recital 32
(32) The Commission should provide proportionate financial support to initiatives which improve the cross-border cooperation in the enforcement of road- safety-related traffic rules in the Union, including support for digitising the data covered in Annex III of Directive 2010/40/EU that is relevant for the offences covered under this Directive.
2023/07/08
Committee: TRAN
Amendment 56 #

2023/0052(COD)

Proposal for a directive
Recital 32 a (new)
(32a) A portion of the revenues generated from fines collected as a result of offences committed by non-resident drivers should be reinvested locally in measures that improve road safety, such as road safety infrastructure, measures for vulnerable road users, awareness and enforcement, among other things.
2023/07/08
Committee: TRAN
Amendment 57 #

2023/0052(COD)

Proposal for a directive
Recital 32 b (new)
(32b) While this Directive aims to reduce the impunity of non-resident drivers within the Union, road safety-related offences by non-resident drivers registered outside the Union are not an insignificant problem. This Directive and the use of Eucaris provide a model for the Union and its Member States to establish similar mechanisms for the exchange of information on the covered offences with neighbouring third countries, on the condition that equivalent protections are afforded to the drivers concerned, particularly as regards data protection.
2023/07/08
Committee: TRAN
Amendment 58 #

2023/0052(COD)

Proposal for a directive
Recital 32 c (new)
(32c) Given significant increases in the level of cross-border road traffic, and continued divergences between Member States in the field of road safety enforcement, it would be appropriate to update the Commission’s Recommendation 2004/345/EC on enforcement in the field of road safety, which dates from 2004 in order to take account of advancements since then.
2023/07/08
Committee: TRAN
Amendment 59 #

2023/0052(COD)

Proposal for a directive
Recital 33 a (new)
(33a) In order to promote greater convergence of the enforcement of road traffic rules by Member States as concerns comparable methods and practices, the Commission should assess the need for greater harmonisation in the area of road safety enforcement equipment, and related deployment and operation. As the number of offences covered by this Directive is to be increased, and there is expected growth in the use of equipment to automatically or manually detect road traffic offences, EU- level, standards could improve the reliability of equipment and therefore enforcement. Given the increasing preponderence of vehicle access restrictions and advancements in technologies regarding vehicle connectivity, the Commission should also explore the possibility of allowing drivers to proactively demonstrate compliance with vehicle access regulations, including for example if exempted from such rules.
2023/07/08
Committee: TRAN
Amendment 65 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point -1 (new)
Directive (EU) 2015/413
Article 1 – paragraph 1
1. This Directive aims to ensure a high level of protection for all road users in the Union by facilitating the cross-border exchange of information on road-safety- and other related traffic offences, and thereby facilitatinge the enforcement of sanctions, where those offences are committed with a vehicle registered in a Member State other than the Member State in which the offence took place.
2023/07/08
Committee: TRAN
Amendment 66 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Directive (EU) 2015/413
Article 2 – paragraph 1 – point i
(i) not keeping sufficient distance from the vehicleroad user in front;
2023/07/08
Committee: TRAN
Amendment 68 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Directive (EU) 2015/413
Article 2 – paragraph 1 – point k
(k) dangerous or illegal parking;
2023/07/08
Committee: TRAN
Amendment 69 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Directive (EU) 2015/413
Article 2 – paragraph 1– point l
(l) crossing one or more solid white lines;
2023/07/08
Committee: TRAN
Amendment 73 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Directive (EU) 2015/413
Article 2 – paragraph 1 – point o (a) new
(oa) not respecting the rules on vehicle access restrictions;
2023/07/08
Committee: TRAN
Amendment 76 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Directive (EU) 2015/413
Article 2 – paragraph 1 – point o (b) new
(ob) using a defective vehicle;
2023/07/08
Committee: TRAN
Amendment 77 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Directive (EU) 2015/413
Article 2 – paragraph 1 – point o (c) new
(oc) driving without required documentation;
2023/07/08
Committee: TRAN
Amendment 78 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Directive (EU) 2015/413
Article 2 – paragraph 1 – point o (d) new
(od) driving when subject to a driving disqualification;
2023/07/08
Committee: TRAN
Amendment 79 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Directive (EU) 2015/413
Article 2 – paragraph 1 – point o (e) new
(oe) other road safety-related traffic offences related to usage of the road
2023/07/08
Committee: TRAN
Amendment 81 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a
Directive (EU) 2015/413
Article 3 – paragraph 1 – point a
(a) ‘vehicle’ means any power-driven vehicle, including motorcyclesmotorised vehicle propelled exclusively by mechanical power, which is normally used for carrying persons or goods by road ;
2023/07/08
Committee: TRAN
Amendment 82 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a
Directive (EU) 2015/413
Article 3 – paragraph 1 – point j
(j) ‘use of a forbidden lane’ means illegally using part of an already existing permanent or temporary road section, such as a public transport lane, footpath or cycle lane, or a temporarily closed lane for reasons of congestion or road works, as defined in the law of the Member State of the offence;
2023/07/08
Committee: TRAN
Amendment 85 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Directive (EU) 2015/413
Article 3 – paragraph 3 – point o
(o) ‘not keeping sufficient distance from the vehicleroad user in front’ means not maintaining the distance necessary to avoid collision with the vehicleroad user in front of the vehicle driven by the driver, if the preceding vehicleroad user were to suddenly slow down or stop, as defined in the law of the Member State of the offence;
2023/07/08
Committee: TRAN
Amendment 88 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Directive (EU) 2015/413
Article 3 – paragraph 3 – point q
(q) ‘dangerous or illegal parking’ means parking or stopping the vehicle in a way that infringes the applicable rules on dangerous parkor illegal parking or stopping in the Member State of the offence. Failure to pay parking fees and other similar offences shall not be considered dangerous parking;, in including in disabled parking spaces, restricted areas, public transport and cycle lanes, and on footpaths.
2023/07/08
Committee: TRAN
Amendment 89 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Directive (EU) 2015/413
Article 3 – paragraph 3 – point r
(r) ‘crossing one or more solid white lines’ means changing lanes with the vehicle through unlawfully crossing at least one solid white line, as defined in the law of the Member State of the offence;
2023/07/08
Committee: TRAN
Amendment 90 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
(s) ‘wrong-way driving’ means driving a vehicle against the designated direction of traffic, as defined in the law of the Member State of the offence, including requirements regarding reversing of vehicles;
2023/07/08
Committee: TRAN
Amendment 91 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Directive (EU) 2015/413
Article 3 – paragraph 3 – point u (a) new
(ua) ‘not respecting the rules on vehicle access restrictions’ means not complying with rules established by a competent authority within a Member State, including: (a) accessing a restricted area such as a limited traffic zone in violation of the applicable restrictions; (b) not paying applicable fees or charges for access to restricted areas; (c) not sharing vehicle information relevant for checking violations, when the applicable rules require that such information be shared through mechanisms established for this purpose;
2023/07/08
Committee: TRAN
Amendment 93 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Directive (EU) 2015/413
Article 3 – paragraph 3 – point u (b) new
(ub) ‘using a defective vehicle’ means driving with defective or worn tyres, brakes, lights or any other defect that poses a safety risk to other road users, in accordance with the applicable rules on driving a defective vehicle in the Member State of the offence;
2023/07/08
Committee: TRAN
Amendment 94 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Directive (EU) 2015/413
Article 3 – paragraph 3 – point u (c) new
(uc) ‘driving without required documentation’ means driving without a driving licence, insurance, roadworthiness certificate or other required documentation, in a way that infringes the applicable rules in the Member State of the offence;
2023/07/08
Committee: TRAN
Amendment 95 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Directive (EU) 2015/413
Article 3 – paragraph 3 – point u (d) new
(ud) ‘driving when subject to a driving disqualification’ means driving a vehicle when subject to a decision related to the commission of a major road-safety-related traffic offence, which results in the withdrawal, restriction or suspension of the driving licence or the right to drive of a driver of a motorised vehicle, which is no longer subject to a right of appeal, irrespective of whether it constitutes a primary, secondary or supplementary penalty or a safety measure and irrespective of whether it is qualified as an administrative or criminal measure;
2023/07/08
Committee: TRAN
Amendment 96 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Directive (EU) 2015/413
Article 3 – paragraph 3 – point u (e) new
(ue) (ud) ‘other road safety-related traffic offences related to usage of the road’ means other road safety-related traffic offences committed while driving, as defined in the law of the Member State of the offence, and which are not already covered by the offences listed in Article 2(1);
2023/07/08
Committee: TRAN
Amendment 101 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3
Directive (EU) 2015/413
Article 3 a – paragraph 2
2. Member States shall ensure that their respective national contact points cooperate with the authorities involved in the investigation of the road-safety-related traffic offences listed in Article 2(1), including competent authorities from geographical sub-divisions within their own Member State or competent authorities from other Member States, in particular in order to ensure that all necessary information is shared in due time, and that the time limits laid down in Article 4a(5) and Article 5a(2) are complied with.;
2023/07/08
Committee: TRAN
Amendment 103 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 4
Directive (EU) 2015/413
Article 4 – paragraph 1 – subparagraph 3 a (new)
A competent authority may first request access to the data relating to vehicles, as detailed in Annex Section 2, Part 1, in order to determine if an offence has been committed. Whereupon an offence is established on the basis of such data, the competent authority shall request access to the data concerning the owner, holder and/or end user of the vehicles, as detailed in Annex Section 2, Parts II, III, IV or V.
2023/07/08
Committee: TRAN
Amendment 104 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 4
Directive (EU) 2015/413
Article 4 – paragraph 3
3. Member States shall retain the data elements referred to in Section 2, Part IV and, when available, Section 2, Part V of the Annex, in the national vehicle registers for at least 6 months after any modification of the ownership or use of the vehicle in question, and for no longer than 4 years.
2023/07/08
Committee: TRAN
Amendment 105 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 4
Directive (EU) 2015/413
Article 4 – paragraph 4 – point a
(a) the vehicle was scrappdeleted;
2023/07/08
Committee: TRAN
Amendment 106 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 4
Directive (EU) 2015/413
Article 4 – paragraph 4 – subparagraph 2
Member States shall return the message ‘Stolen vehicle or registration plate’ instead of the requested data elements where the vehicle or the vehicle registration plate are recorded as stolen in the national vehicle registers, or ‘Scrapped vehicle’ where the vehicle has been scrapped. This is without prejudice to the enforcement provisions under this Directive .
2023/07/08
Committee: TRAN
Amendment 108 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – introductory part
Directive (EU) 2015/413
Article 4 a
(5) the following Articles 4a, 4b, 4c and 4cd are inserted:
2023/07/08
Committee: TRAN
Amendment 110 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive (EU) 2015/413
Article 4 a – paragraph 3– point b
(b) to ask the owner, holder or end user of the vehicle, or any person presumed to be liable for one of the road-safety-related traffic offences listed in Article 2(1) to provide information on the identity and address and/or contact information of the liable person, in accordance with its national law.
2023/07/08
Committee: TRAN
Amendment 112 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive (EU) 2015/413
Article 4 a – paragraph 4 – subparagraph 1
Where the Member State of registration or the Member State of residence receives a request referred to in paragraph 3, it shall gather the requested information, unless it decides to invoke one of the grounds for refusal listed in paragraph 7 or it is not possible to gather the requested information. The Member State of registration or Member State of residence shall transmit the requested information electronically without undue delayin 2 months via its national contact point to the national contact point of the Member State of the offence.
2023/07/08
Committee: TRAN
Amendment 113 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive (EU) 2015/413
Article 4 a – paragraph 5 – first subparagraph
Member States shall ensure that they provide the requested information without any undue delay from the receipt of the request, and no later than 2 months.
2023/07/08
Committee: TRAN
Amendment 114 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive (EU) 2015/413
Article 4 a – paragraph 5 – second subparagraph
Where it is not possible to gather the information without undue delayin 2 months from the receipt of the request, the national contact points of the Member State of registration or the Member State of residence shall transmit that information to the Member State of the offence as soon as possible, with an adequate explanation of the reasons for the delay.
2023/07/08
Committee: TRAN
Amendment 115 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive (EU) 2015/413
Article 4 a – paragraph 6
6. The requested Member States that have submitted a request may provide for a prior administrative or judicial validation procedure in order to ensure that the requested information is necessary and proportionate for the purpose of the identification of the liable person, in particular taking into account the rights of presumed liable persons.
2023/07/08
Committee: TRAN
Amendment 116 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
Member States shall decide as soon as possible, but at the latest within 15 days after receiving the request, whether they invoke a ground for refusal. Member States which decide to apply a ground for refusal shall inform the Member State of the offence thereof via its national contact point, without any undue delayno later than 5 working days after a decision to refuse the request.
2023/07/08
Committee: TRAN
Amendment 119 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive (EU) 2015/413
Article 4 a – paragraph 11 – point (a) new
(a a) which competent authority is making the request and why;
2023/07/08
Committee: TRAN
Amendment 120 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
(a b) which offence or offences listed in Article 2(1) the request relates to;
2023/07/08
Committee: TRAN
Amendment 121 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive (EU) 2015/413
Article 4 a – paragraph 11 – point b
(b) data elements relating to the vehicles, owners, holders or end users of the vehicles obtained as a result of the automated search conducted in accordance with Article 4(1);
2023/07/08
Committee: TRAN
Amendment 122 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive (EU) 2015/413
Article 4 d new
Article 4d Procedures for exchange of information on penalty points 1. In accordance with the penalty point equivalence system included in [Proposal for a Directive on driving licences], Member States shall update and exchange data on the penalty points accumulated by drivers in the different Member States. The Commission is empowered to adopt delegated acts under this Directive in order to clarify how such updates and an exchange of data can take place pursuant to [Proposal for a Directive on driving licences].
2023/07/08
Committee: TRAN
Amendment 124 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5
Directive (EU) 2015/413
Article 4 c – first paragraph
‘Member States'A national contact point may exchange or access data by using other databases such as driving licence registers or population registers for the sole purpose of the identification of the liable person. They shall do so only in so far as such exchange or access is explicitly based on Union legislation. Access to these databases for the purpose of identifying a liable person shall be limited to the national access point. The databases accessed by each Member State’s national access point will be communicated on a yearly basis to the Commission. The Commission shall publish the list of these databases by country in the Official Journal of the European Union, and shall update this list each year.
2023/07/08
Committee: TRAN
Amendment 130 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive (EU) 2015/413
Article 5 – paragraph 1 – subparagraph 3
The information letter may serve other purposes than those set out in the second subparagraph, provided the purposes fall under this Directive.
2023/07/08
Committee: TRAN
Amendment 136 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive (EU) 2015/413
Article 5 – paragraph 2 – point h
(h) clear and comprehensive information on the applicable data protection rules, the rights of the data subjects and the availability of further information orand reference to the place where this information may be easily retrieved pursuant to Article 13 of Directive (EU) 2016/680 of the European Parliament and of the Council, including information from which source the personal data originate, or Article 13 and 14 of Regulation (EU) 2016/679 of the European Parliament and of the Council;
2023/07/08
Committee: TRAN
Amendment 138 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive (EU) 2015/413
Article 5 – paragraph 2 – point j a (new)
(ja) a link and, if possible, a QR code to the portal referred to in Article 8
2023/07/08
Committee: TRAN
Amendment 139 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive (EU) 2015/413
Article 5 – paragraph 3
3. By way of derogation from paragraph 2, Member States shall ensure that in the case where the liable person is a non- resident driver who was checked on the spot in a road control, and where the ienformation letter contains at least the data listed in paragraph 2, points (c), (d), (e) and (g)cement procedures have not been finalised, that the information letter referred to in paragraph 2 is sent to the person concerned without undue delay.
2023/07/08
Committee: TRAN
Amendment 141 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive (EU) 2015/413
Article 5 – paragraph 3 a (new)
3a. Member States shall ensure that in the case where the liable person is a non- resident driver who was checked on the spot in a road control and where the enforcement of the committed offence has been finalised by the competent authority with a transaction of the financial penalty paid by the liable person, this person shall receive at least the following information: (a) receipt of the financial transaction; (b) contact information of the competent authority; (c) information on the offences committed and, if relevant, how to ensure compliance in future; (d) a link and, if possible, a QR code to the portal referred to in Article 8.
2023/07/08
Committee: TRAN
Amendment 143 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6
Directive (EU) 2015/413
Article 5 – paragraph 5
5. Member States shall ensure that the start of the time limits for non-residents to exercise their rights of appeal or to mitigate sanctions, in accordance with paragraph 2, points (e) and (i) points (e) and (i), are proportionate to ensure effective exercise of such rights and correspond to the date of the receipt of the information letter.
2023/07/08
Committee: TRAN
Amendment 155 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 7
Directive (EU) 2015/413
Article 5 a – paragraph 9
9. Member States shall ensure that the presumed liable persons are allowed to communicate with the authorities of the Member State of the offence, until the stage of appeal before a court, in any of the languages communicated by either the Member State of registration or the Member State of residence, or by the Member State of the offence to the Commission in accordance with paragraph 8, or, if the concerned person has insufficient knowledge of those languages, in a Union language that the person speaks or understands. Member States are encouraged to permit presumed liable persons to connect remotely to court proceedings by video link.
2023/07/08
Committee: TRAN
Amendment 157 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 8
Directive (EU) 2015/413
Article 6 – paragraph 2
2. By [fourthree years after the date of entry into force of this Directive], and every fourthree years thereafter, each Member State shall send a report to the Commission and the European Parliament on the application of this Directive.
2023/07/08
Committee: TRAN
Amendment 158 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 8
Directive (EU) 2015/413
Article 6 – paragraph 3 – subparagraph 2
The report shall also include a description of the situation at national level in relation to the follow-up given to the road-safety- related traffic offences and any related problems encountered by Member States. The description shall at least specify:
2023/07/08
Committee: TRAN
Amendment 159 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 8
Directive (EU) 2015/413
Article 6 – paragraph 4
4. The Commission shall assess the reports sent by the Member States and inform the Committee referred to in Article 10a on their content no later than 6 months after receiving the reports from all the Member States. These reports shall also be published on the website of the portal referred to in Article 8.
2023/07/08
Committee: TRAN
Amendment 160 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 8
Directive (EU) 2015/413
Article 8 – paragraph 1 – point a
(a) sharing information with road users on the rules in force in Member States in the field covered by this Directive, in particular road-safety-related traffic rules and how drivers can comply with them, appeal procedures, applied sanctions, and the schemes and available means for the payment of financial penalties;
2023/07/08
Committee: TRAN
Amendment 161 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 8
Directive (EU) 2015/413
Article 8 – paragraph 1 – subparagraph (b)
(b) the exchange of information and other interactions between national contact points and other relevant authorities of Member States with each other and with other road users, in particular by providing access to specific applications of the Member States facilitating the enforcement of sanctions, including for the payment of financial penalties, where applicable. This may include exchanging vehicle registration data and the data on persons presumed to be liable or liable for road- safety-related offences listed in Article 2(1).
2023/07/08
Committee: TRAN
Amendment 162 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 8
Directive (EU) 2015/413
Article 8 – paragraph 2
2. Access to the CBE Portal shall be provided for the national contact points and other relevant authorities that are competent in the identification of the liable persons and in the cross-border enforcement of road-safety-related traffic rules in Member States.
2023/07/08
Committee: TRAN
Amendment 163 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 8
Directive (EU) 2015/413
Article 8 – paragraph 3
3. Member States shall help road users in verifying the authenticity of the information letters and follow-up documents. For this purpose, Member States shall share with each other and with the Commission through the CBE Portal the templates of information letters and follow-up documents issued by their authorities, which are used in cross-border cases. Member States shall also inform each other on the authorities and empowered legal entities that have the right to issue those letters and documents. The Commission and Member States shall be the joint controllers of the CBE Portal, in accordance with Regulation 2018/1725**.
2023/07/08
Committee: TRAN
Amendment 164 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 8
Directive (EU) 2015/413
Article 8 – paragraph 5
5. Member States shall provide up-to- date information to each other and to the Commission, for the purposes of this Article, and interact with road users through the CBE Portal on a regular basis. Member States shall ensure that a link to the online portal is provided on the websites of their national contact points.
2023/07/08
Committee: TRAN
Amendment 165 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 8
Directive (EU) 2015/413
Article 8 – paragraph 6 a (new)
6 a. Any personal data processed under this Article shall be retained for a maximum of 2 years.
2023/07/08
Committee: TRAN
Amendment 166 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9 – introductory part
Directive (EU) 2015/413
Article 8 – paragraph 6 – point 9
(9) The following Article 8a is, 8b, 8c and 8d are inserted:
2023/07/08
Committee: TRAN
Amendment 169 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive (EU) 2015/413
Article 8 a – subparagraph 1
The Commission shall provide financial support to initiatives that contribute to cross-border cooperation in the enforcement of road-safety-related traffic rules in the Union, in particular the exchange of best practices, the application of smart enforcement methodologies and techniques in the Member States, increasing the capacity building of enforcement authorities and awareness raising campaigns regarding cross-border enforcement actions. The Commission and Member States shall also support Member States in digitising the data covered in Annex III of Directive 2010/40/EU that is relevant for the offences covered in Article 2(1).
2023/07/08
Committee: TRAN
Amendment 172 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9 a (new)
Directive (EU) 2015/413
Article 8 b (new)
(9a) Article 8b Use of revenues collected for offences Member States shall ensure that a value equating to at least 25% of the revenues generated within a calendar year from financial penalties imposed as sanctions on non-resident drivers for the offences listed in Article 2(1), are invested in improving road safety within the territory where the offence occurred.
2023/07/08
Committee: TRAN
Amendment 174 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9 b (new)
Directive (EU) 2015/413
Article 8 c (new)
(9b) Article 8c Exchange of information with third countries The Commission and Member States shall endeavour to establish or update agreements with neighbouring third countries that would permit the exchange of information referred to in Article 4(1) points (a) and (b), provided the rights and protections granted to EU citizens under this Directive and EU law are equivalent, especially regarding data protection.
2023/07/08
Committee: TRAN
Amendment 175 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9 c (new)
Directive (EU) 2015/413
Article 8 d (new)
(9c) Article 8d Recommendation on enforcement in the field of road safety The Commission shall update its Recommendation 2004/345/EC on enforcement in the field of road safety by 1 June 2025.
2023/07/08
Committee: TRAN
Amendment 176 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive (EU) 2015/413
Article 9 – subparagraph 1
The Commission shall be empowered to adopt delegated acts in accordance with Article 4d and Article 10 to amend the Annex to update it in the light of technical progress or where this is required by legal acts of the Union directly relevant to the updating of the Annex.
2023/07/08
Committee: TRAN
Amendment 177 #

2023/0052(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 12
Directive (EU) 2015/413
Article 11 – subparagraph 1
The Commission shall submit a report to the European Parliament and to the Council on the application of this Directive by the Member States no later than 18 months after receiving the reports referred to in Article 6(2) from all Member States. The report shall examine the need to further harmonise and digitise data available under Council Directive 1999/37/EC that would help with achieving the objectives of this Directive. The report shall also assess the possibility under EU law of allowing drivers to voluntarily share data with competent authorities that proves compliance or exemptions from the offence covered in Article 2(1) ‘not respecting the rules on vehicle access regulations’. The Commission shall assess in this report the need for minimum standards for road safety enforcement equipment and for the deployment and operation of this equipment. The Commission shall on the basis of this report, propose a revision to this Directive, if appropriate.
2023/07/08
Committee: TRAN
Amendment 179 #

2023/0052(COD)

Proposal for a directive
Annex I
Directive (EU) 2015/413
Annex I
1. Data elements of initiating search (outgoing request) Item M/O ( )1 Remarks Member State of registration M M Distinguishing sign( ) of the Member State of 2 2 registration of the detected vehicle Registration number M Full registration number of the detected vehicle Data relating to the offence M M Member State of the offence M M Distinguishing sign( ) of the Member State of the 3 3 offence Reference date of the offence M M Reference time of the offence M M Purpose of the search M M Code indicating the type of road-safety-related traffic offence as listed in Article 2(1) 1. = Speeding 2. = Drink-driving 3. = Failing to use a seat belt 4. = Failing to stop at a red traffic light 5. = Use of a forbidden lane 10. = Driving under the influence of drugs 11. = Failing to wear a safety helmet 12. = Illegally using a mobile phone or any other communication devices while driving […] = not respecting the rules on vehicles access restrictions […] = using a defective vehicle […] = driving without required documentation […] = Not keeping sufficient distance from the vehicle in front […] = Dangerous overtaking […] = Dangerous or illegal parking […] = Crossing one or more solid white lines […] = Wrong-way driving […] = Not respecting the rules on the creation and use of emergency corridors […] = Using an overloaded vehicle […] = Driving when subject to a driving disqualification […] = other road safety-related traffic offences related to usage of the road
2023/07/08
Committee: TRAN
Amendment 180 #

2023/0052(COD)

Proposal for a directive
Annex I
Directive (EU) 2015/413
Annex II
Part I. Data relating to vehicles Item M/O ( ) 4 4 Remarks ( ) 5 Registration number M (Code A) Full registration number of the requested vehicle number Chassis Chassis number/VIN M (Code E) Full chassis number/VIN of the requested vehicle number/VIN Member State of M Distinguishing sign( ) of the Member State of registration of the 6 registration requested vehicle Make M (Code D.1) Make of the requested vehicle e.g. Ford, Opel, Renault Commercial M (Code D.3) Commercial description of the requested vehicle e.g. description(s) of the Focus, Astra, Megane vehicle EU Category Code M (Code J) e.g. N1, M2, N2, L, T Registration date M (Code I) Date of the last registration of the requested vehicle Language O Language of the vehicle registration document Previous inquires O The dates of previous inquiries on the requested vehicle EURO type The Euro type (1,2,3... etc.) of the vehicle Type of fuel or power The type of fuel used by the vehicle and/or its power source source
2023/07/08
Committee: TRAN
Amendment 19 #

2023/0000(BUD)

Draft opinion
Paragraph 1
1. Calls on the Commission and Member States to ensure the required long- term funding of Union transport projects that provide mobility for citizens and 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; and strongly regrets that this is not reflected in case in the Commission’s communication on the MFF review;
2023/07/10
Committee: TRAN
Amendment 4 #

2022/2194(INL)

Motion for a resolution
Recital A
A. Whereas the persistency of cross- border obstacles of administrative and legal nature severely affects EU border regions’ livelihood and their sustainable economic and social potential and limits the exercise of rights granted by the Treaties to border regions’ citizens and communities;
2023/06/06
Committee: REGI
Amendment 8 #

2022/2194(INL)

Motion for a resolution
Recital B
B. Whereas it was estimated that the setting up of a legislative tool at Union level to address cross-border obstacles, combined with existing tools, could bring about economic benefits of 123 billion euros, while removing all obstacles would bring up benefits up to 460 billion euros; whereas the removal of cross-border obstacles would as well bring about a positive impact on social rights, equal opportunities, environmental protection and an improved access to high-quality public services for citizens living in border regions20 ; _________________ 20 European Parliamentary Research Service (2023). “Mechanism to resolve legal and administrative obstacles in a cross-border context”. European added value assessment, p.48.
2023/06/06
Committee: REGI
Amendment 11 #

2022/2194(INL)

Motion for a resolution
Recital C
C. Whereas some Member States have already concluded and can resort to bilateral or plurmultilateral treaties and agreements to set up structures and procedures for the removal of cross-border obstacles;
2023/06/06
Committee: REGI
Amendment 14 #

2022/2194(INL)

Motion for a resolution
Recital D
D. Whereas a Union legislative act laying down general provisions and procedural arrangements for Member States to address cross-border obstacles would benefit Member Staetes and EU regions by providing them with a wider array of policy options, and the possibility to design tailor-made solutions depending on the specific obstacle;
2023/06/06
Committee: REGI
Amendment 15 #

2022/2194(INL)

Motion for a resolution
Recital D a (new)
Da. Whereas it would also benefit communities and civil society actors in cross-border regions across the Union who would have a dedicated course of action open to them to signal and address cross-border obstacles;
2023/06/06
Committee: REGI
Amendment 23 #

2022/2194(INL)

Motion for a resolution
Paragraph 1
1. Considers that, in order to face various social, demographic, economic and climate challenges, and their ever- closer consequences, the Union needs to step up its efforts to address persisting cross-border legal and administrative obstacles in the broader context of cohesion through a far more efficient cooperation of border region authorities as well as a new effective instrument;
2023/06/06
Committee: REGI
Amendment 25 #

2022/2194(INL)

Motion for a resolution
Paragraph 2
2. Notes that despite territorial cross- border activities developed over decades, supported and facilitated by the Union with legal and financial instruments, citizens from border regions more often face a discrimination by not having access to the closest and most essential public services, which happens to be on the other side of the border, or their businesses enjoy fewer opportunities;
2023/06/06
Committee: REGI
Amendment 33 #

2022/2194(INL)

Motion for a resolution
Paragraph 5
5. Stresses that a Union-wide coordination framework is needed to ensure cohesion of the Union and to provide all border regions with equal access to a long- awaited solution that allows them to remove obstacles that require a higher degree of effort and cooperation between the Member States concerned;
2023/06/06
Committee: REGI
Amendment 38 #

2022/2194(INL)

Motion for a resolution
Paragraph 8
8. Suggests to call the new coordination framework: “Border Regions’ Instrument for Development and Growth in the EU” (BRIDGEUthe Cross-Border Cooperation Regulation (CBCR);
2023/06/06
Committee: REGI
Amendment 40 #

2022/2194(INL)

Motion for a resolution
Paragraph 9
9. Stresses that regional and local authorities should be involved in a meaningful and inclusive way in the formulation and implementation of measures aimed at removing cross-border obstacles, and that local civil society actors and community groups should be consulted and kept duly informed of the process;
2023/06/06
Committee: REGI
Amendment 45 #

2022/2194(INL)

Motion for a resolution
Paragraph 10
10. Believes that the establishment of Cross-border Coordination Points is crucial to provide public authorities, civil society, citizens, and private bodies with an interlocutor capable of addressing legal or administrative obstacles hampering the implementation of a joint project;
2023/06/06
Committee: REGI
Amendment 46 #

2022/2194(INL)

Motion for a resolution
Paragraph 11
11. Maintains that through Cross- border Coordination Points, Member States shall assess on a voluntary and a case-by- case basis whether and how to address the request for assistance in removing the obstacles and administrative burden;
2023/06/06
Committee: REGI
Amendment 48 #

2022/2194(INL)

Motion for a resolution
Paragraph 12
12. Is of the opinion that a way to boost multilevel governance, innovation, and highstronger cooperation between border regions is to enable Cross-border Coordination Points to establish Cross- border Committees when addressing a complex obstacle that requires higher cooperation among the relevant authorities of border regions on all levels;
2023/06/06
Committee: REGI
Amendment 49 #

2022/2194(INL)

Motion for a resolution
Paragraph 13
13. Underlines that Member States are not obliged to trigger the instrument to address the obstacle, rather their response can vary from deciding not to address it, addressing it through the review of its administrative or legal framework through unilateral actions taken at the national level, soft-law instruments, through existing bilateral or multilateral treaties, or finally through the setting up of a Cross- border Committee tasked with the drafting of an ad-hoc solution to address one or more of the obstacles identified;
2023/06/06
Committee: REGI
Amendment 54 #

2022/2194(INL)

Motion for a resolution
Paragraph 14
14. Emphasises that the adoption of a decision on the implementation of any ad- hoc solution drafted by the Cross-border Committee shall remain at the discretion of the competent authorities at national level, and shall in any case be carried out by Member States in full compliance with their legislative and constitutional framework;
2023/06/06
Committee: REGI
Amendment 59 #

2022/2194(INL)

Motion for a resolution
Paragraph 16
16. Requests that the Commission submit, on the basis of third paragraph of Article 175 of the Treaty on the Functioning of the European Union, a proposal for a rRegulation on a Border Regions’ Instrument for Development and Growth in the EUCross-Border Cooperation (CBCR), following the recommendations set out in the Annex hereto;
2023/06/06
Committee: REGI
Amendment 62 #

2022/2194(INL)

Motion for a resolution
Paragraph 18
18. Is of the view that sufficient funding for the proposals set out herein is required, particularly regarding capacity building in the relevant local and regional authorities, and national authorities where these take on the role of Cross Border Coordination Points, and considers that the financial implications of the requested proposals should be covered by the relevant Union budgetary allocation. Calls in this regard on the Commission to assess whether the implementation of the new Regulation could be facilitated through the mobilisation of Technical Assistance and Information Exchange instrument of the European Commission (TAIEX) or of the Technical Support Instrument, with a view to promote capacity-building of Member States’ authorities at all levels;
2023/06/06
Committee: REGI
Amendment 64 #

2022/2194(INL)

Motion for a resolution
Paragraph 19
19. Instructs its President to forward this resolution and the accompanying recommendations to the Commission and the Council and to the European Committee of the Regions.
2023/06/06
Committee: REGI
Amendment 72 #

2022/2194(INL)

Motion for a resolution
Annex I – paragraph 8 – point 4
(4) The Commission also highlighted that numerous legal barriers still exist in border regions, especially those related to health services, labour regulation, environmental protection, taxes, business development, and barriers linked to differences in administrative cultures and national legal frameworks. Neither European Territorial Cooperation funding nor the institutional support to cooperation by the European groupings of territorial cooperation (EGTCs) is sufficient on its own to address the resolution of those barriers which constitute real obstacles to effective cooperation.
2023/06/06
Committee: REGI
Amendment 73 #

2022/2194(INL)

Motion for a resolution
Annex I – paragraph 8 – point 11
(11) In its assessment of data between 2014-2019, the relevant European Added Value Assesment (EAVA) study by the European Parliamentary Research Service found that removing obstacles would bring significant benefits for NUTS3 border regions and to the entire Union economy. More precisely, a total Gross Value Added (GVA) benefit of a complete removal of legal and administrative barriers would yield around €457 billion, representing 3, 8 % of total 2019 EU GVA. Removing 20% of obstacles for all border regions, would result in a total GVA benefit of €123 billion, representing around 1% of total 2019 EU GVA, as well as total employment benefit of 1 million jobs representing around 0,5% of total employment at EUnion level3 . _________________ 3 EPRS, Mechanism to resolve legal and administrative obstacles in a cross-border context: European added value assessment, PE 740.233, May 2023.
2023/06/06
Committee: REGI
Amendment 78 #

2022/2194(INL)

Motion for a resolution
Annex I – paragraph 8 – point 16
(16) In order to coordinate the tasks of different authorities, which in some Member States will include national and regional legislative bodies, within a given Member State and between those of one or more neighbouring Member States, each Member State should be required to establish or designate a national Cross- border Coordination Point either as a separate body, or within an existing national authority or body, or by entrusting the task to an appropriate existing authority or body. The tasks of the Cross-border Coordination Points are set out in this Regulation.
2023/06/06
Committee: REGI
Amendment 81 #

2022/2194(INL)

Motion for a resolution
Annex I – paragraph 8 – point 19
(19) Following the receipt of an initiative document, the Cross-border Coordination Point of first contact should liaise with all relevant national, regional and local authorities in its Member State and with the Cross-border Coordination Point in the bordering Member State(s) concerned. The Cross-border Coordination Point of first contact should provide the initiator with a preliminary assessment regarding whether the initiative document complies with the requirements set out in this Regulation, and whether the obstacle exists. This preliminary assessment should be made publicly available upon request. The Cross-border Coordination Point of first contact should then be able to decide whether a procedure leading to the conclusion of an ad-hoc solution is to be launched, whether a solution is to be found at national level, or that it considers the removal of one or more obstacles hampering the implementation of a joint project falls within the remit of existing international arrangements. It should also be recalled that the Member State may decide not to address the obstacles. Any decision remains within the discretion of the Member States concerned and should be duly justified and communicated in due time to all the stakeholders involved, and made publicly available upon request .
2023/06/06
Committee: REGI
Amendment 83 #

2022/2194(INL)

Motion for a resolution
Annex I – paragraph 8 – point 23
(23) The conditions for territorial cooperation should be created in accordance with the subsidiarity principle enshrined in Article 5(3) of the Treaty on European Union (TEU) and with the principle of proportionality, as set out in Article 5(4) TEU whereby the content and form of Union action should not exceed what is necessary to achieve the objectives of the Treaties. Therefore, the adoption of this Regulation should not undermine the application of any existing or future bilateral or plurmultilateral treaties or agreements concluded by Member States under international law.
2023/06/06
Committee: REGI
Amendment 87 #

2022/2194(INL)

Motion for a resolution
Article 1 – point 2
2. Member States shall assess on a voluntary and case-by-case basis whether to trigger the procedural arrangements laid down in Chapter II to address an obstacle as referred to in paragraph 1 of this Article.
2023/06/06
Committee: REGI
Amendment 93 #

2022/2194(INL)

Motion for a resolution
Article 3 – paragraph 1 – point 4
(4) 'initiator' means the actor who identifies one or more obstacles and triggers the coordination framework by submitting an initiative document; , and can be a local or regional authority, a civil society organisation or citizen initiative, or other bodies with or without legal personality such as a public service operator1a; _________________ 1a 'Public service operator' Within the meaning of REGULATION (EC) No 1370/2007 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 23 October 2007 on public passenger transport services by rail and by road
2023/06/06
Committee: REGI
Amendment 94 #

2022/2194(INL)

Motion for a resolution
Article 3 – paragraph 1 – point 6
(6) 'area of application' means the area in one or more Member States where an ad hoc legal or administrative solution shall apply, limited to what is strictly necessary for the implementation of the joint project;
2023/06/06
Committee: REGI
Amendment 96 #

2022/2194(INL)

Motion for a resolution
Article 4 – point 1 – point a
(a) designate, at national level, a Cross-border Coordination Point, as a separate body;deleted
2023/06/06
Committee: REGI
Amendment 106 #

2022/2194(INL)

Motion for a resolution
Article 4 – point 2 a (new)
2a. The Member States shall ensure that the authority or body which is established as, or takes on the additional tasks of, a Cross-Border Coordination Point receives the necessary capacity building and support to carry out the tasks described in Article 5.
2023/06/06
Committee: REGI
Amendment 108 #

2022/2194(INL)

Motion for a resolution
Article 5 – point 1 – point a
(a) carry out a preliminary analysis of all initiative documents received, and maintain records of same;
2023/06/06
Committee: REGI
Amendment 109 #

2022/2194(INL)

Motion for a resolution
Article 5 – point 1 – point b
(b) coordinate the preparation, consultation, conclusion, and implementation for all ad- hoc solutions concerning the territory of its Member State;
2023/06/06
Committee: REGI
Amendment 111 #

2022/2194(INL)

Motion for a resolution
Article 5 – point 1 – point d a (new)
(da) identify and liaise with relevant non-governmental organisations and civil society representatives in the respective field;
2023/06/06
Committee: REGI
Amendment 112 #

2022/2194(INL)

Motion for a resolution
Article 5 – point 1 – point e a (new)
(ea) liaise with the initiator and ensure transparency and access to documentation
2023/06/06
Committee: REGI
Amendment 119 #

2022/2194(INL)

Motion for a resolution
Article 6 – point 2
2. The draft ad-hoc solution shall lay down legal or administrative arrangements to address solely the obstacle set out in an initiative document. The conclusion and implementation of the ad-hoc solution shall be entrusted to the competent authorities of the Member States concerned, in full compliance with their legislative and constitutional frameworks.
2023/06/06
Committee: REGI
Amendment 121 #

2022/2194(INL)

Motion for a resolution
Article 6 – point 3
3. Cross-border Committees shall be composed of representatives of the national, regional or local authorities designated by the Cross-border Coordination Points of the Member States concerned. The Cross-border Coordination Points shall make all necessary efforts to allow the participation of regional and local authorities to the Cross-border Committee where the removal of the obstacle falls within their competences or within their territory. Failing their participation, the Cross-border Coordination Points will ensure to keep the relevant local and regional authorities informed of the outcomes of Cross-border Committee meetings.
2023/06/06
Committee: REGI
Amendment 125 #

2022/2194(INL)

Motion for a resolution
Article 7 – point 1 – point e
(e) create, publish and keep an up- dated public database of all national Cross- border Coordination Points and their contact details, and of all ad-hoc solutions.
2023/06/06
Committee: REGI
Amendment 135 #

2022/2194(INL)

Motion for a resolution
Article 10 – point 3 – point b – point ii
(ii) where it considers that the revised initiative document is still not prepared in accordance with Article 9 or that the additional specific information is still not sufficient, it shall, within one month after receipt of the revised initiative document, inform the initiator in writing about its decision to terminate the procedure; this decision shall set out its reasons and shall be kept on record to be made publicly available upon request;
2023/06/06
Committee: REGI
Amendment 136 #

2022/2194(INL)

Motion for a resolution
Article 10 – point 3 – point c
(c) inform the initiator within three months about its assessment that there is no obstacle, while setting out in writing the reasons for its decision, the means of review available at national level to challenge its decision, and, where relevant, recommendations on how to proceed; this decision shall be kept on record to be made publicly available upon request.
2023/06/06
Committee: REGI
Amendment 146 #

2022/2194(INL)

Motion for a resolution
Article 11 – point 3
3. Member States shall inform the Commission of any decision taken under this Article by the Cross-border Coordination Point of first contact , and shall keep such decisions on record to be made publicly available upon request.
2023/06/06
Committee: REGI
Amendment 153 #

2022/2194(INL)

Motion for a resolution
Article 14 – point 2
2. A copy shall be sent for information to the initiator by the Cross- border Coordination Point of first contact, and to the relevant local and regional authorities where they have not been participants in the Cross-border Committee.
2023/06/06
Committee: REGI
Amendment 154 #

2022/2194(INL)

Motion for a resolution
Article 15 a (new)
Article15a Third countries or Accession countries participation 1. This Regulation would apply in the same conditions to Third countries or Accession countries if they decide to trigger the procedural arrangements laid down in Chapter II to address an obstacle as referred to in paragraph 1 of Article 1. 2. The country concerned shall in that case inform the Commission and the Member States concerned in the form of a letter about its intention laid down in paragraph 1 of this Article.
2023/06/06
Committee: REGI
Amendment 15 #

2022/2147(INI)

Draft opinion
Recital C a (new)
C a. whereas the EU biodiversity strategy for 2030 recognises that outermost regions have an exceptionally high biodiversity value and the Commission would welcome the inclusion of outermost regions in the EU Natura 2000 Network of protected areas, which is not yet the case;
2022/12/05
Committee: TRAN
Amendment 16 #

2022/2147(INI)

Draft opinion
Recital C b (new)
C b. whereas outermost regions are particularly threatened by the impact of climate change despite not having contributed in a significant way to the causes of climate change;
2022/12/05
Committee: TRAN
Amendment 19 #

2022/2147(INI)

Draft opinion
Recital D
D. whereas the outermost regions have great potential to develop key sectors such as ecotourism- and soft tourism and particularly renewable energy, especially in the field of transport;
2022/12/05
Committee: TRAN
Amendment 27 #

2022/2147(INI)

Draft opinion
Paragraph 2
2. Points out that, taking into 2. account the dependence of the outermost regions on airEmphasises the crucial importance of air and maritime connections, flights from those regions to the mainland of their respective Member States should be exempt from the EU Emissions Trading System until 2030or outermost regions, and calls on the Commission to take into account the regions’ specific characteristics in the revision of all relevant legal acts;
2022/12/05
Committee: TRAN
Amendment 39 #

2022/2147(INI)

Draft opinion
Paragraph 3 a (new)
3 a. Recognises that sustainable forms of tourism hold significant potential for the further development of outermost regions, as these are connected to many different environmental, economic and societal sectors that can have significant multiplier effects on other industries; calls therefore on the European Commission to make sustainability in tourism the overarching goal of its tourism strategy, rather than only one of its pillars, something that should follow through in related financial programmes and EU policies;
2022/12/05
Committee: TRAN
Amendment 44 #

2022/2147(INI)

Draft opinion
Paragraph 3 b (new)
3 b. Believes that although outermost regions will bear the brunt of the effects of climate change, such regions can also become pioneers in sustainability, by focusing on sustainable tourism in which small-scale, locally-owned businesses that emphasise what makes the destination unique, provides employment to locals, respects the local way of life, and is in harmony with local traditions and natural ecosystems; urges the Commission to foster the development of such new business models;
2022/12/05
Committee: TRAN
Amendment 49 #

2022/2147(INI)

Draft opinion
Paragraph 4
4. Encourages the Commission to support investments in sustainable tourism, including longer stay-tourism, to ensure EU funding for its recovery and sustainable development and to provide the sector with information ona comprehensive guide mapping all available funding opportunities;
2022/12/05
Committee: TRAN
Amendment 52 #

2022/2147(INI)

Draft opinion
Paragraph 4 a (new)
4 a. Regrets the fact that many people in these regions lack basic services, including access to public transport, with knock-on effects for accessing other services, education and economic opportunities; supports the Commission call for further action to improve such access and urges the development of pilot projects and preparatory actions, modelled on policies and initiatives like SUMPs (for urban mobility) and SMARTA (for rural mobility), that aim to bring stakeholders together in order to create a meaningful and coherent sustainable transport offer for citizens and visitors alike;
2022/12/05
Committee: TRAN
Amendment 56 #

2022/2147(INI)

Draft opinion
Paragraph 4 b (new)
4 b. Calls for strict implementation of the recommendation that live animal transports should not last longer than 8 hours1a; _________________ 1a Recommendation to the Council and the Commission following the investigation of alleged contraventions and maladministration in the application of Union law in relation to the protection of animals during transport within and outside the Union 021/2736(RSP)
2022/12/05
Committee: TRAN
Amendment 2 #

2022/2023(INI)

Motion for a resolution
Citation 4 a (new)
— having regard to its resolution of 28 November 2019 on the Climate and environmental emergency1a _________________ 1a https://www.europarl.europa.eu/doceo/doc ument/TA-9-2019-0078_EN.html
2022/10/18
Committee: TRAN
Amendment 9 #

2022/2023(INI)

Motion for a resolution
Citation 16 a (new)
— - having regard to the opinion of the Committee of the Regions on "The New Urban Mobility Framework" (CDR 952/2022)
2022/10/18
Committee: TRAN
Amendment 10 #

2022/2023(INI)

Motion for a resolution
Citation 16 b (new)
— having regard to the recognised social partners in public transport, International Association of Public Transport (UITP) and European Transport Workers’ Federation (ETF) Joint Statement for COP261a; _________________ 1a https://www.etf-europe.org/wp- content/uploads/2021/10/UITP-ETF- Joint-Statement_COP26.pdf
2022/10/18
Committee: TRAN
Amendment 15 #

2022/2023(INI)

Motion for a resolution
Recital A a (new)
Aa. whereas the European Environment Agency has cautioned that transport emissions increased between 2013 and 2019 and with the exception of a drop in 2020 due to lockdowns introduced in response to the Covid-19 pandemic, transport emissions are still projected to grow;
2022/10/18
Committee: TRAN
Amendment 17 #

2022/2023(INI)

Motion for a resolution
Recital A b (new)
Ab. whereas around 23% of EU's transport emissions come from urban areas; whereas 70% of the EU population live in cities today, yet this is projected to reach almost 84% in 2050; whereas modal shift from private cars to more sustainable modes like public transport has been very slow since 1996 with only a slight decrease in passenger cars’ modal share from 73.2% to 71% between 1996 and 2016;
2022/10/18
Committee: TRAN
Amendment 30 #

2022/2023(INI)

Ba. whereas the total cost to society from transport amounts to an estimated €987 billion a year; whereas this figure can be broken down into environmental costs (44 %), accidents (29 %) and congestion costs (27 %); whereas private cars account for €565 billion of these costs but charges from taxes in terms of fuel and ownership, and tolls, cover just under half of these costs (€267 billion) signalling that the external costs from transport have yet to be fully internalised1a; whereas these negative externalities disproportionately affect those on lower incomes; _________________ 1a European Court of Auditors’ special report No 6/2020 on sustainable urban mobility in the EU.
2022/10/18
Committee: TRAN
Amendment 32 #

2022/2023(INI)

Motion for a resolution
Recital C
C. whereas congestion costs the EU around EUR 270 billion a year12 is one of the biggest challenges to urban mobility, which affects most Europeans and costs the EU around EUR 270 billion a year12; whereas this can not only reduce worker productivity by up to 30% but lowers the efficiency of the wider European transport network and contributes massively to air pollution; whereas the European Court of Auditors considers that the Urban Mobility Package has so far not achieved the necessary step- change in urban mobility patterns; _________________ 12 European Court of Auditors’ special report No 6/2020 on sustainable urban mobility in the EU.
2022/10/18
Committee: TRAN
Amendment 34 #

2022/2023(INI)

Motion for a resolution
Recital C a (new)
Ca. whereas the vast bulk of energy used in a car is being used to move the car itself rather than the passengers, which represents an inefficient use of energy, especially compared to other transport modes such as active mobility, micro- mobility, or public transport; whereas the trend of increasing car volumes and sizes further lowers efficiency, while at the same time occupying even more public space and contributing to more congestion; whereas the International Energy Agency estimates that the increase in SUVs in 2020 cancelled out the reduction in oil consumption brought about by Covid-19 restrictions1a; _________________ 1a https://www.iea.org/commentaries/carbon -emissions-fell-across-all-sectors-in-2020- except-for-one-suvs
2022/10/18
Committee: TRAN
Amendment 35 #

2022/2023(INI)

Motion for a resolution
Recital C a (new)
Ca. whereas the past months have seen an unprecedented increase in oil prices, whose evolution is uncertain; whereas it is of utmost importance to reduce the consumption of fossil fuels; whereas speed reduction is an effective measure to achieve so, according to the International Energy Agency;
2022/10/18
Committee: TRAN
Amendment 37 #

2022/2023(INI)

Motion for a resolution
Recital C b (new)
Cb. whereas the current energy crisis is also impacting mobility in urban areas; whereas rising energy prices means that public transport operators face higher operational costs; whereas on the other hand it is essential to further decrease public transport ticket prices, without excluding free transport in certain cases, in order to foster an increased uptake thereof and avoid mobility poverty;
2022/10/18
Committee: TRAN
Amendment 38 #

2022/2023(INI)

Motion for a resolution
Recital C c (new)
Cc. whereas public transport employs 2 million people in local, secure jobs in communities across the EU. It offers a range of career paths and employment opportunities with staff coming from many different backgrounds; whereas during the pandemic, a significant proportion of these staff had to be furloughed and many decided to leave the sector, particularly in Member States with low social security benefits and weak collective bargaining coverage;
2022/10/18
Committee: TRAN
Amendment 39 #

2022/2023(INI)

Motion for a resolution
Recital C d (new)
Cd. whereas a labour shortage in public transport has recently resulted in a reduction of transport services including the cancellation of night and weekend services, and the cutting of routes; whereas this has a negative impact on inclusive mobility, threatening social cohesion and access to jobs, education and health care for the most vulnerable who rely solely on public transport for mobility; whereas mobility poverty is growing across the Union;
2022/10/18
Committee: TRAN
Amendment 40 #

2022/2023(INI)

Motion for a resolution
Recital C e (new)
Ce. whereas according to the "Handbook of external costs of transport" study by the Commission, the current model focused on the ownership of private cars has an estimated average yearly cost of around 1.500 euro per citizen of public money; whereas this represents a large amount of taxpayers money which could be significantly re- directed towards further funding public transport and active mobility infrastructure;
2022/10/18
Committee: TRAN
Amendment 41 #

2022/2023(INI)

Motion for a resolution
Recital D
D. whereas city freight transport and logistics are essential to the functioning of urban economies; whereas the increase in its volumes requires the deployment of sustainable urban logistic plans, with zero-emission last-mile trips as a crucial element therein;
2022/10/18
Committee: TRAN
Amendment 47 #

2022/2023(INI)

Motion for a resolution
Recital E
E. whereas COVID-19 has exacerbated the challenges being faced by urban mobility systems, but has also served as a catalyst to make them more resilient, smarter, safer, more sustainable and accessible; whereas many Member States and local authorities introduced measures to facilitate social distancing that favoured active mobility, such as a widespread network of safe and segregated cycling lanes, which improved liveability by reducing air and noise pollution, and a public realm less dominated by private cars; whereas these measures should be either reintroduced, further expanded and/or made permanent;
2022/10/18
Committee: TRAN
Amendment 49 #

2022/2023(INI)

Motion for a resolution
Recital E a (new)
Ea. whereas a modal shift to more cycling and walking must be seen as a crucial tool to overcome the problems that are associated with urban areas, having a proven ability to improve air quality, reduce congestion, cut greenhouse gas emissions, improve individual health and make roads safer, where good walking and cycling infrastructure exists;
2022/10/18
Committee: TRAN
Amendment 52 #

2022/2023(INI)

Motion for a resolution
Recital E b (new)
Eb. whereas half of the trips by car are for journeys of less than 5 km, and otherwise they are parked 95% of the time on average; whereas 60% of the public realm is devoted to private cars; whereas a more rational usage of both resources is needed;
2022/10/18
Committee: TRAN
Amendment 53 #

2022/2023(INI)

Motion for a resolution
Recital E c (new)
Ec. whereas traffic calming measures, combined with tactical urbanism have proven successful in an increasing number of European cities; whereas this has improved the safety and liveability of the concerned areas and improved the performance of active mobility and public transport, making those modes more attractive; whereas modern urban planning concepts such as the“15- minutes city” allow independence from private car in the daily life within urban areas;
2022/10/18
Committee: TRAN
Amendment 55 #

2022/2023(INI)

Motion for a resolution
Recital E d (new)
Ed. whereas studies have shown that men tend to prefer travelling by private car, and women are more likely to choose alternatives to cars where available, tend to include more stops in the trips, to prefer walking or public transport1a; whereas many cities in the EU today have been largely designed by men and to accommodate cars; whereas there is a link between social status, wealth and ideas of masculinity and car ownership which needs to be broken in order to further promote modal shift; _________________ 1a https://www.vinnova.se/nyheter/2020/02/ minskade-utslapp-om-alla-reser-som- kvinnor/
2022/10/18
Committee: TRAN
Amendment 56 #

2022/2023(INI)

Motion for a resolution
Recital F
F. whereas every year around 22 700 people still lose their lives on the EU’s roads and around 120 000 are seriously injured; whereas 38 % of road fatalities in the EU occur in urban areas, and vulnerable road users such as pedestrians and cyclists account for 70 % of deaths; whereas progress in reducing these figures has stagnated in recent years and the EU’s target of halving the number of road deaths between 2010 and 2020 was not met;
2022/10/18
Committee: TRAN
Amendment 58 #

2022/2023(INI)

Motion for a resolution
Recital F a (new)
Fa. whereas the European Environmental Agency (EEA) estimates that in 2018 long-term exposure to particulate matter with a diameter of 2.5 μm or less (PM 2.5) in Europe was responsible for approximately 417 000 premature deaths, of which around 379000 were in the EU-28; whereas EU thresholds are well above WHO guidelines for most pollutants, with special concern regarding the lack of a daily limit for PM2.5; whereas like Covid- 19, this represents a public health emergency that requires immediate action1a; _________________ 1a https://www.eea.europa.eu/highlights/mar ked-improvement-in-europes-air
2022/10/18
Committee: TRAN
Amendment 61 #

2022/2023(INI)

Motion for a resolution
Recital F b (new)
Fb. whereas more than half a million deaths each year in the EU can be attributed to a higher than ideal body mass index (BMI) and almost 60% of EU adults had high BMI in 2016; whereas 19-29% of the adult population across different Member States is affected by obesity; whereas Member States spend almost 7 percent of their budgets treating health conditions related to obesity including diabetes, cardiovascular diseases and cancer; whereas costs related to obesity amount to €70 billion1a; whereas active mobility contributes to tackling these health issues and could play an even greater role with EU support; _________________ 1a https://ec.europa.eu/jrc/en/news/worldobe sity- day-23-adults-eu-live-obesityanother- 36-pre-obesity-silent-health-crisis
2022/10/18
Committee: TRAN
Amendment 63 #

2022/2023(INI)

Motion for a resolution
Recital G
G. whereas the rules and requirementssafe speed management, road infrastructure standards and guidance regarding active mobility, new forms of zero-emission mobility and micro-mobility are still underdeveloped or vary between Member States;
2022/10/18
Committee: TRAN
Amendment 68 #

2022/2023(INI)

Motion for a resolution
Recital G a (new)
Ga. whereas an increase in the number of lightweight powered vehicles and Suburban Utility Vehicles (SUVs) of increased mass and size gives rise to conflict in the sharing of limited road- space, and increased danger posed to vulnerable road users; recognises the need for speed limitations for vehicles and dedicated training for drivers in line with a Vizion Zero approach to ensure the safety of vulnerable road users, and notes that heavy vehicles cause accidents of greater severity and more fatalities;
2022/10/18
Committee: TRAN
Amendment 70 #

2022/2023(INI)

Motion for a resolution
Recital H
H. whereas the number of accidents involving electric scooters and other new forms of urban mobility has increased ovmotorised transport are significantly overrepresented in fatal crashes across all road-user groups although, with vulnerable road users the past two yearose still at greatest risk amongst the victims;
2022/10/18
Committee: TRAN
Amendment 74 #

2022/2023(INI)

Motion for a resolution
Recital I
I. whereas consumer e-commerce deliveries grew by 25 % in 2020 as a consequence of the pandemic, and the increase in ‘last-mile’ deliveries is likely to persist13 , including an increased impact on transport in urban areas; _________________ 13 COM (2021)0811, chapter 2.6, paragraph 46.
2022/10/18
Committee: TRAN
Amendment 77 #

2022/2023(INI)

Motion for a resolution
Recital J
J. whereas urban accessibility plays a vital role inshould fully enablinge groups with special needs, such as persons with disabilities and reduced mobility, the elderly, children or people accompanying children to fully exercise their right to mobility, study, play and work;
2022/10/18
Committee: TRAN
Amendment 87 #

2022/2023(INI)

Motion for a resolution
Paragraph 1
1. Points out that in order to meet its ambitious economic, environmental, digital, health and societal objectives, urban mobility in the EU needs to be guided by smart, competitive, more sustainable and multimodal transport solutionssustainable, active and multimodal transport solutions that prioritise the public good; strongly believes that a modal shift to public transport, active mobility, and shared mobility solutions, such as public bicycles, must be the first priority in any urban mobility transport framework in order to ensure safe, affordable, accessible and sustainable mobility for all; stresses that such an approach is the most cost- effective approach for society given the massive negative externalities of the current transport system;
2022/10/18
Committee: TRAN
Amendment 92 #

2022/2023(INI)

Motion for a resolution
Paragraph 1 a (new)
1a. Underlines that a massive modal shift towards public transport and active mobility, as well as rail for longer distances, is the most effective way to achieve climate neutrality in urban and peri-urban mobility; considers that the involvement and participation of citizens at local, regional, national and European level in the design of SUMPs is essential to best respond to this challenge to secure the necessary support amongst the public, by bringing all stakeholders together in planning a high-quality service that meets the needs and expectations of all;
2022/10/18
Committee: TRAN
Amendment 106 #

2022/2023(INI)

Motion for a resolution
Paragraph 2
2. Stresses that all modes of transport have their role to play and that the modal shift cannot simply be imposed upon people but must be supported by people;deleted
2022/10/18
Committee: TRAN
Amendment 108 #

2022/2023(INI)

Motion for a resolution
Paragraph 2
2. Stresses that alldifferent modes of transport have their role to play and thatbring different benefits and costs and that a sustainable mobility plan must consider all modes, but give clear priority for those modal shift cannot simply be imposed upon people but must be supported by peoplees with the greatest benefit to society, namely sustainable and active modes, such as walking, cycling and public transport, which have a proven capability to improve mobility, road safety and liveability in urban areas and contribute to the achievement of EU’s social, economic, climate and environmental goals;
2022/10/18
Committee: TRAN
Amendment 109 #

2022/2023(INI)

Motion for a resolution
Paragraph 2
2. Stresses that all modes of transport have their role to play and that the modal shift cannot simply be imposed upon people but must be supported by peoplemodal shift towards greener options and active mobility will be supported by people provided it offers door-to-door solutions; highlights that a majority of respondents (59%) are ready to move away from cars to more environmentally friendly forms of transport for their daily mobility, according to the Special Eurobarometer 495 on Transport and Mobility, published in July 2020;
2022/10/18
Committee: TRAN
Amendment 125 #

2022/2023(INI)

Motion for a resolution
Paragraph 3
3. Calls for support for the use of zero- and low-carbon private mobility, complemented by efficientmeasures minimising the volume of private mobility, including further deploying a reliable and punctual network of efficient, comfortable and affordable collectivepublic transport services and other modes of transport that bring various options to the market, in order to boost competition and therebywith enough frequency, complemented by other active and zero-emission modes of transport that bring various flexible options, coordinated by local public transport authorities, in order to provide better and more valuable solutions for citizens;
2022/10/18
Committee: TRAN
Amendment 126 #

2022/2023(INI)

Motion for a resolution
Paragraph 3
3. Calls for the EU and Member States to strongly support for the use of zero- and low-carbon privatsustainable mobility, complemented byparticularly through efficient and affordable collective public transport services and otheractive modes of transport that bring various options to the market, in order to boost competition and therebywhich should be placed at the heart of the transport system, in order to provide better and more valusustainable solutions for citizens;
2022/10/18
Committee: TRAN
Amendment 132 #

2022/2023(INI)

Motion for a resolution
Paragraph 3 a (new)
3a. Stresses the importance of public transport not only in facing the climate challenges but also in its socioeconomic dimension, namely in providing social cohesion as well as secure, quality and local employment; emphasises that public transport systems need to deliver both excellent levels of service and a good work environment and social protection for employees and points to the importance of ensuring motivated and well-trained staff with good work conditions for improving the users' experience;
2022/10/18
Committee: TRAN
Amendment 135 #

2022/2023(INI)

Motion for a resolution
Paragraph 3 b (new)
3b. Highlights the success of measures to significantly lower ticket prices taken in different EU cities and Member States, either temporarily as a response to the energy crisis or permanently; points to the increase in demand for these mobility schemes which offer free or partially free public transport and suggests the Commission to elaborate a study on the different experiences and their impact on mobility patterns;
2022/10/18
Committee: TRAN
Amendment 139 #

2022/2023(INI)

Motion for a resolution
Paragraph 4
4. Calls for better accessibility and connectivity between urban, peri-urban and rural areas, as well as multi-modal passenger hubs and further calls for unhindered access to smart, sustainable and affordable transport to be guaranteed for all; points out to the opportunity to develop and deploy on-demand public transport services on those peri-urban and outlying rural areas and calls on the Commission to provide support for trialling such solutions and exchange best practices;
2022/10/18
Committee: TRAN
Amendment 146 #

2022/2023(INI)

Motion for a resolution
Paragraph 4 a (new)
4a. Stresses in this regard the important role that urban, sub-urban and regional trains have to play further in terms of daily commuting to and from urban areas; insists that adequate investments need to be guaranteed in order to ensure a reliable service in terms of frequency and punctuality, as well as adapting rolling stock, where necessary, to enable sufficient space for well- designed bike parking, in order to allow a substantial increase in the use of rail and bicycles in combination;
2022/10/18
Committee: TRAN
Amendment 154 #

2022/2023(INI)

Motion for a resolution
Paragraph 5
5. Calls on all the parties involved to adopt measures that could better ensure road safety, such as ensuring quality training, enforcement of working time limits, deploying means to detect safety- related events or conditions, always putting vulnerable road users at the centre of mobility design, and also by taking into account users from groups with special needs; suggests the local authorities adopt the Safe System approach, setting road safety targets and dedicating an appropriate budget for such purposes;
2022/10/18
Committee: TRAN
Amendment 166 #

2022/2023(INI)

Motion for a resolution
Paragraph 6
6. Affirms that urban transport should be more accessible; encourages the Commission, in this context, to propose guidelines regarding accessibility, safety and security for transport users and particularly for those from groups with special needs; highlights the key role artificial intelligence (AI) and digital solutions can play in this regardcalls for a more comprehensive approach to ensure accessibility throughout the journey; highlights the key role digital solutions can play in this regard, but recalls that physical barriers are still the main reason for accessibility problems for persons with reduce mobility; insists on prioritising these needs when designing publics spaces, starting with ensuring that footpaths are wide enough, properly paved and maintained, without inconveniently placed sign posts or sewage drains and with the necessary physical and acoustic references for visually impaired people; considers that adequate enforcement measures need to be put in place to ensure citizen awareness about the need to keep footpaths free from temporary obstacles, such as badly-parked micro-mobility devices and other vehicles or trash bags and bins among others;
2022/10/18
Committee: TRAN
Amendment 170 #

2022/2023(INI)

Motion for a resolution
Paragraph 6 a (new)
6a. Notes that raised pedestrian and cycling crossings at crossroads improve safety by slowing down cars; highlights that this also improves accessibility for people with reduced mobility, by reducing the necessity to change levels using a stes or ramped surface when crossing carriageways at junctions; calls for targeted plans to make cycling more accessible to people with reduced mobility;
2022/10/18
Committee: TRAN
Amendment 176 #

2022/2023(INI)

Motion for a resolution
Paragraph 7
7. Stresses its concern at the shortcomings in the regulation of micro- mobility in many Member States, as it does not facilitate this type of transportation and poses risks for people’s safety; invites the Commission, in this contextUrges the Commission, to collaborate with the Member States to draw up common road-safety guidelines and, recommendations for micro-mobility such as speed limits, helmet requirements, or trainingand common infrastructure standards for active mobility as set out in the Road Infrastructure Management Directive; encourages the Member States to proceed with the adaptation of their national legislation and to launch information campaigns about the economic, health, environmental and societal benefits of modal shift to public transport and active mobility, and the related costs of failing to do so;
2022/10/18
Committee: TRAN
Amendment 182 #

2022/2023(INI)

Motion for a resolution
Paragraph 7 a (new)
7a. Asks the Commission to establish a harmonised yearly “EU car-free day”, as an effective means to show across the Union the possibilities and future benefits in terms of collective well- being of diminishing the central role of cars in our cities; invites cities and towns in the different Member States to go further and establish monthly or weekly car-free days;
2022/10/18
Committee: TRAN
Amendment 185 #

2022/2023(INI)

Motion for a resolution
Paragraph 8
8. Calls further on the Commission to harmoniseconsider harmonising only technical standards and requirements regarding types of micro- mobility transport;
2022/10/18
Committee: TRAN
Amendment 189 #

2022/2023(INI)

Motion for a resolution
Paragraph 8 a (new)
8a. Believes that the European Commission needs to do more to promote active mobility across the entire EU, including by coming forward with a dedicated cycling strategy and other promotional efforts, such as making 2023 the European Year of Active Mobility; urges the Commission to consider the bicycle supply chain in the EU a strategic sector within the EU’s industrial strategy;
2022/10/18
Committee: TRAN
Amendment 191 #

2022/2023(INI)

Motion for a resolution
Paragraph 8 b (new)
8b. Notes that poor working conditions and precarious employment practices, which are often associated with the so-called ‘gig economy’, are contributing to driver fatigue as well as increased risk-taking, and therefore represent a heightened road safety risk;
2022/10/18
Committee: TRAN
Amendment 192 #

2022/2023(INI)

Motion for a resolution
Paragraph 8 c (new)
8c. Acknowledges the gender-cycling- gap, indicating that in many EU countries the share of female participation in cycling is considerably lower than that of men; calls for targeted plans to increase the female cycling uptake, given women currently experience a higher barrier of entry to cycling; notes the higher risk aversion of female cyclists1a and highlights that segregated cycling lanes and increased safety standards, including signalling, not only increase ridership overall but also support the closing of the gender-cycling-gap; calls for secure cycle parking, as well as minimum requirements of shower and hygiene facilities in offices and public buildings, ensuring that they fit particularly the needs of female cyclists; _________________ 1a https://www.sciencedirect.com/science/arti cle/pii/S0967070X20300809
2022/10/18
Committee: TRAN
Amendment 198 #

2022/2023(INI)

Motion for a resolution
Paragraph 9
9. Highlights that urban infrastructure planning should contribute to a smart and sustainable transport transition, allowing for multimodality and ensuring quality of life in cities; recommends, in this regard, incorporating active mobility and micro- mobility, as well as underdeveloped sustainable transport modes, into sustainable urban mobility plans, reducing the current centrality of private cars and re-gaining public space which can be repurposed for green areas, sustainable urban drainage systems and commercial activities;
2022/10/18
Committee: TRAN
Amendment 200 #

2022/2023(INI)

Motion for a resolution
Paragraph 9 a (new)
9a. Insists that urban infrastructure planning should be developed in accordance with EU standards on road safety, including standards for safety of cycling infrastructure and other active modes, such as pedestrian and cycling tracks, lanes, bridges, tunnels, parking areas and fast recharging points for L- category vehicles; calls on the Member States and regional authorities to ensure continuity and safety of cycling infrastructure in new building and upgrading of road infrastructure;
2022/10/18
Committee: TRAN
Amendment 205 #

2022/2023(INI)

Motion for a resolution
Paragraph 10
10. Encourages Member States and local authorities to join forces to promote and implement sustainable urban mobility plans, respecting the principle of subsidiarity (SUMPs), which should incorporate concrete objectives and related targets in terms of modal shift towards active mobility and public transport, whose full fleet should progressively become zero- emissions before 2030;
2022/10/18
Committee: TRAN
Amendment 208 #

2022/2023(INI)

Motion for a resolution
Paragraph 10 a (new)
10a. Stresses the importance of traffic circulation plans, including low traffic neighbourhoods, as they offer significant potential to reduce emissions, increase safety and avoid congestion; suggest adopting modal priority policies based on increased efficiency, safety, and affordability and emphasises that vulnerable road users, particularly pedestrians and cyclists, have to be at the top of the hierarchy, followed by public transport; calls for the use of zoning that restrict direct routes for personal motorised vehicles, while granting direct access for active mobility like cycling, thus providing a comparative modal advantage; suggests a revaluation of priority traffic lights at crossroads, including the introduction of advanced stop lines, toucan crossings, right turn on red among other features that safely make the cycling journeys safer and smoother, such as bi-directionality for bicycles in most of the streets, while exploring also the possibility of rain sensor traffic lights giving quicker priority to bicycles on rainy days; notes that older traffic light systems do not detect the presence of cyclists and should be upgraded;
2022/10/18
Committee: TRAN
Amendment 211 #

2022/2023(INI)

Motion for a resolution
Paragraph 10 b (new)
10b. Stresses the importance of safe bicycle parking and storage facilities in proximity to start and end destinations; calls for the development and support of projects offering secure bicycle storage for citizens without access to private storage; recognises that the emergence of electric bicycles demands higher safety standards with regards to storage; notes the increased number of thefts of electric bikes;
2022/10/18
Committee: TRAN
Amendment 213 #

2022/2023(INI)

Motion for a resolution
Paragraph 10 c (new)
10c. Notes that speeding is a key factor in around 30 % of fatal road crashes and an aggravating factor in most crashes; considers that lower speed limits, such as 30km/h in residential areas, generate a positive synergy between economies in terms of energy savings, safety and sustainability, also in urban areas; recalls the “Vision Zero” targets and urges the Commission and the Member States to prioritise investing in speed enforcement; requests also the Commission to better integrate the EU road safety targets and actions into the guidelines on the sustainable urban mobility plans by monitoring and promoting best practices, including establishing an indicator on using EU funding for improve urban road safety effectively;
2022/10/18
Committee: TRAN
Amendment 220 #

2022/2023(INI)

Motion for a resolution
Paragraph 12
12. Welcomes the Commission’s proposal for a reinforced approach to TEN- T urban nodes as being necessary to address missing links and poor connections that remain a major challenge; highlights, in particular, the need to reinforce seamless connectivity between rural, peri-urban and urban areas, allowing effective and accessible commuting without the need of a private car, with an interoperable infrastructure backbone of sustainable modes of transport, such as rail, public transport and inland waterways, in combination with active mobility; considers in this regard that the EuroVelo network should be better integrated into the TEN-T in order so as not to obstruct the connectivity of the cycling network;
2022/10/18
Committee: TRAN
Amendment 225 #

2022/2023(INI)

Motion for a resolution
Paragraph 12 a (new)
12a. Highlights the untapped potential of inland waterways in urban areas, as illustrated in the Sustainable and Smart Mobility Strategy, particularly on urban areas which are becoming more and more congested; asks Member States to encourage their local authorities to include in their SUMPs the goal of making better use of inland waterways in cities and to come up with concrete proposals that aim to boost logistics over our inland waterways and take into account end delivery via cargo bikes, boosting the modal shift; calls on the Commission, in this regard, to enhance its collection of urban mobility data for waterborne passenger transport and freight and highlights the potential of inland waterway transport for the last mile in urban sustainable logistics;
2022/10/18
Committee: TRAN
Amendment 233 #

2022/2023(INI)

Motion for a resolution
Paragraph 13
13. Considers that border cities should have the capacity to provide efficient and seamless cross-border daily transport while addressing missing links and bottlenecks, particularly in terms or rail infrastructure and services; and ensuring better and more sustainable connectivity between European capitals and major cities; highlights, in this regard, that high-speed train and night train services should be better deployed; stresses that one of the main competitive advantages of rail compared to aviation is that it can provide a link between city centres; urges in this regard all the concerned authorities to remove any existing barriers and accomplish this central connection in European cities where this is not yet the case;
2022/10/18
Committee: TRAN
Amendment 235 #

2022/2023(INI)

Motion for a resolution
Paragraph 13 a (new)
13a. Welcomes the Commission for the Revision Proposal of the Energy Performance of Buildings Directive, which include minimum requirements for bicycle parking in all new and renovated residential and non-residential buildings in the EU; suggests however to rethink the approach of linking bicycle parking requirements with car parking space requirements and believes that Member States and the local level should update building codes where possible to set maximum car parking space requires, as opposed to minimum requirements in order to progressively reduce the number of car parking spaces in cities particularly where is an oversupply or sufficient number of car parking spaces, or the area is well-served by public transport and other sustainable transport mode infrastructure;
2022/10/18
Committee: TRAN
Amendment 239 #

2022/2023(INI)

Motion for a resolution
Paragraph 13 b (new)
13b. Calls for adequate infrastructure to be deployed enabling bi-modality between bicycle and rail, supported by public transport, allowing effective zero- emission commuting or leisure travelling; insists on the importance in this regard to make train stations fully accessible also for this purpose, as well as ensuring enough safe parking spaces therein and in any other inter-modal exchange hub with other forms of public transport, such as bus or tram;
2022/10/18
Committee: TRAN
Amendment 241 #

2022/2023(INI)

Motion for a resolution
Paragraph 13 c (new)
13c. Advocates for including minimum requirements for e-bike charging facilities in the sustainable urban mobility plans, as well as minimum number of parking spaces adequate for bicycles with larger dimensions, such as three-wheeled bikes for people with limited mobility and cargo bikes, both in public and private spaces;
2022/10/18
Committee: TRAN
Amendment 246 #

2022/2023(INI)

Motion for a resolution
Paragraph 14
14. Stresses that urban mobility ambitions and targets require adequate, long-term financing, even more so in light of rising costs due to the energy crisis provoked by the war in Ukraine, as well as other non-financial support instruments; calls, in this regard, for a mix of sufficient public, private national and European funding, including the involvement of the European Investment Bank, and the swift implementation of the relevant existing EU programmes and projects, allowing an increase in the funding available, including direct allocation to local authorities where possible, while paying particular attention to the needs of smaller cities and towns; further calls for ambitious urban mobility financing beyond the 2021-2027 multiannual financial framework;
2022/10/18
Committee: TRAN
Amendment 252 #

2022/2023(INI)

Motion for a resolution
Paragraph 14 a (new)
14a. Considers that effective CO2 taxes are an important tool of climate-friendly mobility policies; insists in this regard that revenues from CO2 taxes should be channelled into the funding of rail, public transport and cycling network funding in order to accelerate the necessary modal shift within the ecological transition;
2022/10/18
Committee: TRAN
Amendment 256 #

2022/2023(INI)

Motion for a resolution
Paragraph 14 a (new)
14a. Notes that decarbonisation is often easier in urban areas given, among other things, greater population density, and that therefore decarbonisation should take place significantly quicker in these areas;
2022/10/18
Committee: TRAN
Amendment 258 #

2022/2023(INI)

Motion for a resolution
Paragraph 14 b (new)
14b. Given differing mobility patterns and needs between women and men, the SUMP guidelines should incorporate stronger gender mainstreaming1a; _________________ 1a Study requested by the FEMM Committee: Women and Transport
2022/10/18
Committee: TRAN
Amendment 260 #

2022/2023(INI)

Motion for a resolution
Paragraph 14 b (new)
14b. Strongly believes that the energy crisis precipitated by the war in Ukraine demonstrates an even greater need to eliminate all dependence on fossil fuels, which had it been followed before would have left the EU in a better position when it comes to energy security;
2022/10/18
Committee: TRAN
Amendment 262 #

2022/2023(INI)

Motion for a resolution
Paragraph 15
15. Supports the integration of the freight dimension into sustainable urban mobility plans in order to accelerate sustainable urban logistics plans and low- to duly contribute to climate neutrality through zero-emissions solutions to city freight transport, including rail, commercial cargo bikes and inland waterways, with the use of new distribution models, dynamic routing and multimodal connections; stresses the importance of decarbonising urban logistics, by means of zero-emissions vehicles and particularly adapted electric cargo-bike solutions; welcomes existing initiatives in EU cities that restrict the circulation of heavy goods vehicles in urban areas at certain peak times;
2022/10/18
Committee: TRAN
Amendment 267 #

2022/2023(INI)

Motion for a resolution
Paragraph 15 a (new)
15a. Points out that commercially-used cargo bikes are in many instances more efficient and sustainable than light commercial vehicles in urban mobility settings; calls on the Commission to analyse data from cycle logistics hubs of companies using cargo bikes in their supply chain;
2022/10/18
Committee: TRAN
Amendment 269 #

2022/2023(INI)

Motion for a resolution
Paragraph 16
16. Calls on the Member States to ensure the availability of recharging and alternative fuels refuelling infrastructure, pursuant to the alternative fuels infrastructure regulation, in cooperation with local and regional authorities; invites the Member States to collaborate with the Commission to create incentives for individuals and businesses to take up zero- and low-carbemission modes of transport;
2022/10/18
Committee: TRAN
Amendment 275 #

2022/2023(INI)

Motion for a resolution
Paragraph 16 a (new)
16a. Underlines the fact that corporate vehicle fleets (of both passenger vehicles and vans) across the EU account for 20% of total light and heavy-duty vehicles, but are responsible for half the emissions from road transport; Calls on the Commission to propose a new Zero Emission Fleets Regulation mandating any company with a fleet size of 25 vehicles or more to acquire at least half of its new cars and vans as zero emission vehicles from 2025 and 100% from 2030, as well as requiring high-mileage fleets (i.e. taxi, private hire, delivery vans, etc.) in urban areas to go zero emission by 2030;
2022/10/18
Committee: TRAN
Amendment 280 #

2022/2023(INI)

Motion for a resolution
Paragraph 16 b (new)
16b. Welcomes the ‘EU Save Energy’ recommendations on lowering speeds to save energy which not only helps reduce energy consumption, but also brings benefits in terms of road safety;
2022/10/18
Committee: TRAN
Amendment 281 #

2022/2023(INI)

Motion for a resolution
Paragraph 16 c (new)
16c. Points to the correlation between vehicle size and mass and its overall energy consumption, as well as the increased risk towards third parties, particularly vulnerable road users; considers that the Clean Vehicles Directive has a role to play through public procurement, not only in promoting zero- emission fleets of buses and other public transport service vehicles, but also in promoting the use of smaller and lighter cars used by the public services and authorities;
2022/10/18
Committee: TRAN
Amendment 283 #

2022/2023(INI)

Motion for a resolution
Paragraph 17
17. Highlights that AI and digitalisation can improve efficiency, safety and affordability, and decrease greenhouse gas emissions; stresses that available technology allows for seamless multimodal integration, including single- ticketing, provided that scheduling and real-time date is properly shared by the different operators;
2022/10/18
Committee: TRAN
Amendment 298 #

2022/2023(INI)

Motion for a resolution
Paragraph 18
18. Calls for the further development and implementation of ‘mobility as a service’ (MaaS) across Europe, further incorporating the zero-emissions ambition as a core objective therein, and retaining public transport as its backbone;
2022/10/18
Committee: TRAN
Amendment 303 #

2022/2023(INI)

Motion for a resolution
Paragraph 18 a (new)
18a. Considers that investing in infrastructure and an adequate service for a public system of shared bicycles and electric bicycles in urban areas, duly enhanced by digital technology, contributes to the threefold objective of reducing emissions and air pollution, promoting active mobility, and minimising congestion;
2022/10/18
Committee: TRAN
Amendment 312 #

2022/2023(INI)

Motion for a resolution
Paragraph 19
19. Stresses the importance of smart parking management, adeploying park-and-ride and kiss-and-ride drop-off intermodal exchange nodes at the external city accesses with associated fare benefits for regular users, as they offers significant potential to reduce emissions, avoid congestion and save time; calls for the use of smart parking mobile apps to be enhanced in order to facilitate access to parking spaces and park-and-ride facilities, and to increase their availability and the range of payment methods;
2022/10/18
Committee: TRAN
Amendment 314 #

2022/2023(INI)

Motion for a resolution
Paragraph 19 a (new)
19a. Notes that cities and local authorities are directly facing most of the impacts of air pollution; recalls that exposure to fine particulate matter increases the number of premature deaths in Europe; underlines that road traffic is still a major source of air pollution in cities, especially nitrogen oxides; calls thus on the Commission, in order to improve air quality in cities, to swiftly propose ambitious Euro 7/VII rules, namely the next generation of vehicle air pollutants emissions limits, ensuring that brake particle emissions are included within the scope;
2022/10/18
Committee: TRAN
Amendment 318 #

2022/2023(INI)

Motion for a resolution
Paragraph 19 b (new)
19b. Emphasises that all efforts in decongestion will ultimately be to the benefit of the punctual use for emergency-related vehicles, such as ambulances, firefighting trucks or police vehicles, which will be able to reach their destinations much quicker and safer, as well as taxi services used by citizens when the occasion requires it;
2022/10/18
Committee: TRAN
Amendment 320 #

2022/2023(INI)

Motion for a resolution
Paragraph 19 c (new)
19c. Deeply regrets the Commission’s decision to again delay the Euro 7/VII proposal within its 2022 Work Programme, which casts doubt over its “Zero Pollution Ambition” and its commitment to the European Green Deal, and jeopardises the industry’s ability to plan the required engineering changes;
2022/10/18
Committee: TRAN
Amendment 322 #

2022/2023(INI)

Motion for a resolution
Paragraph 20
20. Notes with concernWelcomes that urban vehicle access regulations (UVARs) are leading to further fragmentation of the single European transport area, while also going against the principles of the single market; highlights in this regard the importance of smart solutions better informing drivers about their compliance with certain rules; becoming mainstream in European cities, as they are a crucial tool in helping urban areas address the negative externalities of road transport, particularly in reducing congestion, emissions and air pollution; highlights that the Court of Justice recognized that UVARs do not create obstacles to the Single Market1a and considers that they should be promoted in order to improve liveability in cities and foster modal shift, as they make active modes and public transport more attractive and competitive; highlights in this regard the importance of Low Emission Zones in improving air quality and the need to consistently enforce compliance with those rules; _________________ 1a Judgment in Joined Cases C-177/19 P Germany - Ville de Paris and Others v Commission, C-178/19 P Hungary - Ville de Paris and Others v Commission and C- 179/19 P Commission v Ville de Paris and Others
2022/10/18
Committee: TRAN
Amendment 331 #

2022/2023(INI)

Motion for a resolution
Paragraph 20 a (new)
20a. Welcomes local initiatives to tackle noise emissions from transport given the negative impact on human health and biodiversity, including for example the use of noise radars in Paris; believes the Commission should identify and promote such initiatives including through its guidelines on SUMPs, and Member States should deploy such tools more widely;
2022/10/18
Committee: TRAN
Amendment 336 #

2022/2023(INI)

Motion for a resolution
Paragraph 21 a (new)
21a. Strongly urges the Commission not to delay any further legislative proposals it has promised that affect urban mobility, particularly multimodal ticketing; notes that a 2019 Eurobarometer study found that a single ticketing tool for all urban journeys in any European city would be the most useful for personal mobility;
2022/10/18
Committee: TRAN
Amendment 338 #

2022/2023(INI)

Motion for a resolution
Paragraph 22
22. Urges the development of an appropriate legal and policy framework for the use of AI in sustainable and smart mobility and transport; stresses that digital solutions must be introduced in an inclusive and participatory way to achieve accessible transport for all user groups, and considers that while they may help improve public transport and user experience, they must neither replace staff and in-person services for users nor result in different levels of service for users based on digital skills and access to technology;
2022/10/18
Committee: TRAN
Amendment 342 #

2022/2023(INI)

Motion for a resolution
Paragraph 22 a (new)
22a. Encourages the Commission, Member States and local authorities to mandate businesses to adopt sustainable mobility plans that facilitate the transition and related practices, including tailored benefits for those who choose public transport and active mobility options over private cars for their commute;
2022/10/18
Committee: TRAN
Amendment 343 #

2022/2023(INI)

Motion for a resolution
Paragraph 22 b (new)
22b. Suggests that a comprehensive impact assessment should be undertaken on urban air mobility before any measure or plan is adopted in this field, in order to properly evaluate the potential consequences in terms of safety, noise and other concerning aspects; considers that any future use of the urban air space should be restricted in volume and linked to a limited range of punctual emergency services;
2022/10/18
Committee: TRAN
Amendment 14 #

2022/2008(INI)

Draft opinion
Recital B a (new)
Ba. whereas a Eurobarometer survey from October 2021 indicated that 82% of Europeans are willing to change their travel habits for more sustainable practices, including consuming locally sourced products, reducing waste and water consumption, travelling off-season or to less visited destinations and choosing transport options based on their ecological impact;
2022/04/07
Committee: TRAN
Amendment 17 #

2022/2008(INI)

Draft opinion
Recital B b (new)
Bb. whereas the unprecedented military aggression against Ukraine by the Russian Federation has demonstrated again the urgent need to end the EU’s dependence on fossil fuels not only from a climate but also from a geo-political perspective; whereas the share of Russian gas in the EU’s gas consumption is still nearly 40% and Russia remains the main supplier of EU imports of crude oil and coal; whereas the EU needs to diversify as fast as possible its energy sources and accelerate the rollout of the most energy efficiency transport modes and increase the utilisation of renewable energy in the transport sector whilst simultaneously supporting clean industrial processes and supply chains;
2022/04/07
Committee: TRAN
Amendment 27 #

2022/2008(INI)

Draft opinion
Paragraph -1 (new)
-1. Notes the update of the Industrial Strategy; stresses that to be a true transformational strategy the European Green Deal and digital transition need to be at its core thereby reducing the EU’s dependencies and ensuring a level playing field for European industry, including the transport sector, while going through the transition, and creating the base for becoming a competitive front-runner in establishing a net-zero GHG emission economy. Notes that Russia's military aggression against Ukraine has led to increased transport costs in Europe, including those related to energy and fuel usage, and this is having an immediate and negative effect across industry and society as a whole; Recognises that there are numerous transport measures that can help reduce these impacts on end- users whilst also benefiting the environment and human health through reduced greenhouse gas emissions and air pollution;
2022/04/07
Committee: TRAN
Amendment 28 #

2022/2008(INI)

Draft opinion
Paragraph -1 a (new)
-1a. Calls on the Commission to bring forward an urgent action plan to foster both an industrial and societal shift towards lowest energy mobility in order to counteract the immediate effects of the Russian aggression in Ukraine, to help a rapid shift towards a climate neutral industry and society, to tackle mobility poverty and improve social cohesion by way of reducing energy use in the transport sector through measures such as lower speed limits, avoiding unnecessary high carbon travel through supporting home working and enacting car free days in urban areas, supporting ultralow cost public transport, supporting rail transport over aviation and putting in place measures that encourages the manufacturing and use of shared mobility modes as well as micro-mobility, cycling and walking;
2022/04/07
Committee: TRAN
Amendment 29 #

2022/2008(INI)

Draft opinion
Paragraph -1 b (new)
-1b. Stresses that the EU needs to adopt a more strategic approach on diversifying and making more sustainable global value chains and the supply of critical materials in the transport sector, in particular in times of crisis; calls in particular to significantly reduce energy dependence, especially on Russian gas, oil, coal and nuclear, by, inter alia, massively investing in energy efficiency measures and increased renewable capacities while enhancing demand-side flexibility and direct electrification where feasible; further stresses that the acceleration of the implementation of the Green Deal will strengthen the Union and increase its autonomy;
2022/04/07
Committee: TRAN
Amendment 30 #

2022/2008(INI)

Draft opinion
Paragraph -1 c (new)
-1c. Calls on the Commission to present as soon as possible clear science- based transition pathways for the mobility and transport sectors in alignment with the EU climate targets and environmental goals, in order identify concrete actions and interim targets, including in the area of R&I, battery development, embedded carbon emissions, infrastructure, technologies and skills to ultimately reach the goal of climate neutrality and a more circular economy as well as ensuring consistency and synergy among EU policies and objectives, funding and regulatory instruments that support industries through their sustainable transitions; calls for annual monitoring and reporting on the progress of individual sectors’ transition pathways towards reaching the EU’s climate and environmental targets and in turn securing the competitiveness and resilience of the mobility and transport sectors; stresses that civil society, consumer organisations and trade unions should be part of developing ground rules and agreeing of priorities for the sectoral pathways to be developed;
2022/04/07
Committee: TRAN
Amendment 31 #

2022/2008(INI)

Draft opinion
Paragraph 1
1. WelcomNotes the Transition Pathway for Tourism and calls on the Commission to establish an online stakeholders’ collaboration platform to further implement the co-creation process;but is deeply concerned that due to the voluntary status of the Pathway that its potential effect on the tourism sector is substantially limited; calls on the Commission to follow up on the Transition Pathway for Tourism and present a set of binding and concrete actions and interim targets, including in the area of R&I, infrastructure, technology development and skills to ultimately allow the sector to reach the goal of climate neutrality as well as supporting the development of sustainable and soft tourism throughout European destinations for both tourists and local populations whilst ensuring consistency and synergy among EU policies and objectives, funding and regulatory instruments that support industries through their sustainable transitions; calls for annual monitoring and reporting on the progress of the tourism sectors’ transition pathways towards reaching the EU’s climate and environmental targets, the competitiveness and resilience of the tourism sector; stresses that civil society, consumer organisations and trade unions should be part of developing ground rules and agreeing of priorities for the Transition Pathway for Tourism.
2022/04/07
Committee: TRAN
Amendment 34 #

2022/2008(INI)

Draft opinion
Paragraph 1 a (new)
1a. Stresses that the response to the COVID-19 pandemic represents a historic opportunity to modernise tourism in the EU and make it more sustainable, including from a mobility perspective, and more accessible for persons with disabilities, and calls on the Commission to publish a Recommendation on ‘sustainable tourism’ that includes more concrete and detailed action plan with short-, medium- and long-term objectives, including the UN Sustainable Development Goals and to make credibly certified businesses and destinations frontrunners for environmentally friendly, socially responsible and economically sound travel and tourism, to be adopted in coordination with Parliament and the Member States, which includes measures to be applied and observed by all Member States, industries and tourists;
2022/04/07
Committee: TRAN
Amendment 37 #

2022/2008(INI)

Draft opinion
Paragraph 1 b (new)
1b. Points out the importance of promoting sustainable tourism, contributing to job creation, to the protection and restoration of natural ecosystems and biodiversity, and to increase prosperity and competitiveness, by building on new business models; calls on the Commission to facilitate access to EU funding for tourism stakeholders, in particular for the purpose of supporting small hospitality providers to shift away from using fossil fuels and to improve energy efficiency; believes that support and coordination at Union level must be provided to improve tourism administration at national, regional and local level, inter alia by introducing tourism sustainability certification; stresses the importance of promoting a shift from over tourism to other forms of cultural and sustainable tourism which respect our environment and cultural heritage;
2022/04/07
Committee: TRAN
Amendment 38 #

2022/2008(INI)

Draft opinion
Paragraph 1 c (new)
1c. Calls on the Commission to develop binding requirements on passenger transport companies, in particular those in the aviation sector, to develop greenhouse gas (GHG) reduction plans in line with EU climate goals and for the vital purpose of ensuring that such companies avoid investing in stranded assets;
2022/04/07
Committee: TRAN
Amendment 42 #

2022/2008(INI)

Draft opinion
Paragraph 2
2. Considers it regrettable that the EU multiannual financial framework and NextGenerationEU did not provide any specific funding for the tourism industry;, nor a dedicated budget for sustainable tourism.
2022/04/07
Committee: TRAN
Amendment 49 #

2022/2008(INI)

Draft opinion
Paragraph 2 a (new)
2a. Calls on the Commission to develop a new Recovery and Resilience Facility (RRF) to mitigate the on-going energy crisis perpetuated by the Russian invasion of Ukraine and its adverse effects on European Industry and society as a whole, and in particular on the transport sector and final mobility users;
2022/04/07
Committee: TRAN
Amendment 51 #

2022/2008(INI)

Draft opinion
Paragraph 2 b (new)
2b. Calls on the Commission and the Member States to continue to utilise EU State aid rules and the RRF to support schemes in Member States that encourage modal shift to sustainable modes of transport such as rail and active mobility by subsidising public transport and encouraging shared mobility schemes and initiatives such as Car-Free Days; further calls for measures that reduce the need for unnecessary journeys and that reduce speeds on roads such as financial support for renovating speed signs or deployment of dynamic speed signs and incentives for encouraging the uptake of vehicles with speed limiters.
2022/04/07
Committee: TRAN
Amendment 56 #

2022/2008(INI)

Draft opinion
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 (mainly on new digital skills and sustainable business models and transformation), to stimulate new sustainable tourism offerings in terms of destinations and experiences;
2022/04/07
Committee: TRAN
Amendment 94 #

2022/2008(INI)

Draft opinion
Paragraph 5
5. Calls on the Commission to facilitatebring forward a legislative proposal for multimodal journey planning and ticketing through digital services as soon as possible 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 and for new policies to be implemented with a view to enhancing transparency;
2022/04/07
Committee: TRAN
Amendment 103 #

2022/2008(INI)

Draft opinion
Paragraph 6
6. Believes that the blue economy is paramount to promote a sustainable tourism industry; emphasises, in this regard, that the Commission should ensure a fair and non-discriminatory transposition of Directive 2006/123/EC when related to State-owned maritime concessions for tourism purposes; notes that it is crucial to safeguard theall ecosystems of rural and coastal areas in order to preserve and improve the wealth of biodiversity and ecotourism; calls on the Commission and the Member States to provide remote regions withdevelop comprehensive smart tourism strategies in remote regions to address problems of limited transport or digital connectivity.
2022/04/07
Committee: TRAN
Amendment 1 #

2022/0212(BUD)

Draft opinion
Recital A
A. Whereas the Union transport sector is essential for the Union’s economic, social and environmental development and its sustainability, and it should aim to ensures the territorial accessibility and, connectivity and cohesion of all regions of the Union while quickly and fully transitioning to a fully renewables-based economy;
2022/07/20
Committee: TRAN
Amendment 4 #

2022/0212(BUD)

Draft opinion
Recital B
B. Whereas transport is key to achieving climate neutrality by 2050 and the intermediate targets in greenhouse emissions reductions set in the European Climate Law, starting with at least 55% in 2030; whereas more investment is needed to accelerate the shift to sustainable and smart mobility in line with the Green Deal;
2022/07/20
Committee: TRAN
Amendment 7 #

2022/0212(BUD)

Draft opinion
Recital B a (new)
B a. Whereas the record-breaking temperatures, flooding, droughts, and melting glaciers seen recently will only worsen in years to come; whereas this shows the urgency with which available funding streams should be directed as much as possible towards faster climate mitigation and adaptation;
2022/07/20
Committee: TRAN
Amendment 8 #

2022/0212(BUD)

Draft opinion
Recital C
C. Whereas tourism is an essential sector for the Union economy, and plays an important role in fostering its competitiveness, employment and social well-being; whereas in order to retain its important role within the European Green Deal a comprehensive transition towards a model of sustainable tourism is needed, avoiding overtourism and ensuring stable jobs and adequate working conditions;
2022/07/20
Committee: TRAN
Amendment 13 #

2022/0212(BUD)

Draft opinion
Recital D
D. Whereas the transport and tourism sectors were among the hardest hit by the COVID-19 crisis and are now affected by the Russian war against Ukraine; whereas the Union transport sector needs to become fully independent from Russianall fossil energy sources;
2022/07/20
Committee: TRAN
Amendment 17 #

2022/0212(BUD)

Draft opinion
Paragraph 1
1. Calls on the Commission and Member States to use the available financial tools in a comprehensive way to maximise their effect on recovery while ensuring adequate long-term funding of Union transport projects, under the condition that they contribute unambiguously to the clean energy transition of the European Green Deal, the achievement of climate neutrality and the related emission reduction targets within the European Climate Law;
2022/07/20
Committee: TRAN
Amendment 27 #

2022/0212(BUD)

Draft opinion
Paragraph 2
2. Reiterates the crucial role of the Connecting Europe Facility (CEF) in fostering the development and timely completion of a high performance trans- European network that is sustainable and interconnected; acknowledges the slight increase in the CEF-transport budget for 2023 compared to 2022 although notes that the increase is impaired by the current economic situation; underlines that the CEF should also support actions related to safe and secure infrastructure and mobility, as well as enable and foster active mobility modes;
2022/07/20
Committee: TRAN
Amendment 32 #

2022/0212(BUD)

Draft opinion
Paragraph 3
3. Stresses the role of the Recovery and Resilience Facility and related national plans in stimulating recovery in the transport and tourism sectors; underlines that in order to maximise their impact in terms of paving the way to the green and digital transition, those plans should be aligned with the objectives of the European Green Deal and establish synergies with the different investment programmes under the MFF, including the contribution to the climate- related targets therein;
2022/07/20
Committee: TRAN
Amendment 52 #

2022/0212(BUD)

Draft opinion
Paragraph 7
7. Notes the modest increase in the military mobility budget for 2023 and the attemptproposal to adapt parts of the TEN-T networks for a dual use of the transport infrastructure; stresses the need to adequately consider the actual needs and priorities in this domain, carefully assessing their impacts as a pre-requisite to any decisions on funding;
2022/07/20
Committee: TRAN
Amendment 65 #

2022/0212(BUD)

Draft opinion
Paragraph 9
9. Welcomes the increase in the budget contribution to the Union agencies - European Maritime Safety Agency (EMSA), European Union Agency for Railways (ERA) and European Union Aviation Safety Agency (EASA); reiterates that the funding of these agencies should be aligned with the level of their responsibility and their respective role in the transition towards full decarbonisation of transport modes, particularly taking into account the modal shift targets set by the Sustainable and Smart Mobility Strategy;
2022/07/20
Committee: TRAN
Amendment 72 #

2022/0212(BUD)

Draft opinion
Paragraph 10
10. Acknowledges the slight increase in the budgets of the transport Joint Undertakings; highlights the importance of their work in boosting research and innovation, and stresses that their primary goal should be improving the climate performance and sustainability of the transport sector.
2022/07/20
Committee: TRAN
Amendment 1 #

2021/2255(INI)

Draft opinion
Paragraph 1
1. Welcomes the New European Bauhaus (NEB) initiative, which is intended to round offamplify the European Green Deal, bringing it closer to EU citizens, and complement strategies for territorial, social and economic cohesion with its values of beautiful, sustainable and inclusive solutions, thereby improving quality of life for people in the EU; highlights the role the NEB can play in building climate resilience and strengthening social cohesion, also by incorporating NEB principles of sustainability, aesthetics and inclusion to spending under cohesion policy;
2022/04/28
Committee: REGI
Amendment 3 #

2021/2255(INI)

Motion for a resolution
Citation 1 a (new)
— having regard to the UN IPCC report on Climate Change 2022: Mitigation of Climate Change,
2022/05/02
Committee: ITRECULT
Amendment 4 #

2021/2255(INI)

Motion for a resolution
Citation 1 b (new)
— having regard to the agreement adopted at the 21st Conference of the Parties to the UN Framework Convention on Climate Change (COP21) in Paris on 12 December 2015 (the Paris Agreement),
2022/05/02
Committee: ITRECULT
Amendment 6 #

2021/2255(INI)

Draft opinion
Paragraph 1 a (new)
1 a. Points to the pressing issue of rising energy prices and a resulting increase in energy poverty among EU households; highlights that the NEB therefore needs to prioritise the showcasing of affordable, socially inclusive, energy efficient buildings with renewable energy installations for any residual demand or other energy system needs, including mobility;
2022/04/28
Committee: REGI
Amendment 10 #

2021/2255(INI)

Draft opinion
Paragraph 2
2. Stresses that opportunities to participate in the NEB must be fully inclusive and accessible to all EU citizens and all regions and territories, including peripheral urban areas and less populated, rural and mountainous areas and islands; emphasises that local and regional authorities and stakeholders and above all residents must be the drivers of NEB project, and including marginalised communities, elderly people, people experiencing homelessness, racism, discrimination, poverty, and social exclusion, ; emphasises that local and regional authorities and stakeholders and above all residents must be the drivers of NEB projects, and that full respect for a bottom-up approach should be paid via meaningful involvement of and consultation with NGOs and other relevant stakeholders;
2022/04/28
Committee: REGI
Amendment 14 #

2021/2255(INI)

Motion for a resolution
Citation 13 a (new)
— having regard to its resolution of 21 January 2021 on access to decent and affordable housing for all (2019/2187(INI))4a, _________________ 4a OJ C 456, 10.11.2021, p. 145–160
2022/05/02
Committee: ITRECULT
Amendment 16 #

2021/2255(INI)

— having regard to its resolution of 20 October 2021 on the situation of artists and the cultural recovery in the EU (2020/2261(INI))5a, _________________ 5a Texts adopted: P9_TA(2021)0430
2022/05/02
Committee: ITRECULT
Amendment 17 #

2021/2255(INI)

Motion for a resolution
Citation 15 b (new)
— having regard to its resolution of 8 March 2022 on the role of culture, education, media and sport in the fight against racism6a; _________________ 6a Texts adopted: P9_TA(2022)005
2022/05/02
Committee: ITRECULT
Amendment 21 #

2021/2255(INI)

Draft opinion
Paragraph 3
3. Underlines the fact that NEB projects should contribute to the affordability and accessibility of the green and digital transitions and respect the principle of energy efficiency first (EE1st) in urban and spatial planning, housing, resilient and sustainable renovation, building conversions, and the recreation of public and green space as the centre of community life, particularly for those groups and areas that need it the most; that the NEB should be climate- and user- friendly, particularly with regards to persons with disabilities or reduced mobility;
2022/04/28
Committee: REGI
Amendment 30 #

2021/2255(INI)

Motion for a resolution
Citation 29 a (new)
— having regard to the Commission communication of 8 March 2022 entitled ‘REPowerEU: Joint European Action for more affordable, secure and sustainable energy’ (COM(2022)108),
2022/05/02
Committee: ITRECULT
Amendment 36 #

2021/2255(INI)

Motion for a resolution
Recital A
A. whereas Europe finds itself in a moment of ecological, digital and social transition, which is being accelerated by the economic and social impact of COVID- 19 and geopolitical tensions linked to the war on Ukraine in a context of rising populism, far right extremism and anti- European sentiment;
2022/05/02
Committee: ITRECULT
Amendment 38 #

2021/2255(INI)

Draft opinion
Paragraph 4
4. Notes that the NEB encompasses many dimensions and policy areas, which may make it difficult for regional and local authorities to fully understand how to make the most of its opportunities; underlines the crucial role of local and regional authorities in implementing the NEB, ensuring economic, territorial and social cohesion, and as frontline actors in the fight against climate change; calls on the Commission, therefore, to provide specific and targeted information on projects, funding, technological and capacity- building opportunities as well as clear definitions of award criteria;
2022/04/28
Committee: REGI
Amendment 38 #

2021/2255(INI)

Motion for a resolution
Recital A a (new)
Aa. whereas buildings are responsible for 40% of EU energy consumption and for 36% of its greenhouse gas emissions from energy 1a; _________________ 1a European Commission 2021
2022/05/02
Committee: ITRECULT
Amendment 45 #

2021/2255(INI)

Motion for a resolution
Recital B
B. whereas the EU has been responding to the challenges of environmental degradation, climate change and the increasing scarcity of natural resources with far-reaching and ambitious political endeavours such as the European Green Deal, which is driving the quest for renewal and innovation within planetary boundaries;
2022/05/02
Committee: ITRECULT
Amendment 47 #

2021/2255(INI)

Motion for a resolution
Recital B a (new)
Ba. whereas the NEB needs to be reinterpreting the original Bauhaus in light of the climate crisis and re-design our private and public spaces at a time when war, the pandemic, natural disasters, social inequalities and costs for citizens are all dramatically increasing;
2022/05/02
Committee: ITRECULT
Amendment 50 #

2021/2255(INI)

Draft opinion
Paragraph 5
5. Insists that appropriate and accessible public funding is crucial for encouraging and implementing NEB ideas and projects at a local level; calls on the Commission and the Member States to provide local and regional authorities with relevant and user-friendly information on all financial possibilities and to support the sharing of best practices; highlights the ability of the NEB to provide greater opportunities for local and regional authorities, as well as NGOs, to learn best practices from each other, particularly when it comes to inclusive projects with meaningful participation of NGOs and other relevant stakeholders, and interdisciplinary coordination.
2022/04/28
Committee: REGI
Amendment 51 #

2021/2255(INI)

Motion for a resolution
Recital C
C. whereas culture is a strategic sector for the EU which helps to bolster its economy, toand the freedom of the arts contribute significantly to the vibrancy of a society enableing us to live better together and to build democratic and free societies, and yet and help to bolster its economy, and yet the cultural and creative sector has been one of the areas hardest hit by the pandemic;
2022/05/02
Committee: ITRECULT
Amendment 59 #

2021/2255(INI)

Motion for a resolution
Recital C a (new)
Ca. whereas culture is also essential to an exploration of the complex challenges of society, and to facilitate inquiries into our interdependence with the environment, and the nourishment of humans’ collective life;
2022/05/02
Committee: ITRECULT
Amendment 62 #

2021/2255(INI)

Motion for a resolution
Recital C b (new)
Cb. whereas culture, arts and cultural heritage are of great value to European society from a cultural, educational, democratic, environmental, social, human rights and economic point of view, and should be promoted and supported;
2022/05/02
Committee: ITRECULT
Amendment 70 #

2021/2255(INI)

Motion for a resolution
Recital D
D. whereas architecture, urban and territorial planning, design, the arts, sociology and engineering are complementary and instrumental for building an inclusive, beautiful, and sustainable society;
2022/05/02
Committee: ITRECULT
Amendment 100 #

2021/2255(INI)

Motion for a resolution
Recital F a (new)
Fa. whereas poor planning and design in the public realm, the growth of urban sprawl and inappropriate land use have resulted in the loss of building quality across Europe;
2022/05/02
Committee: ITRECULT
Amendment 104 #

2021/2255(INI)

Motion for a resolution
Recital F b (new)
Fb. whereas there is an urgent need to develop more sustainable and regenerative economic models in the construction and building sectors, which enable the circular economy in the EU;
2022/05/02
Committee: ITRECULT
Amendment 107 #

2021/2255(INI)

Motion for a resolution
Recital F c (new)
Fc. whereas a high-quality built environment requires the work of skilled professionals and craft persons in the construction sector as well as creative and cultural workers;
2022/05/02
Committee: ITRECULT
Amendment 110 #

2021/2255(INI)

Motion for a resolution
Recital F d (new)
Fd. whereas homelessness and lack of access to quality housing is a crisis throughout the EU;
2022/05/02
Committee: ITRECULT
Amendment 118 #

2021/2255(INI)

Motion for a resolution
Paragraph 1
1. Recalls that the historicoriginal Bauhaus movement created a paradigm shift in design, architecture and the arts with the goal of democratising culture and which delivered radical innovation and reflected true cultural and social changes in a progressive artistic and educational context;
2022/05/02
Committee: ITRECULT
Amendment 129 #

2021/2255(INI)

Motion for a resolution
Paragraph 2
2. Welcomes the New European Bauhaus (NEB) initiative and emphasises its role as forming part of the ‘soul’ of the European Green Deal and that it must primarily focus on improving the quality of people’s lives by transforming thboth tangible and intangible spaces, buildings, cities, regions and territories in which they live towards inclusive, accessible and environmentally sustainable areas, while respecting planetary boundaries and protecting the environment;
2022/05/02
Committee: ITRECULT
Amendment 148 #

2021/2255(INI)

Motion for a resolution
Paragraph 3
3. Recognises the NEB as a creative and inter- and transdisciplinary initiative which brings together architecture, design, the arts and science at the forefront of EU policies for the first time, making the European Green Deal a tangible, positive and inclusive experience for all;
2022/05/02
Committee: ITRECULT
Amendment 152 #

2021/2255(INI)

Motion for a resolution
Paragraph 4
4. Reaffirms that the NEB has the potential to reshape the way policies are conceived and to define the environment of the future by meeting the need for spaces adapted to new ways of life; Considers the need to ensure coherence with legislative and programming instruments - both sector-specific and across complementary policy sectors such as regional cohesion, mobility and social policy - and with a level of ambition that is in line with climate commitments, and create guidelines for Member States to implement the NEB alongside those instruments;
2022/05/02
Committee: ITRECULT
Amendment 173 #

2021/2255(INI)

Motion for a resolution
Paragraph 5
5. Emphasises that the NEB must be accessible, affordable, socially fair and inclusive and must actively involve EU citizens and community-based organisations in a bottom-up way – from project design to roll-out and evaluation – while avoiding any elitist approachesPoints to the pressing issue of rising energy prices and a resulting increase in energy poverty among EU households; highlights that the NEB therefore needs to prioritise the showcasing of affordable, socially inclusive, energy efficient buildings with renewable energy installations for any residual demand or other energy system needs, including mobility;
2022/05/02
Committee: ITRECULT
Amendment 180 #

2021/2255(INI)

Motion for a resolution
Paragraph 6
6. Considers that this innovative cultural movement has the potential to position Europe as a global frontrunner in the area of sustainable architecture, design, culture, technology and energy efficiency by promoting ways of living better together, which can also be applied beyond the EUterritorial and spatial planning, design, culture, social and technological innovation and energy efficiency and renewable energies by promoting ways of living better together, which can also be applied beyond the EU; Calls for NEB to create incentives through its pilot projects that would encourage the production and distribution of sustainable utilities and products such as prefabricated elements with sustainable materials and including solar PVs or charging infrastructure;
2022/05/02
Committee: ITRECULT
Amendment 191 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 a (new)
6a. Stresses that the NEB should provide a forum for the exchange and collaboration of ideas between local and regional authorities, cultural actors, organisations representing marginalised communities and minorities, NGOs, research centres, businesses and other stakeholders, in order to create inclusive, environmentally friendly and sustainable living spaces.
2022/05/02
Committee: ITRECULT
Amendment 194 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 b (new)
6b. Underlines that the NEB has the potential to nurture future EU policy and legislative developments having a direct or indirect impact on culture and the built environment and professionals therein;
2022/05/02
Committee: ITRECULT
Amendment 195 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 c (new)
6c. Acknowledges NEB’s potential in contributing to post-war, just transition and post natural disaster restoration of the urban and natural environment, society and economy;
2022/05/02
Committee: ITRECULT
Amendment 196 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 d (new)
6d. [Technical remark: This is a new heading after paragraph 6 (and additions 6a-6c), including new Paragraph 6d-6m and before the heading "Funding and governance"] People in the New European Bauhaus
2022/05/02
Committee: ITRECULT
Amendment 197 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 e (new)
6e. Emphasises that the NEB must be inclusive of all communities, especially those most marginalised, in a way that is accessible, affordable, socially fair and must actively involve all peoples within the EU such as community-based organisations, energy communities and self-led organisations in a bottom-up way – from project design to roll-out and evaluation – while avoiding any elitist approaches;
2022/05/02
Committee: ITRECULT
Amendment 198 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 f (new)
6f. Considers that the NEB must be developed through an intersectional framework to ensure wide-ranging inclusion, especially of children, young people and women in all their diversity throughout its planning and execution, as well as to include clearly gender mainstreaming as a huge potential to increase sustainable living quality; Supports the incorporation of a gendered approach that takes into account daily life and care as basic issues to tackle when designing and defining living environments;
2022/05/02
Committee: ITRECULT
Amendment 199 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 g (new)
6g. Recognises the benefits of citizen- led projects that adopt a neighbourhood approach in the NEB such as citizen led renovation programmes, which aim to be inclusive of all citizens living in, and using a district, in reducing the environmental impact, energy and resource use of buildings, as well as improving the accessibility of buildings, and their links to better heating, cooling and transport systems; recognises that such projects have a pivotal role in fighting energy poverty and protecting vulnerable households;
2022/05/02
Committee: ITRECULT
Amendment 200 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 h (new)
6h. Believes that the NEB movement should promote more sustainable, socially inclusive and innovative ways of life based on use of and access to public spaces, new models of participative planning, designing, renovation, constructing and inhabiting our built environment in order to suit emerging needs and challenges and help to ensure quality housing and living environment for all; calls on the Commission and the Member States to use the NEB as a tool to combat homelessness across the EU;
2022/05/02
Committee: ITRECULT
Amendment 201 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 i (new)
6i. Considers that the NEB has the potential to contribute to the decentralisation of knowledge through the creation of spaces and environments that facilitate knowledge exchange and encourage understanding and respect of others;
2022/05/02
Committee: ITRECULT
Amendment 202 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 j (new)
6j. Considers that lifelong learning and informal and non formal education are key to the advancement of the NEB; calls for its key principles to be reflected in curricula, pedagogical material and resources and for the promotion of creative thinking and problem solving as an integral part of all educational institutions;
2022/05/02
Committee: ITRECULT
Amendment 203 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 k (new)
6k. Considers that the NEB must enable and develop European best practices and foster knowledge transfer and peer-learning among people, local and regional authorities and professionals;
2022/05/02
Committee: ITRECULT
Amendment 204 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 l (new)
6l. Considers that the NEB needs to focus more attention and resources on finding “beautiful, inclusive and sustainable” solutions to urgent social challenges linked to the built environment, notably homelessness and housing exclusion;
2022/05/02
Committee: ITRECULT
Amendment 205 #

2021/2255(INI)

Motion for a resolution
Paragraph 6 m (new)
6m. Emphasizes NEB’s potential to drive social change by targeting homelessness and prioritising vulnerable households and by promoting sustainable, renewable-based and energy efficient housing solutions;
2022/05/02
Committee: ITRECULT
Amendment 212 #

2021/2255(INI)

Motion for a resolution
Paragraph 7
7. Urges the Commission to raise awareness about this initiative and to improve the coordination between all levels of governance, civil society, professionals and their representative organisations, which should have equitable access to opportunities and funding;
2022/05/02
Committee: ITRECULT
Amendment 218 #

2021/2255(INI)

Motion for a resolution
Paragraph 7 a (new)
7a. Calls on the Commission to create an integrated, non discriminatory, accountable and territorially-structured governance for the NEB, including public involvement and ownership, e.g. through responsibility over project selection, appropriate territorial layout based on functional criteria rather than administrative units and an overarching governance framework providing for coordination, capitalisation, accountability and exchange of experience;
2022/05/02
Committee: ITRECULT
Amendment 224 #

2021/2255(INI)

Motion for a resolution
Paragraph 7 b (new)
7b. Highlights the need to address the difficulty in obtaining EU funding for grassroots and community groups in order to ensure the true inclusivity of the NEB; calls in this regard for any future budget to include specific provisions for access to funding for marginalised communities, tailored to their profiles and ways of working to enable, empower and resource the process of brief development and ideation of any future intervention in the built environment;
2022/05/02
Committee: ITRECULT
Amendment 234 #

2021/2255(INI)

Motion for a resolution
Paragraph 8 – introductory part
8. Requests that the Commission clarify the general criteria for the selection and evaluation of NEB projects and for the allocation of funds, as well as adding additional criteria, in particular:
2022/05/02
Committee: ITRECULT
Amendment 245 #

2021/2255(INI)

Motion for a resolution
Paragraph 8 – indent 3
- creating new jobs with quality working conditions and business opportunities;
2022/05/02
Committee: ITRECULT
Amendment 256 #

2021/2255(INI)

Motion for a resolution
Paragraph 8 – indent 5
- promotensuring the participation of EU citizensa diverse range of stakeholders including community led organisations and civil society people;
2022/05/02
Committee: ITRECULT
Amendment 262 #

2021/2255(INI)

Motion for a resolution
Paragraph 8 – indent 6
- involving the cultural and creative sectors and industries (CCSI), including cultural creators;
2022/05/02
Committee: ITRECULT
Amendment 263 #

2021/2255(INI)

Motion for a resolution
Paragraph 8 – indent 7
- linking the NEB to the indicators of the 2030 Agendaensuring alignment of the NEB with the SDGs following the indicators of the 2030 Agenda, with the Union's commitment under the Paris Agreement, the EU’s climate, environment and energy policies and core European values;
2022/05/02
Committee: ITRECULT
Amendment 266 #

2021/2255(INI)

Motion for a resolution
Paragraph 8 – indent 7 a (new)
- – minimising the full environmental impact of the project over its life cycle, according to the Level(s) framework, taking into account both operational and embodied carbon; - fighting energy poverty and homelessness; - minimising greenhouse gas emissions and resource use from the building sector; - reducing waste and increasing recuperation and recycling in line with circular economy principles; - combating climate change and advancing environmental protection and biodiversity, including through green and blue infrastructures in and around buildings; - promoting inclusion and cross-sectoral participation.
2022/05/02
Committee: ITRECULT
Amendment 288 #

2021/2255(INI)

Motion for a resolution
Paragraph 10
10. Calls, in addition, for specific criteria to be developed for the relevant sectors, in particular culture, construction and architecture, energy, mobility, design, including sustainability and climate neutrality by design, tourism, education and skills, crafts, and the arts;
2022/05/02
Committee: ITRECULT
Amendment 296 #

2021/2255(INI)

Motion for a resolution
Paragraph 11
11. Regrets the lack of clarity on funding for the NEB from 2023 onwards; calls for the Horizon Europe Regulation to be amended duringan assessment in the context of the mid-term revision of the current multiannual financial framework (MFF) in order to create an NEB mission funded with EUR 500 millionwithout jeopardising existing funding and priorities, in particular under Creative Europe, Erasmus + and ESC; underlines that the programme should also be supported by other relevant programmes in order to generate additional impact; stresses that the NEB must not erode funding for core programme objectives agreed by the legislators nor divert focus from agreed political priorities; insists that any decision to develop the NEB into a longer-term initiative or programme requires fresh resources as part of the necessary mid-term revision of the MFF;
2022/05/02
Committee: ITRECULT
Amendment 311 #

2021/2255(INI)

Motion for a resolution
Paragraph 12
12. Calls on the Commission to table a proposal as soon as possible to make the NEB an new stand-alone EU programme by the next MFF; insists that this will require fresh resources with a dedicated and stable budget line; underlines that this new programme must not reduce funding for other programmes nor divert focus from their agreed political priorities;
2022/05/02
Committee: ITRECULT
Amendment 328 #

2021/2255(INI)

Motion for a resolution
Paragraph 14
14. Calls on the Commission to set up an evidence-based monitoring and evaluation mechanism, which should continuously review all NEB activities and report regularly to Parliament and the Council, including on the societal and climate impact of its activities; expects to receive the first monitoring report in 2022;
2022/05/02
Committee: ITRECULT
Amendment 342 #

2021/2255(INI)

Motion for a resolution
Paragraph 15
15. BelievUnderlines that the NEB movement should promote more sustainable, socially inclusive and innovative ways of life based on new models of planning, constructing and inhabiting our built environment in order to suit emerging needs and help to ensure decent housing for allust focus on transforming, upgrading and retrofitting existing buildings and infrastructures, as these represent the bulk of buildings in Europe, and they will in majority still be inhabited and used in 2050 when the EU is set to achieve climate neutrality at the latest;
2022/05/02
Committee: ITRECULT
Amendment 363 #

2021/2255(INI)

Motion for a resolution
Paragraph 16
16. Calls on the Member States to draw up innovative educational curricula for the development of spatial skills and to integrate green and digital skills within higher education and lifelong learning, which will also help to deliver the European Skills Agenda; calls for the EU to promote such endeavours; calls on the Commission to make mobility opportunities an integral part of the NEB, including in rural, insular, mountainous, remote and less accessible areas;
2022/05/02
Committee: ITRECULT
Amendment 374 #

2021/2255(INI)

Motion for a resolution
Paragraph 16 a (new)
16a. Recognises the role of green public procurement procedures in developing a high-quality built environment;
2022/05/02
Committee: ITRECULT
Amendment 380 #

2021/2255(INI)

Motion for a resolution
Paragraph 17
17. Urges the Member States and the Commission to integrate all aspects of the knowledge triangle – innovation, research and education – by promoting partnerships between universitieshigher education, research organisations and industry, including the relevantenterprises, in particular small and medium-sized enterprises (SMEs) and start ups, in close cooperation with the European Institute of Innovation and Technology and the Joint Research Centre;
2022/05/02
Committee: ITRECULT
Amendment 386 #

2021/2255(INI)

Motion for a resolution
Paragraph 18
18. Highlights that the NEB could support EU objectives on climate policy, energy security and efficiency by encouraging investment and incentivising low-tech, low-energy solutions andzero emission solutions, social innovation and behavioural change could facilitate the digital transition by improving connectivity to mitigate the digital divide; underlines the importance of the NEB fighting energy poverty through innovative solutions for the building, construction, industrial and materials sectors;
2022/05/02
Committee: ITRECULT
Amendment 408 #

2021/2255(INI)

Motion for a resolution
Paragraph 19 a (new)
19a. Calls for the promotion of artistic creation within cultural and creative ecosystems that assure the working conditions of creators; acknowledge the cultural aspect of the NEB is critical to its social and democratic dimension;
2022/05/02
Committee: ITRECULT
Amendment 411 #

2021/2255(INI)

Motion for a resolution
Paragraph 19 b (new)
19b. Believes that the NEB should play a central role in promoting greater circularity in the built environment, notably by promoting deep renovation and adaptive re-use over demolition and new built, as appropriate; Calls to ensure that circularity and sustainable criteria for building materials are at the heart of the selection for projects;
2022/05/02
Committee: ITRECULT
Amendment 414 #

2021/2255(INI)

Motion for a resolution
Paragraph 19 c (new)
19c. Considers that the NEB should promote sustainable and circular construction materials, in particular bio- and geo-sourced materials and secondary raw materials, as well as simple, passive, low-tech and locally tested building techniques;
2022/05/02
Committee: ITRECULT
Amendment 422 #

2021/2255(INI)

Motion for a resolution
Paragraph 20
20. Calls on the Commission and the Member States to connect the NEB to the Renovation Wave, taking advantage ofin order to ensure that the inRenovative solutions that the project offers in the comprehensiveon Wave achieves a truly holistic and quality deep renovation of ourthe building stock, mincluding with regard to energy efficiencydful of the site specific contexts and surrounding neighbourhood;
2022/05/02
Committee: ITRECULT
Amendment 437 #

2021/2255(INI)

Motion for a resolution
Paragraph 21
21. Supports the creation of an NEB label in partnership with NGOs and other relevant stakeholders, coordinated with existing labels, based on clear criteria applied in an inclusive way in order to recognise projects and products for achieving key NEB goals and help them get access to funding; calls on the Commission to ensure that EUthe label should facilitate accessing EU and other funding schemes and create incentives to apply for the label, in particular citizen and community-led projects; calls for market uptake of the label to be explored; warns however that it is particularly difficult to define criteria for certain quality aspects, in particular aesthetic;
2022/05/02
Committee: ITRECULT
Amendment 457 #

2021/2255(INI)

Motion for a resolution
Paragraph 22
22. Highlights that the NEB should embrace the potential of the CCSI, including cultural and creatoive workers, as drivers of economic growth and innovative, high- quality services and products;
2022/05/02
Committee: ITRECULT
Amendment 464 #

2021/2255(INI)

Motion for a resolution
Paragraph 23
23. Calls on the Commission to allow Parliament to be more closely involved in the relevant NEB bodiesprocesses that do not concern the legislative process, such as the high- level roundtable;
2022/05/02
Committee: ITRECULT
Amendment 471 #

2021/2255(INI)

Motion for a resolution
Paragraph 24
24. Calls for the future NEB lab to make innovative recommendations, to collaborate with other institutions, national and, regional and local governments, and stakeholders, including civil society and community groups and to establish clear operating and reporting rules in line with the initiative;
2022/05/02
Committee: ITRECULT
Amendment 493 #

2021/2255(INI)

Motion for a resolution
Paragraph 26 a (new)
26a. Welcomes the NEB Prize and the NEB Festival, in particular side-events taking place in diverse locations across Europe, and encourages the Commission to pursue these initiatives in future;
2022/05/02
Committee: ITRECULT
Amendment 495 #

2021/2255(INI)

Motion for a resolution
Paragraph 26 b (new)
26b. Encourages all public authorities, including the European Union, to incorporate NEB principles into the management of their own built environment;
2022/05/02
Committee: ITRECULT
Amendment 3 #

2021/2077(INI)

Draft opinion
Citation 2 a (new)
— having regard to 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 new light commercial vehicles, and the proposal of the Commission to amend Regulation(EU) 2019/631 (COM(2021) 556) of 14 July 2021,
2021/09/07
Committee: TRAN
Amendment 10 #

2021/2077(INI)

Draft opinion
Paragraph 1 a (new)
1 a. Recognises the strong growth in sales of both electric vehicles and electric bikes over recent years and the expected growth in demand in the coming years; emphasises the important role that renovation of existing buildings and the design of new buildings can play in encouraging the uptake of both electric vehicles and electric bikes by way of providing both adequate parking space and charging infrastructure;
2021/09/07
Committee: TRAN
Amendment 15 #

2021/2077(INI)

Draft opinion
Paragraph 1 b (new)
1 b. Stresses the need to extend the mobility scope of Directive 2018/844 to the most energy-efficient of all transport modes, the bicycle, by introducing minimum requirements in all types of buildings for bicycle parking infrastructure as well as recharging points for electric bicycles;
2021/09/07
Committee: TRAN
Amendment 17 #

2021/2077(INI)

Draft opinion
Paragraph 1 c (new)
1 c. Stresses the need to include space in buildings that allows access to people with reduced mobility and the need to designate both storage space for mobility devices including wheel chairs and push chairs and parking areas for sustainable, collective and soft transport solutions including electric scooters, bicycles and cargo bikes in renovated and new buildings;
2021/09/07
Committee: TRAN
Amendment 21 #

2021/2077(INI)

Draft opinion
Paragraph 2
2. Underlines the notion that recharging electric vehicles in residential and office buildings needs to complement publicly accessible recharging infrastructure; highlights the need to deploy charging infrastructure capable of smart charging and for greater investment in e-mobility and vehicle batteries, which will facilitate peak shifting and demand response, creating cheaper and more efficient energy electricity grids that require less generation capacity and infrastructure;
2021/09/07
Committee: TRAN
Amendment 29 #

2021/2077(INI)

Draft opinion
Paragraph 3 a (new)
3 a. Highlights the administrative barriers that continue to exist at national and local level, with regard to the permitting and approval procedures for recharging infrastructure, and which are hampering the deployment of recharging infrastructure in new and existing residential and non-residential buildings; emphasises that further efforts are required to remove such evident administrative barriers;
2021/09/07
Committee: TRAN
Amendment 33 #

2021/2077(INI)

Draft opinion
Paragraph 3 b (new)
3 b. Recognises the benefits of a community-centric approach to building renovation projects and, in particular, the benefits of integrating well connected public transport routes in improving the functionality of community spaces and neighbourhoods;
2021/09/07
Committee: TRAN
Amendment 36 #

2021/2077(INI)

Draft opinion
Paragraph 4
4. Underlines the fact that the renovation of buildings plays an essential role for the decarbonisation, integration of renewables and digitalisation in the transport sector; welcomes, in this regard, the Commission’s ambition in the ‘Renovation Wave’ to at least double annual energy renovation rates for all buildings and increase deep renovations;
2021/09/07
Committee: TRAN
Amendment 40 #

2021/2077(INI)

Draft opinion
Paragraph 4 a (new)
4 a. Recognises the importance of both urban green spaces and Sustainable Urban Drainage Systems (SUDS) that mitigate high rainfall events, and the need to avoid the construction of residential and non-residential charging infrastructure and parking spaces that encroach upon such limited areas;
2021/09/07
Committee: TRAN
Amendment 45 #

2021/2077(INI)

Draft opinion
Paragraph 4 b (new)
4 b. Recognises the gender disparity in both the transport and construction sectors and calls on the Member States to intensify their efforts to address this in their long-term renovation strategies;
2021/09/07
Committee: TRAN
Amendment 3 #

2021/2075(INI)

Motion for a resolution
Citation 13 a (new)
— having regard to the New Leipzig Charter - The transformative power of cities for the common good, adopted at the Informal Ministerial Meeting organised on 30 November 2020,
2021/10/11
Committee: REGI
Amendment 7 #

2021/2075(INI)

Motion for a resolution
Citation 16 a (new)
— having regard to the Commission communication of 30 June 2021 on A long-term Vision for the EU's Rural Areas - Towards stronger, connected, resilient and prosperous rural areas by 2040,
2021/10/11
Committee: REGI
Amendment 24 #

2021/2075(INI)

Motion for a resolution
Recital B
B. whereas longstanding inequalities have been deepened by the pandemic; whereas cities face challenges such as social exclusion and a lack of accessibility to public and health care services as well as environmental issues;
2021/10/11
Committee: REGI
Amendment 31 #

2021/2075(INI)

Motion for a resolution
Recital C a (new)
C a. whereas the pandemic added to the list of crises that continue hitting urban areas such as the climate emergency and demographic change; whereas the multiplicity of crises ultimately requires a response that is based on an integrated approach which brings together different sectors and challenges and looks for solutions that accommodate their needs while avoiding silo mentality;
2021/10/11
Committee: REGI
Amendment 44 #

2021/2075(INI)

Motion for a resolution
Recital E a (new)
E a. whereas urban-rural linkages are highly important vice versa; whereas urban areas can act as driving forces for rural attractiveness and development and provide access to a number of services for their surrounding rural areas; whereas the benefits of stronger urban-rural cooperation include more efficient land use and planning, better provision of services (e.g. public transport, health) and better management of natural resources as well as opportunities for discharges of highly frequented city centres;
2021/10/11
Committee: REGI
Amendment 50 #

2021/2075(INI)

Motion for a resolution
Recital E b (new)
E b. whereas challenges triggered by COVID-19 can be taken as opportunity for new thinking, for new approaches and for new dynamics (e.g. pop-up / temporary infrastructure in urban areas);
2021/10/11
Committee: REGI
Amendment 51 #

2021/2075(INI)

Motion for a resolution
Recital F
F. whereas multi-level governance including the active involvement of urban authorities, based on coordinated action by the EU, the Member States and regional and local authorities, and in accordance with the partnership principle as laid down in the Common Provisions Regulation, are essential elements for the implementation of all EU policies; whereas urban authorities have competence over project selection under ERDF funding for sustainable urban development;
2021/10/11
Committee: REGI
Amendment 57 #

2021/2075(INI)

Motion for a resolution
Recital F a (new)
F a. whereas the Urban Innovative Action under ERDF offers opportunities to test new solutions and approaches also in view of supporting urban areas for the post-COVID-19 era;
2021/10/11
Committee: REGI
Amendment 62 #

2021/2075(INI)

Motion for a resolution
Paragraph 1 a (new)
1 a. Emphasizes the need of rethinking ways and solutions to recover and reinforce inner city centres as they suffered from closures of businesses and cultural sites, vacancies, loss of attractiveness and increase of online trade during and after the pandemic;
2021/10/11
Committee: REGI
Amendment 64 #

2021/2075(INI)

Motion for a resolution
Paragraph 2
2. Underlines that overconcentration of the population in certain urban areas has already led to repercussions such as congestion, the growing challenge of affordable housing, pollution, a deterioration in quality of life, urban sprawl, and a significant risk of poverty and social exclusion for certain segments of the population; calls for more support of public transport and its access, cycle paths and pedestrian zones to increase and recover city centres´ attractiveness and attract potential customers to support the weakened retailing sector after the pandemic and to boost local value;
2021/10/11
Committee: REGI
Amendment 106 #

2021/2075(INI)

Motion for a resolution
Paragraph 6 a (new)
6 a. Underlines the need of support of the cultural sector as culture and cultural heritage are vital assets for regional competitiveness and social cohesion and help to shape the identity of cities and regions; stresses the importance of more cultural sites and their recovery post- Covid-19 as well as the need to attract more young people to them;
2021/10/11
Committee: REGI
Amendment 118 #

2021/2075(INI)

Motion for a resolution
Paragraph 8
8. Draws attention to unemployment and youth unemployment in particular, which has been exacerbated by the COVID-19 pandemic; calls on the Member States to actively involve urban authorities in devising programmes that meet the needs of young people in cities; highlights the need of accessibility to education as well as inclusion;
2021/10/11
Committee: REGI
Amendment 121 #

2021/2075(INI)

Motion for a resolution
Paragraph 9
9. Stresses the importance of sustainable urban development for the economic, social and territorial cohesion of the Union and, the quality of life of its citizens, and for reaching its climate neutrality goals; recalls the opportunities for urban areas presented by the New European Bauhaus initiative and its guiding principles which include sustainability, multi-level governance, aesthetics and inclusion;
2021/10/11
Committee: REGI
Amendment 126 #

2021/2075(INI)

Motion for a resolution
Paragraph 11
11. Considers that in line with its commitments under the Paris Agreement as well as the Sustainable Development Goals, the Union must prioritise circular economy frameworks, sustainable urban mobility, rapid investment in green infrastructure and renewable energy in cities, and respect for the ‘do not harm’ principleand the ‘energy efficiency first’ principles; notes that initiatives such as the New European Bauhaus are a chance for urban areas to showcase the Renovation Wave, and projects prioritising the circular economy, sustainability and biodiversity; is encouraged that the New European Bauhaus is dedicated to following a participatory and transdisciplinary approach to building a sustainable environment for citizens to live in;
2021/10/11
Committee: REGI
Amendment 142 #

2021/2075(INI)

Motion for a resolution
Paragraph 12
12. Warns that cities and towns are acutely vulnerable to the impacts of climate change; is highly concerned that heatwaves, which are already more extreme in cities due to the effects of urban heat islands, are increasing in both intensity and frequency, while extreme precipitation events and storm surges are likely to result in increased flooding such as that witnessed in Europe this summer; emphasizes the need for more greening of cities and urban areas as it provides important recreational value for human beings as well as animals and counteracts the effects of climate change and the loss of biodiversity;
2021/10/11
Committee: REGI
Amendment 154 #

2021/2075(INI)

Motion for a resolution
Paragraph 13
13. Stresses that the commitment of urban areas is crucial for the transition to a climate-neutral society; believes, therefore, that more funding must be made available for urban areas to achieve the targets of the European Green Deal and that urban authorities must have direct access to EU funding;
2021/10/11
Committee: REGI
Amendment 173 #

2021/2075(INI)

Motion for a resolution
Paragraph 15 a (new)
15 a. Emphasises that digitalisation has helped in many ways to address immediate challenges arising from the pandemic, in particular during lockdown periods, in the fields of public services, online shopping etc.; considers that further digitalisation continues happening on full speed and under competitive market conditions; calls on the Commission to monitor closely these developments and to ensure full compliance with the Union acquis, in particular as regards social and workers' rights;
2021/10/11
Committee: REGI
Amendment 181 #

2021/2075(INI)

Motion for a resolution
Paragraph 16 a (new)
16 a. Pays special attention to those sectors that are less prone to digitalisation such as interaction and culture; believes that urban spaces need to be dedicated to these sectors in particular;
2021/10/11
Committee: REGI
Amendment 189 #

2021/2075(INI)

Motion for a resolution
Paragraph 17
17. Underlines the need to adapt to the new reality in the light of the COVID-19 pandemic and to reflect on a new model for the EU’s urban areas while giving more room for creativity, civic engagement and experiments (piloting, testing, sharing), decreasing barriers and increasing accessibility of administrative procedures (“de-bureaucratise”);
2021/10/11
Committee: REGI
Amendment 192 #

2021/2075(INI)

Motion for a resolution
Paragraph 17 a (new)
17 a. Considers that a series of innovative concepts will play a crucial role in the new model for the EU's urban areas: - strengthen common sense - increase multi-purpose, multi- functionality and diversity in urban spaces:living, working, producing, creating, public services, mobility, interaction etc. - support agility and hybrid use of urban spaces - land-use justice - 15 minutes city
2021/10/11
Committee: REGI
Amendment 199 #

2021/2075(INI)

Motion for a resolution
Paragraph 19
19. Welcomes the Urban Agenda for the EU as a new model of multi-level governance; believes that this should not remain a voluntary process; underlines the need of stronger involvement of civil society in decision making process as well as the promotion of bottom-up approaches in order to address local and regional needs at its best;
2021/10/11
Committee: REGI
Amendment 213 #

2021/2075(INI)

Motion for a resolution
Paragraph 20
20. Reiterates the need for further and directly accessible funding opportunities for cities to implement programmes locally; calls for the European Urban Initiative to be given a greater budget and scope;
2021/10/11
Committee: REGI
Amendment 225 #

2021/2075(INI)

Motion for a resolution
Paragraph 21 a (new)
21 a. Highlights that EU funding opportunities should target more explicitly participation processes, pilot projects (e.g. to test new concepts and share experience) and capacity building of urban actors which are as important measures as investive support in favour of more resilient and sustainable cities;
2021/10/11
Committee: REGI
Amendment 14 #

2021/2046(INI)

Motion for a resolution
Citation 8 a (new)
— having regard to Parliament resolution of 20 October 2020 with recommendations to the Commission on a framework of ethical aspects of artificial intelligence, robotics and related technologies (2020/2012(INL)),
2021/05/27
Committee: TRAN
Amendment 17 #

2021/2046(INI)

Motion for a resolution
Citation 8 b (new)
— having regard to the European Climate Law and the emission reduction and climate neutrality targets therein1a _________________ 1aAmended proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on establishing the framework for achieving climate neutrality and amending Regulation (EU) 2018/1999 (European Climate Law)
2021/05/27
Committee: TRAN
Amendment 18 #

2021/2046(INI)

Motion for a resolution
Citation 8 c (new)
— having regard to the Parliament resolution of 28 November 2019 on the Climate and environmental emergency1a _________________ 1a https://www.europarl.europa.eu/doceo/doc ument/TA-9-2019-0078_EN.html
2021/05/27
Committee: TRAN
Amendment 19 #

2021/2046(INI)

Motion for a resolution
Citation 8 d (new)
— having regard to the United Nations 2030 Agenda for Sustainable Development and to the Sustainable Development Goals (SDGs)
2021/05/27
Committee: TRAN
Amendment 25 #

2021/2046(INI)

Motion for a resolution
Recital A
A. whereas the Green Deal outlines that the transport sector needs to cut at least 90 % of its emissions by 2050unfolding climate crisis necessitates the EU to go fully climate neutral by 2050 at the very latest;
2021/05/27
Committee: TRAN
Amendment 79 #

2021/2046(INI)

Motion for a resolution
Recital G
G. whereas only 22 % of the total transport workforce are women; whereas the design of the transport system and transport infrastructure often fails to cater to the specific needs of women, which in some cases can also have lethal consequences, for example increased fatalities due to the fact that crash test dummies have been based on the average male body;
2021/05/27
Committee: TRAN
Amendment 91 #

2021/2046(INI)

Motion for a resolution
Recital H a (new)
Ha. whereas a study1a commissioned by the European Commission found that in 2016 the total external costs to society due to transport in terms of climate change, noise pollution, air pollution, congestion, well-to-tank emissions, accidents and habitat damage each year amounted to € 987 billion; whereas these negative externalities disproportionately affect those on lower incomes; _________________ 1aHandbook on the external costs of transport version 2019
2021/05/27
Committee: TRAN
Amendment 100 #

2021/2046(INI)

Motion for a resolution
Recital H b (new)
Hb. whereas 18,800 people died on EU roads in 2020 and around 120,000 are seriously injured each year, figures that are unacceptably high and entirely avoidable and which require urgent action; whereas progress in reducing these figures has stagnated in recent years and the EU’s target of halving the number of road deaths between 2010 and 2020 was not met;
2021/05/27
Committee: TRAN
Amendment 103 #

2021/2046(INI)

Motion for a resolution
Recital H c (new)
Hc. whereas the share of road deaths of vulnerable road users is increasing, as car users have been the main beneficiaries of improved vehicle safety and other road safety measures; whereas the safety of cyclists and pedestrians must be urgently addressed;
2021/05/27
Committee: TRAN
Amendment 107 #

2021/2046(INI)

Motion for a resolution
Recital H d (new)
Hd. whereas 40 % of all road deaths in the EU are work-related, with an even higher percentage if commuting to work is also included; whereas driver fatigue is common on EU roads;
2021/05/27
Committee: TRAN
Amendment 108 #

2021/2046(INI)

Motion for a resolution
Recital H e (new)
He. whereas deregulation1a and privatisation in the transport sector have also had a detrimental effect on working conditions (notably in aviation and road freight) and service provision; _________________ 1a www.europarl.europa.eu/RegData/etudes/ STUD/2016/587285/IPOL_STU(2016)587 285_EN.pdf
2021/05/27
Committee: TRAN
Amendment 110 #

2021/2046(INI)

Motion for a resolution
Recital H f (new)
Hf. whereas the aviation and maritime sectors have been largely excluded from decarbonisation efforts in the EU; whereas both sectors are among the most polluting and yet are expected to see significant growth in their emissions in the coming years; whereas a EASA report found that the non-CO2 effects of aviation are currently unregulated within the EU, despite warming the climate around three times more than CO2 emissions from aviation;
2021/05/27
Committee: TRAN
Amendment 111 #

2021/2046(INI)

Motion for a resolution
Recital H g (new)
Hg. whereas the European Court of Auditors (ECA) has found that TEN-T mega-projects do not represent good value for money for EU taxpayers’ and are often seriously delayed1a;whereas their construction can be an enormous source of CO2 emissions that can offset the gains expected from their completion, particularly with a 2050 horizon life-cycle assessment and given the recurrent delays also exposed by ECA; _________________ 1aSpecial Report 10/2020: EU transport infrastructures: more speed needed in megaproject implementation to deliver network effects on time
2021/05/27
Committee: TRAN
Amendment 112 #

2021/2046(INI)

Motion for a resolution
Recital H h (new)
Hh. whereas the European Environmental Agency (EEA) estimates that in 2018 long-term exposure to particulate matter with a diameter of 2.5 μm or less (PM 2.5) in Europe was responsible for approximately 417 000 premature deaths, of which around 379 000 were in the EU-28; whereas EU thresholds are well above WHO guidelines for most pollutants, with special concern regarding the lack of a daily limit for PM2.5; whereas like Covid- 19, this represents a public health emergency that requires immediate action;
2021/05/27
Committee: TRAN
Amendment 113 #

2021/2046(INI)

Motion for a resolution
Recital H i (new)
Hi. whereas the WHO has classified traffic noise as the second most important cause of ill health in Western Europe; whereas long-term exposure to environmental noise is estimated to be the cause of 12,000 premature deaths in Europe, and to contribute to 48,000 new cases of ischemic heart disease each year; whereas the EEA estimates that 22 million people suffer from chronic high annoyance and 6.5 million people suffer chronic high sleep disturbance due to noise pollution, while 12,500 school children suffer learning impairments at school due to noise produced from aircraft;
2021/05/27
Committee: TRAN
Amendment 114 #

2021/2046(INI)

Motion for a resolution
Recital H j (new)
Hj. whereas more than half a million deaths each year in the EU can be attributed to a higher than ideal body mass index (BMI) and almost 60% of EU adults had high BMI in 2016; whereas 19-29% of the adult population across different Member States is affected by obesity; whereas Member States spend almost 7 percent of their budgets treating health conditions related to obesity including diabetes, cardiovascular diseases and cancer; whereas costs related to obesity amount to €70 billion; whereas active mobility contributes to tackling these health issues and could play an even greater role with EU support1a; _________________ 1ahttps://ec.europa.eu/jrc/en/news/world- obesity-day-23-adults-eu-live-obesity- another-36-pre-obesity-silent-health-crisis
2021/05/27
Committee: TRAN
Amendment 115 #

2021/2046(INI)

Motion for a resolution
Recital H k (new)
Hk. whereas the transport sector is amongst the sectors hardest hit by the Covid-19 crisis that has had a detrimental effect on transport workers’ working conditions; whereas we are seeing trends such as an increase in the use of private cars and reduced public transport use that will strongly and negatively impact efforts towards the achievement of the EU’s climate and social objectives;
2021/05/27
Committee: TRAN
Amendment 116 #

2021/2046(INI)

Motion for a resolution
Recital H l (new)
Hl. whereas modal shift is an essential aspect of any transport policy framework aimed at improving the environmental and social performance of mobility, by contributing to a better use of existing capacity and to an increase in the efficiency of the transport system as a whole;
2021/05/27
Committee: TRAN
Amendment 117 #

2021/2046(INI)

Motion for a resolution
Recital H m (new)
Hm. whereas around 40% of transport emissions come from urban areas; whereas modal shift from private cars to more sustainable modes like public transport has been very slow since 1996 with only a slight decrease in passenger cars’ modal share from 73,2% to 71% between 1996 and 2016;
2021/05/27
Committee: TRAN
Amendment 118 #

2021/2046(INI)

Motion for a resolution
Recital H n (new)
Hn. whereas according to the ECA (Special Report 06/2020) congestion is one of the biggest challenges to urban mobility, affecting most Europeans and costing around €270 billion a year; whereas this can not only reduce worker productivity by up to 30% but lowers the efficiency of the wider European transport network and contributes massively to air pollution; whereas the ECA considers that the Urban Mobility Package has so far not achieved the necessary step-change in urban mobility patterns;
2021/05/27
Committee: TRAN
Amendment 119 #

2021/2046(INI)

Motion for a resolution
Recital H o (new)
Ho. whereas even accounting for Covid-19, international aviation emissions are expected to rise by 220-290% by 2050; whereas aviation’s emissions covered by the EU ETS have increased on average by 5% year-on-year between 2013 and 2018with free allowances provided to airline operators for 45.5% of their emissions in 2018; whereas aviation non- CO2 emissions are currently warming the climate at approximately three times the rate of that associated with aviation CO2 emissions alone1a _________________ 1aEASA, Updated analysis of the non- CO2 climate impacts of aviation and potential policy measures pursuant to EU Emissions Trading System Directive Article 30(4)
2021/05/27
Committee: TRAN
Amendment 120 #

2021/2046(INI)

Motion for a resolution
Recital H p (new)
Hp. whereas shipping still represents a major source of greenhouse gas emissions globally, which are expected to increase by 50% by 2050; whereas shipping remains the only transport sector currently not yet contributing to the EU’s emissions reduction efforts; whereas SOX emissions from ships remain a large source of pollution in European ports despite new sulphur standards;
2021/05/27
Committee: TRAN
Amendment 121 #

2021/2046(INI)

Motion for a resolution
Recital H q (new)
Hq. whereas most mobility by train within the Union is for daily commutes, but nonetheless most of the investments are directed to high-speed railway infrastructure used only by a minority of the population; whereas investments in support for regional and suburban rail would represent better value for money and serve a larger group of people;
2021/05/27
Committee: TRAN
Amendment 122 #

2021/2046(INI)

Motion for a resolution
Recital H r (new)
Hr. whereas the TEN-T Guidelines and the Alternative Fuels Infrastructure Directive should only promote the EU- wide deployment of innovative transport solutions, namely zero-emission mobility, and fully renewables-based and sustainable alternative fuels, respectively, if we are to meet our climate and zero pollution objectives;
2021/05/27
Committee: TRAN
Amendment 123 #

2021/2046(INI)

Motion for a resolution
Recital H s (new)
Hs. whereas transport policy and funding decisions should fully respect the ‘do no significant harm’ principle as set out in Regulation (EU) 2020/8521a _________________ 1aRegulation(EU) 2020/852 of the European Parliament and of the Council of 18 June 2020 on the establishment of a framework to facilitate sustainable investment, and amending Regulation (EU) 2019/2088 (Text with EEA relevance)
2021/05/27
Committee: TRAN
Amendment 124 #

2021/2046(INI)

Motion for a resolution
Recital H t (new)
Ht. whereas the European Environmental Agency notes that Europe's biodiversity continues to be eroded resulting in ecosystem degradation and that 60% of species assessments and 77% of habitat assessments continue to be in an unfavourable conservation status; whereas transport and transport infrastructure play a major role in this biodiversity crisis;
2021/05/27
Committee: TRAN
Amendment 125 #

2021/2046(INI)

Motion for a resolution
Recital H u (new)
Hu. whereas tourism and especially overtourism can have negative environmental and economic impacts such as increased pollution, loss of biodiversity, congestion, infrastructure maintenance costs and rising prices, as documented in the TRAN study ‘Overtourism: impact and possible policy responses’1a _________________ 1aResearch for TRAN Committee - Overtourism: impact and possible policy responses
2021/05/27
Committee: TRAN
Amendment 126 #

2021/2046(INI)

Motion for a resolution
Recital H v (new)
Hv. whereas all EU citizens should have a right to sustainable, accessible, affordable, safe and secure mobility;
2021/05/27
Committee: TRAN
Amendment 128 #

2021/2046(INI)

Motion for a resolution
Paragraph 1
1. Welcomes the Commission’s sustainable and smart mobility strategy and supports its ambition to achieve a climate- neutral, digitalised, competitive, resilient and efficient transport sector; regrets that not enough ambition nor concretion is established towards making transport socially just, more accessible and affordable; expresses its disappointment moreover that the strategy fails to envision a fully climate-neutral transport sector by 2050;
2021/05/27
Committee: TRAN
Amendment 148 #

2021/2046(INI)

Motion for a resolution
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 and European Structural and Investment Funds, with absolute priority given to public transport and active mobility;
2021/05/27
Committee: TRAN
Amendment 152 #

2021/2046(INI)

Motion for a resolution
Paragraph 2 a (new)
2a. Regrets the link made between sustainability and growth and notes that the model of endless growth for the transport sector is inherently unsustainable given limited resources that are unfairly distributed; calls therefore on the Commission to adopt sufficiency and redistributive policies that lower the consumption of materials and energy by reducing superfluous demand for products and services and ensure a fairer allocation of resources that meets the mobility needs of all in society;
2021/05/27
Committee: TRAN
Amendment 164 #

2021/2046(INI)

Motion for a resolution
Paragraph 2 b (new)
2b. Underlines the importance of establishing a level playing field in terms of fully internalising all short-term and long-term external costs across all transport modes in order to achieve the targets set out in the Sustainable and Smart Mobility Strategy and to align the taxation of energy products and electricity with EU environment and climate policies;
2021/05/27
Committee: TRAN
Amendment 169 #

2021/2046(INI)

Motion for a resolution
Paragraph 2 c (new)
2c. Calls for the Commission to regularly monitor whether the policy actions proposed in the Strategy are enough to ensure the end of the transport sector’s reliance on fossil fuels, its transition towards climate neutrality and its contribution to achieving the zero pollution objective, and to propose additional measures and/or higher ambition when needed;
2021/05/27
Committee: TRAN
Amendment 172 #

2021/2046(INI)

Motion for a resolution
Paragraph 2 d (new)
2d. Calls on the Commission to revise its state aid guidelines to allow Member States to only promote truly sustainable transport modes; in this regard believes that state aid guidelines for airlines and airports must be aligned to the European Green Deal in order to ensure that aid is conditional upon greater sustainability efforts, elimination of short and medium haul flights where sustainable alternatives exist, and the protection of workers’ rights; regrets that state aid provided since the start of Covid-19 has not been subject to such provisions
2021/05/27
Committee: TRAN
Amendment 174 #

2021/2046(INI)

Motion for a resolution
Paragraph 2 e (new)
2e. Calls on the European Commission to come forward with a revised proposal on combined transport as soon as possible in order to accelerate modal shift;
2021/05/27
Committee: TRAN
Amendment 175 #

2021/2046(INI)

Motion for a resolution
Paragraph 2 f (new)
2f. Believes the revision of the trans- European transport network guidelines1a should establish as its main priority comprehensive modal shift towards sustainable transport modes in order to guarantee greater access to sustainable transport; _________________ 1a[1] Regulation(EU) No 1315/2013 of the European Parliament and of the Council of 11 December2013 on Union guidelines for the development of the trans-European transport network and repealing Decision No 661/2010/EU Text with EEA relevance
2021/05/27
Committee: TRAN
Amendment 176 #

2021/2046(INI)

Motion for a resolution
Paragraph 2 g (new)
2g. Urges the Commission to take account of induced demand and the rebound effect in all of its transport policy decisions and financing of transport infrastructure, as well as the impact both phenomena have on negative externalities; believes that the Commission should not make decisions or provide funding to projects that significantly increase negative externalities;
2021/05/27
Committee: TRAN
Amendment 177 #

2021/2046(INI)

Motion for a resolution
Paragraph 2 h (new)
2h. Calls on the Commission to encourage all Member States to put in place a sustainable rural mobility policy by 2025 at the latest, with the aim of ensuring people in these areas have access to sustainable mobility options and specifically addressing the needs of remote and low-density areas; in this regard calls for a focus on reducing the number and length of trips and the promotion of sustainable shared mobility and public transport; calls for a rural equivalent to Sustainable Urban Mobility Plans at EU level to support such plans;
2021/05/27
Committee: TRAN
Amendment 178 #

2021/2046(INI)

Motion for a resolution
Paragraph 2 i (new)
2i. Notes that the world’s economy uses the equivalent of 1.5 planets’ worth of resources meaning that 3 planets would be needed if everyone consumed at the rate of the average EU resident; stresses the importance of binding targets for the creation of a toxic-free and fully circular economy within planetary boundaries by 2050 at the very latest;
2021/05/27
Committee: TRAN
Amendment 186 #

2021/2046(INI)

Motion for a resolution
Paragraph 3
3. Welcomes the Commission’s efforts to accelerate the uptake of zero- emission vehicles and zero-emission fuels; stresses that the Commission should aim for a relative percentage rather than an absolute figure of EVs and recalls that in 2018 there were at least 230 million passenger cars in the EU; calls on the Commission to aim for higher number relative percentages of zero-emission light- and heavy-duty vehicles by 2030 and to propose more stringent CO2 standards and air-pollutant emission standards;
2021/05/27
Committee: TRAN
Amendment 202 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 a (new)
3a. Believes however that the single most effective way to incentivise innovation, provide clarity to industry, and bring about sustainability in road transport, is to ensure a continuous reduction of emissions via more frequent CO2 standards reduction targets to reach a 0g CO2/km target by 2030 at the latest;
2021/05/27
Committee: TRAN
Amendment 209 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 b (new)
3b. Stresses the need to increase the ambition of the current car and vans CO2 targets, in particular raising the 2025 target, adding an additional 2027 target, and setting ambitious ZEV mandates for vans to ensure road transport can contribute to meeting the new 2030 GHG targets; calls for the emissions from vehicle tyres and brakes to be addressed as a matter of urgency;
2021/05/27
Committee: TRAN
Amendment 210 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 c (new)
3c. Highlights the importance of the EU heavy-duty vehicle CO2 targets (Regulation (EU) 2019/1242) in reducing CO2 emissions from trucks, buses and coaches and promoting the production and uptake of zero-emission vehicles in these segments; underlines the necessity to significantly increase the regulatory ambition in the upcoming review of the Regulation in 2022;
2021/05/27
Committee: TRAN
Amendment 211 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 d (new)
3d. Calls on the European Commission to set an EU-wide end date for the sale of new cars, vans, lighter trucks and buses with internal combustion engines by 2030 at the latest, and for heavier trucks and coaches before 2040, which will set Europe’s road transport sector on a clear pathway to delivering the emission and pollution reductions needed to meet the ambitions of the Paris Agreement and the European Green Deal;
2021/05/27
Committee: TRAN
Amendment 212 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 e (new)
3e. Notes the rising trend in vehicle design over recent years towards heavier and larger light duty vehicles, such as Sports Utility Vehicles (SUVs), and the negative impact that such vehicles have not only on road safety but also the environment; Calls on the Commission and Member States to impose a minimum mandatory surcharge on heavy private vehicles such as SUVs at the point of sale based on tonnage due to the greater threat to road safety posed by such vehicles as well as their increased emissions and use of materials needed for their production;
2021/05/27
Committee: TRAN
Amendment 213 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 f (new)
3f. Notes that the replacement of all existing vehicles with zero-emission vehicles brings its own problems in terms of additional and substantial well-to- wheel emissions, use of materials, as well as continued serious congestion and road safety issues; recommends therefore that the absolute priority of the EU should be modal shift and public transport rather than policies that foster private car ownership;
2021/05/27
Committee: TRAN
Amendment 214 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 g (new)
3g. Underlines the fact that corporate vehicle fleets (of both passenger vehicles and vans) across the EU account for 20% of total light and heavy-duty vehicles, but are responsible for half the emissions from road transport; Calls on the Commission to propose a new Zero Emission Fleets Regulation mandating any company with a fleet size of 25 vehicles or more to acquire at least half of its new cars and vans as zero emission vehicles from 2025 and 100% from 2030, as well as requiring high-mileage fleets (i.e. taxi, private hire, delivery vans, etc.) in urban areas to go zero emission by 2030;
2021/05/27
Committee: TRAN
Amendment 215 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 h (new)
3h. Regrets that significant amounts of EU money continue to be spent on new roads, road expansion or airports despite the risk of induced demand; believes EU money would be much better spent on sustainable transport modes and on improving safety;
2021/05/27
Committee: TRAN
Amendment 217 #

2021/2046(INI)

Motion for a resolution
Paragraph 4
4. Calls on the Commission to propose binding targets for Member States for public charging points as well as for hydrogen refuelling stations(for both light duty vehicles and heavy duty vehicles) along TEN-T networks, at key urban areas, at public parking facilities, logistic centres and on the number of public charge points to be deployed per country, starting in 2025, as well as for refuelling stations for hydrogen sourced solely from additional renewable energy; believes the charging points should offer ad hoc charging by default via commonly available payment methods and display transparent tariffs in advance, during and after charging; 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 regulationcover zero emission infrastructure only; _________________ 2 OJ L 307 28.10.2014, p. 1.
2021/05/27
Committee: TRAN
Amendment 231 #

2021/2046(INI)

Motion for a resolution
Paragraph 4 a (new)
4a. Calls for a holistic approach to promote zero-emission mobility based on modal shift and the following cascading priority: energy efficiency first, direct renewable electrification and sustainable renewables-based fuels only for those applications without alternatives for achieving climate neutrality; in the context of increasing the share of sustainable renewable energy in the transport sector, considers crucial that the development and deployment of electric vehicles is at least matched with a direct and proportional additional renewable capacity;
2021/05/27
Committee: TRAN
Amendment 236 #

2021/2046(INI)

Motion for a resolution
Paragraph 4 b (new)
4b. Deplores that low-carbon fuels are referenced throughout the Sustainable and Smart Mobility Strategy and that measures to promote them are foreseen, especially in relation to the revision of the Renewable Energy Directive; urges the Commission to safeguard the scope of the directive which is to promote sustainable renewable energy and not, whether directly or indirectly, energy from fossil or nuclear sources; calls also in this context for the deletion of the recycled Carbon Fuels (RCFs) from the renewable transport targets;
2021/05/27
Committee: TRAN
Amendment 244 #

2021/2046(INI)

Motion for a resolution
Paragraph 5
5. Underlines that zero-emission fuels, such as cleanrenewable hydrogen and renewable synthetic fuels, should be usproduced from additional renewable capacity deployed in proportion with the need for renewable fuels and should be employed in accordance with the ‘energy efficiency first’ principle, mainly for those transport modenamely in those hard-to-abate transport applications where direct renewable electrification is not possible or not yet market-ready;
2021/05/27
Committee: TRAN
Amendment 254 #

2021/2046(INI)

Motion for a resolution
Paragraph 5 a (new)
5a. Calls on the Commission to conduct a comprehensive assessment of options for the greater uptake of renewables-based alternative fuels, such as advanced biofuels, renewable hydrogen, ammonia and e-kerosene, and associated infrastructure development in the EU, only in those transport applications and hard-to-abate sectors where renewables-based electrification or other cost-effective technical alternatives for achieving zero-emissions are not available, such as the aviation and the maritime sectors, as part of the review of RED II; fully rejects all unsustainable or low-carbon fuels such as non-renewable hydrogen, biofuels, LNG and CNG as fuels for the transport sector given their negative impact on the environment; views such investments as funding for stranded assets and rejects their inclusion in the revision of the Alternative Fuels Infrastructure Directive; notes that the International Energy Agency has stated that in order to reach carbon neutrality by 2050 there should be no new oil, fossil gas and coal projects1a; _________________ 1aNetZero by 2050 A Roadmap for the Global Energy Sector
2021/05/27
Committee: TRAN
Amendment 264 #

2021/2046(INI)

Motion for a resolution
Paragraph 5 b (new)
5b. Calls on Member States to swiftly implement the Clean Energy Package and calls on the Commission to come forward with ambitious revisions of the relevant energy and climate legislations in the “fit for 55 Package” in order to facilitate the production, integration and management of the increased additional renewable electricity needed to achieve climate neutrality as well as the zero pollution objective in the transport sector;
2021/05/27
Committee: TRAN
Amendment 270 #

2021/2046(INI)

Motion for a resolution
Paragraph 6
6. Calls on the Commission to further support industrial alliances like the European Battery Alliance and the European Clean Hydrogen Alliance; stresses that the State aid rules relevant to transportensure the inclusive design of industrial alliances based on transparency, balanced representation of the various stakeholders, continuous openness and sufficient opportunities for genuine participation for such divergent stakeholders, in order to prevent domination by private interest; stresses that the State aid rules relevant to transport (notably the Temporary State Aid Framework) should be geared towards the objective of climate neutrality and that there should be no public support for polluting sectors other than when supporting workers’ in a just transition; believes these rules should be revised to enable more public support to develop and deploy clean and smart mobility technologies and their related industries; calls on the Commission and the Member States to support sustainable strategic value chains;
2021/05/27
Committee: TRAN
Amendment 280 #

2021/2046(INI)

Motion for a resolution
Paragraph 6 a (new)
6a. Calls for a ban on the export from the EU of second-hand vehicles that do not possess a road safety certificate or have emission standards lower than Euro 5, given the impact the export of these vehicles has on road safety, emissions and pollution in third countries;
2021/05/27
Committee: TRAN
Amendment 284 #

2021/2046(INI)

Motion for a resolution
Paragraph 6 b (new)
6b. Highlights analysis of the EU Strategy for Energy System Integration1a as stating that ‘overall, applicable taxes and levies, including carbon pricing, are not applied homogeneously across energy carriers and sectors, and create distortions towards the use of specific carriers’; _________________ 1aPowering a climate-neutral economy: An EU Strategy for Energy System Integration COM/2020/299final
2021/05/27
Committee: TRAN
Amendment 286 #

2021/2046(INI)

Motion for a resolution
Paragraph 6 c (new)
6c. Calls on Commission and Member States to boost the sector integration of the transport and power sectors, notably by appropriately rewarding consumer demand side management and through requiring smart functionalities for batteries, charging infrastructure and the development of Vehicle to Grid Services in the relevant legislations, including the Alternative Fuels Directive; points to the required enabling framework for active consumers and energy communities generating, storing and using their own renewable energy and contributing to the balancing of the grid through home batteries or electric vehicles, thus minimising the infrastructural constraints to absorb an increasing demand for electric vehicles;
2021/05/27
Committee: TRAN
Amendment 288 #

2021/2046(INI)

Motion for a resolution
Paragraph 6 d (new)
6d. Recognises that a true shift to zero-emissions vehicles will not only require a reduction in tail pipe emissions but also a reduction in the emissions associated with the production of the materials used in vehicles; calls on the Commission to assess the feasibility of setting declining mandatory limits on the embedded life cycle emissions of materials used in vehicles and options for mandatory minimum quotas for recycled material content in vehicles;
2021/05/27
Committee: TRAN
Amendment 289 #

2021/2046(INI)

Motion for a resolution
Paragraph 6 e (new)
6e. Calls on the Commission to urgently table a proposal for revision of Directive1999/94/EC relating to the availability of consumer information on fuel economy and CO2 emissions in respect of the marketing of new passenger cars so that consumers have the right information when purchasing a car, notably on the real-life emissions of vehicles and their embodied carbon; expects the revised Directive to take into account market developments such as the increased supply of electric vehicles in the EU; recalls that the European Commission committed to presenting a revision of the Directive by the end of 2020;
2021/05/27
Committee: TRAN
Amendment 290 #

2021/2046(INI)

Motion for a resolution
Paragraph 6 f (new)
6f. Calls on the Commission to introduce in the upcoming Energy Performance of Buildings Directive1a revision a holistic integrated renovation programmes (IRPs) approach as to maximise the synergies between the buildings sector, district energy systems, mobility plans and the general environment; invites the Commission to introduce requirements for dedicated spaces for sustainable, collective and soft mobility modes, such as zero-emission car-sharing, e-scooters or bikes and to further enhance provisions on smart charging infrastructure requirements for e-mobility; _________________ 1aDirective 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings
2021/05/27
Committee: TRAN
Amendment 293 #

2021/2046(INI)

Motion for a resolution
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, whichthese proposals should focus on the uptake of hydrogen and ammonia produced from additional renewable energy and clearly exclude crop-based biofuels and other alternative fuels produced from feedstocks that cannot be locally sourced in a sustainable way; calls on the Commission to propose strong sustainability requirements that fully respect the ‘do not significant harm’ principle and adequately take life- cycle greenhouse gas emissions into account; insists on accompanying measures to ensure employees’ health and safety as well as proper training on the handling of sustainable alternative fuels;
2021/05/27
Committee: TRAN
Amendment 305 #

2021/2046(INI)

Motion for a resolution
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 renewable electricity or fuel cells in the maritime and aviation sectorsalternative zero-emission propulsion systems like wind-assisted propulsion for shipping, as well as renewable electrofuels for long-distance transport in the maritime and aviation sectors where direct electrification is not yet possible;
2021/05/27
Committee: TRAN
Amendment 317 #

2021/2046(INI)

8a. Calls on the Commission to ensure the uptake of zero-emission vessels through regulatory and financial support mechanisms, including stringent EU energy carbon intensity standards for ships, increased funding for R&D and support for deployment of zero-emission technologies for example through Contracts for Difference (CfD);
2021/05/27
Committee: TRAN
Amendment 324 #

2021/2046(INI)

Motion for a resolution
Paragraph 8 b (new)
8b. Highlights the importance of energy efficiency measures to cut emissions from maritime transport; calls on the Commission to promote energy efficiency improvements of vessels by defining requirements in upcoming legislation; underlines that to be fair and cost-efficient, the FuelEU Maritime regulation should apply beyond intra-EU voyages and cover the full scope of the EU MRV regulation;
2021/05/27
Committee: TRAN
Amendment 333 #

2021/2046(INI)

Motion for a resolution
Paragraph 8 c (new)
8c. Calls on the Commission to mandate zero-emission control zones in ports including through shore-side power requirements; Calls on the Commission to oblige docked ships to use shore-side electricity sourced from renewable sources, to eliminate GHG and air- polluting emissions at berth and reach the objective of zero emissions while at berth as soon as possible and by 2030 at the latest;
2021/05/27
Committee: TRAN
Amendment 340 #

2021/2046(INI)

Motion for a resolution
Paragraph 8 d (new)
8d. Believes that all new ships ordered for EU waters should be zero-emission capable, calls for widespread infrastructure for ships to refuel with sustainable renewable alternative marine fuels and for partial sail power, on-board solar and wind energy and slow steaming, which are hugely beneficial fuel-savers, as well as short-sea shipping;
2021/05/27
Committee: TRAN
Amendment 343 #

2021/2046(INI)

Motion for a resolution
Paragraph 8 e (new)
8e. Calls for a moratorium on aviation agreements between the EU and third countries that significantly increase flight capacity given the negative impact of long-haul aviation on the climate and the induced demand for aviation brought about by such agreements; calls instead for aviation safety, together with climate and environmental ambition, to be the primary focus of any new aviation agreements with third countries;
2021/05/27
Committee: TRAN
Amendment 346 #

2021/2046(INI)

Motion for a resolution
Paragraph 8 f (new)
8f. Calls for the Commission to consider as part of the revision of the airport slots regulation, reducing the total number of airport slots within the EU over time and providing greater flexibility to air carriers that agree to binding commitments on the elimination of short haul flights and the use of sustainable aviation fuels; stresses moreover that the perverse incentive to operate even empty flights in order to retain grandfathering rights must be reformed in order to align slots legislation with the European Green Deal;
2021/05/27
Committee: TRAN
Amendment 347 #

2021/2046(INI)

Motion for a resolution
Paragraph 8 g (new)
8g. Considers that airport charges should be updated, in order among other things to contribute safeguarding working conditions and to internalise the environmental impacts of flights, such as air and noise pollution; suggests to additionally introduce a common levy per each flight operated in an airport, regardless of its distance;
2021/05/27
Committee: TRAN
Amendment 348 #

2021/2046(INI)

Motion for a resolution
Paragraph 8 h (new)
8h. Invites the Commission to elaborate on the Sustainable and Smart Mobility Strategy goal of a better use of inland waterways into cities in a sustainable way, with specific measures in order to meet the increasing demand of logistics in congested urban areas where the expansion of land transport infrastructure is challenging and expensive while waterways are an existing asset;
2021/05/27
Committee: TRAN
Amendment 349 #

2021/2046(INI)

Motion for a resolution
Paragraph 8 i (new)
8i. Highlights that zero-emission alternatives for inland vessels should become more financially attractive than conventional propulsion and that this trend should be accelerated, for example by a smart mix of grants and loans
2021/05/27
Committee: TRAN
Amendment 351 #

2021/2046(INI)

9. Welcomes the Commission’s idea to only offer consumers carbonlimate-neutral choices for scheduled collective travel by 2030, but underlines that these choices should be available for journeys up to 1 000 kmexclude carbon offsetting mechanisms and should be available for journeys up to 1 000 km, within a system developed by the Commission that identifies available alternatives within reasonable amounts of time; believes that short-haul flights where sustainable alternatives exist should be phased out, with possible exemptions only for remote and peripheral regions; calls in this regard for a multimodal ticketing solution that ensures seamless travel for those making connections; calls on the Commission to come forward with a map of the most popular and carbon-intensive journeys in the EU and a plan on how to decarbonise them, including legal measures;
2021/05/27
Committee: TRAN
Amendment 382 #

2021/2046(INI)

Motion for a resolution
Paragraph 10
10. Stresses the need to complete missing cross-border rail links to improve interurban cross-country connections, in particular small and medium scale rail links;
2021/05/27
Committee: TRAN
Amendment 388 #

2021/2046(INI)

Motion for a resolution
Paragraph 10 a (new)
10a. Underlines that rail is the most energy-efficient mode for mass passenger transport and the least emitting for freight transport in Europe; welcomes that the strategy is setting targets for increasing rail transport but calls for a substantially higher ambition considering that a wider transition from road to rail would be key to achieve the EU’s energy efficiency and climate objectives; Recalls the importance of last mile rail infrastructure for freight, ERTMS and digital automatic coupling;
2021/05/27
Committee: TRAN
Amendment 396 #

2021/2046(INI)

Motion for a resolution
Paragraph 10 b (new)
10b. Repeats the call for an EU connectivity index as set out in the European Year of Rail aimed at categorising the consistency, quality and diversity of the offer as well as full accessibility for people with reduced mobility and persons with disabilities and intermodal options that show the integration of the network1a; _________________ 1aDecision(EU) 2020/2228 of the European Parliament and of the Council of 23 December 2020 on a European Year of Rail (2021)
2021/05/27
Committee: TRAN
Amendment 397 #

2021/2046(INI)

Motion for a resolution
Paragraph 10 c (new)
10c. Calls for financial incentives and public investment into the purchase and retrofitting of rolling stock (including for the greater rollout of night trains) that includes greater space for bicycles as well as noise reduction measures; believes night trains represent an environmentally-friendly and competitive alternative in international transport and should be supported to the maximum extent possible, particularly as regards facilitating cross-border connections;
2021/05/27
Committee: TRAN
Amendment 398 #

2021/2046(INI)

Motion for a resolution
Paragraph 10 d (new)
10d. Calls on the European Commission to revise the rail infrastructure charges framework in order to support the rail sector and promote the most efficient use of the network;
2021/05/27
Committee: TRAN
Amendment 399 #

2021/2046(INI)

Motion for a resolution
Paragraph 10 e (new)
10e. Believes the European Railway Agency’s (ERA) budget should be increased in order to support the Union’s objectives on modal shift; suggests that the ERA be involved in implementing railway infrastructure projects under TEN-T; suggests strengthening the role of the European coordinators, particularly as regards their added-value in bridging the administrative gaps to ensure the completion of missing cross-border rail links; recommends establishing binding targets for incremental ERTMS deployment, to ensure its due completion by 2030; urges the Commission to prioritise the upgrade of rail connections to sea and inland waterways ports to support modal shift and enhance sustainable logistics; recommends that TEN-T projects that have a clear negative climate balance by 2050 should be put on hold or scrapped;
2021/05/27
Committee: TRAN
Amendment 400 #

2021/2046(INI)

Motion for a resolution
Paragraph 10 f (new)
10f. Stresses that, in order to transition to a genuinely smart and sustainable mobility, infrastructure projects should be assessed against their climate impact, calculated in terms of direct and indirect emissions along the life cycle, as well as social and cohesion criteria, and in particular their acceptance by local communities; also stresses that infrastructure projects should guarantee a high level of transparency, providing access to all relevant documents, especially those related to their impacts on the environment and public health; calls for financing to infrastructure projects whose operation emission savings by 2050 - compared to the baseline scenario - do not offset the construction related emissions, like the Lyon-Turin high-speed rail connection, to be immediately halted;
2021/05/27
Committee: TRAN
Amendment 401 #

2021/2046(INI)

Motion for a resolution
Paragraph 10 g (new)
10g. Welcomes the willingness of the Commission to boost long distance and cross border rail services and to propose regulatory measures to enable innovative and flexible tickets that combine different modes of transport; encourages the Commission therefore to take the necessary legislative measures to promote rail passenger services, particularly in the areas of ticketing, access to a minimum set of static and dynamic non-personal data on fair, reasonable and non- discriminatory conditions for all transport stakeholders and, to ensure that travellers are better protected in their combined cross-border rail journeys involving multiple railway undertakings;
2021/05/27
Committee: TRAN
Amendment 402 #

2021/2046(INI)

Motion for a resolution
Paragraph 10 h (new)
10h. Urges the Commission to introduce binding targets in Sustainable Urban Mobility Plans (SUMPs); notes that demand management and land-use planning can lower traffic volumes; stresses that facilitating active mobility should become an integral part of urban mobility and infrastructure design, which should be included within SUMPs, where the Commission already recommends including road safety as a horizontal objective;
2021/05/27
Committee: TRAN
Amendment 403 #

2021/2046(INI)

Motion for a resolution
Paragraph 10 i (new)
10i. Calls moreover on the Commission to establish an indicator on the use of EU funds for improving urban road safety, and particularly ensuring the highest design standards to protect vulnerable road users and foster active mobility, not only for reporting purposes but also in view of making SUMPs a condition for the receipt of EU funding for urban infrastructure; calls on the Commission to better integrate EU road safety targets and actions within the Guidelines of the SUMPs by monitoring and promoting good practice;
2021/05/27
Committee: TRAN
Amendment 404 #

2021/2046(INI)

Motion for a resolution
Paragraph 11
11. Calls on the Member States to significantly increase their efforts to increase the share of walking and cycling in urban and rural areas, cycling and micromobility in urban and rural areas; believes the Commission should do its utmost to ensure the cycling and walking infrastructure put in place in Member States as a response to the Covid-19 pandemic remains in place and is expanded in order to further promote safe active mobility, which has also significant health benefits; in this regard, calls on the Commission to publish a strategy on active mobility to capitalise on these changes as well as mobilise funding;
2021/05/27
Committee: TRAN
Amendment 421 #

2021/2046(INI)

Motion for a resolution
Paragraph 11 a (new)
11a. Calls on the Commission to prioritise active mobility and public transport in the TEN-T revision under urban nodes, particularly as regards funding, including creating a link with SUMPs; calls for the inclusion of the EuroVelo cycling network as an integral part of the TEN-T network, namely as a separate priority with its own coordinator; stresses the importance of ensuring continuous walking and cycling paths in TEN-T projects and of guaranteeing that the TEN-T network does not create barriers for active mobility users;
2021/05/27
Committee: TRAN
Amendment 433 #

2021/2046(INI)

Motion for a resolution
Paragraph 11 b (new)
11b. Stresses the importance of improving liveability in urban areas and welcomes plans for supporting the creation of climate-neutral cities; underlines in this regard the importance of reducing the centrality of private motorised vehicles in the public realm in order to reallocate more public space to citizens and children in particular; welcomes the European-wide annual car- free Sunday initiative given its widespread popularity and positive impact on road safety and other negative externalities, and suggests to increase its frequency;
2021/05/27
Committee: TRAN
Amendment 439 #

2021/2046(INI)

Motion for a resolution
Paragraph 11 c (new)
11c. Urges EU support for e-bikes and cargo bikes; notes that cargo bikes have huge potential for transporting goods in urban areas including last-mile logistics, and can play an important role in reducing congestion, emissions and pollution;
2021/05/27
Committee: TRAN
Amendment 440 #

2021/2046(INI)

Motion for a resolution
Paragraph 11 d (new)
11d. Underlines the need for a behavioural change to shift towards sustainable urban mobility and recommends engagement with cities and regions to provide incentives for citizens and businesses to use alternative sustainable modes of mobility;
2021/05/27
Committee: TRAN
Amendment 451 #

2021/2046(INI)

Motion for a resolution
Paragraph 12
12. Calls on the Commission to propose zero-emission mobility solutions that include the first and the last mile, thereby integrating the use of sustainable public transport and private mobility solutions;
2021/05/27
Committee: TRAN
Amendment 462 #

2021/2046(INI)

Motion for a resolution
Paragraph 12 a (new)
12a. Underlines that more sustainable and healthier urban and interurban mobility can only be achieved through proper deployment of public transport; calls on the Commission to propose tools to increase modal shift towards sustainable mass transit solutions;
2021/05/27
Committee: TRAN
Amendment 466 #

2021/2046(INI)

Motion for a resolution
Paragraph 12 b (new)
12b. Looks forward to a revised Urban Mobility Package, which should aim at tackling congestion effectively by means of a more ambitions modal shift towards sustainable public transport, active mobility and micromobility; notes that the ECA has found that progress since the 2013 Urban mobility package has been very slow, and fully agrees that EU co- funding in the domain of urban mobility must be subject to the timely submission of adequate SUMPs1a, and that better data on urban mobility is required; urges the Commission to fully exploit the synergies between road safety and sustainability in the Urban Mobility Package; _________________ 1aSpecial Report 06/2020 - Sustainable Urban Mobility in the EU: No substantial improvement is possible without Member States’ commitment
2021/05/27
Committee: TRAN
Amendment 471 #

2021/2046(INI)

Motion for a resolution
Paragraph 12 c (new)
12c. Encourages the Commission to change its focus when it comes to rail, so that investments are targeted not only at long-distance and high-speed trains, but to upgrading the existing network and commuter train services through an action plan for regional and suburban trains;
2021/05/27
Committee: TRAN
Amendment 472 #

2021/2046(INI)

Motion for a resolution
Paragraph 12 d (new)
12d. Calls for the development of guidelines on the implementation of measures to fully internalising the negative externalities transport in urban areas; stresses that modal shift will never be achieved without the introduction of constraints and additional costs on the use of private car;
2021/05/27
Committee: TRAN
Amendment 479 #

2021/2046(INI)

Motion for a resolution
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 years; urges the Commission to come forward with ambitious and binding modal shift targets for both passenger and freight for 2030, 2040 and2050; regrets that rail freight traffic is foreseen only to double by 2050, and believes more ambition is needed;
2021/05/27
Committee: TRAN
Amendment 500 #

2021/2046(INI)

Motion for a resolution
Paragraph 13 a (new)
13a. Considers that proper interoperability and the widespread establishment of adequate intermodal exchange hubs for freight are crucial elements to ensure that the modal shift targets will be met for the transport of goods;
2021/05/27
Committee: TRAN
Amendment 517 #

2021/2046(INI)

Motion for a resolution
Paragraph 14
14. Stresses the needat it is crucial to complete the internalisation of external costs for all modes of transport by 2030 at the latest; adds that reducing the negative externalities due to transport not only improves well-being but also mobility and productivity; urges for the ‘polluter pays’ and ‘user pays’ principles to be implemented in full;
2021/05/27
Committee: TRAN
Amendment 538 #

2021/2046(INI)

Motion for a resolution
Paragraph 15
15. Welcomes the full inclusion of the intra-EU and international maritime sector in the EU emissions trading system (ETS) and the planned reduccalls for the elimination of allowances allocated for free to the aviation sector;
2021/05/27
Committee: TRAN
Amendment 540 #

2021/2046(INI)

Motion for a resolution
Paragraph 15 a (new)
15a. calls on the Commission to ensure the EU ETS’ ambition is not weakened by international offsetting schemes and remains fully in line with a 65% GHG reduction target for 2030 and climate neutrality goal by 2050 by making 2019 the peak year for aviation emissions; strongly believes that the scope of the ETS should be enlarged to cover international aviation;
2021/05/27
Committee: TRAN
Amendment 544 #

2021/2046(INI)

Motion for a resolution
Paragraph 15 b (new)
15b. Recalls that carbon offsets are no longer accepted for compliance as part of the EU ETS since January 2021 and do not account towards the EU’s 2030 GHG reduction targets, as research previously showed that over 80% of international offsets failed to reduce emissions1a; _________________ 1a European Commission, How additional is the Clean Development Mechanism?, 2016
2021/05/27
Committee: TRAN
Amendment 546 #

2021/2046(INI)

Motion for a resolution
Paragraph 15 c (new)
15c. Strongly regrets the fact that the EU agreed to change the baseline year in CORSIA; calls for regulatory action from the Commission to implement the recommendations of the EASA report on the non-CO2 effects of aviation and for this action to be immediate; calls for an end to the tax exemption on VAT for intra-EU airline tickets;
2021/05/27
Committee: TRAN
Amendment 548 #

2021/2046(INI)

Motion for a resolution
Paragraph 16
16. Rejects the direct inclusion of emissions from road transport in the EU ETS, including the setting up of any kind of parallel scheme, a policy that would have a regressive impact on those less able to pay in society; calls instead on the Commission to focus its effort on securing EU-wide distance-based charging for all vehicles in the proposal for a Directive on the charging of heavy goods vehicles for the use of certain infrastructures 2017/0114(COD); recalls that the European Parliament already expressed its opposition to ETS for road transport;
2021/05/27
Committee: TRAN
Amendment 563 #

2021/2046(INI)

Motion for a resolution
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 considers the revision of the Energy Taxation Directive as the best possibility to achieve a stable and predictable carbon price; calls on the Commission to propose an ambitious reform that puts an end to all harmful tax exemptions for fossil fuels and strictly applies the polluter pays principle, setting with it EU-wide credible minimum taxation rates to come into force; urges the Commission especially to put an end without delay to the tax exemption on jet and maritime fuels, which are fossil fuel subsidies that are a source of unfair competition with other transport modes;
2021/05/27
Committee: TRAN
Amendment 594 #

2021/2046(INI)

Motion for a resolution
Paragraph 19 a (new)
19a. Calls upon the Commission to propose regulatory measures to mandate static and dynamic data sharing between suppliers and vendors through fair, reasonable and non-discriminatory commercial terms and open up the booking systems of railways operators, in order to improve the consumer experience with regards to planning and purchasing of tickets for multimodal and long- distance rail journeys;
2021/05/27
Committee: TRAN
Amendment 598 #

2021/2046(INI)

Motion for a resolution
Paragraph 20
20. Welcomes the strategy’s backing of ongoing efforts to further roll out the European Rail Traffic Management System, the Single European Sky initiative, train automation and air traffic management; warns however of the need to avoid increasing negative external costs by bringing about induced demand and a rebound effect with the measures on aviation; considers that an overarching common objective of such framework policies, beyond partial optimisation, must be to minimise the overall environmental impact;
2021/05/27
Committee: TRAN
Amendment 615 #

2021/2046(INI)

Motion for a resolution
Paragraph 23
23. Highlights that all means of digitalisation should be used to decrease 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 volume, while ensuring that the development, deployment and use of artificial intelligence, robotics and related technologies, including the software, algorithms and data used or produced by such technologies, take into consideration their environmental footprint during their lifecycle and across their entire supply chain; believes all such technologies should contribute to the green transition and support the achievement of climate neutrality and circular economy goals; underlines also that any public support for the digitalisation of transport should be directed at measures that will also contribute to achieving the Union’s energy, climate and environmental targets, with particular attention to increasing the energy efficiency of the sector;
2021/05/27
Committee: TRAN
Amendment 630 #

2021/2046(INI)

Motion for a resolution
Paragraph 23 a (new)
23a. Recommends the development of Union-wide trustworthy AI standards for all modes of transport, including the automotive industry, and for testing of AI- enabled vehicles and related products and services;
2021/05/27
Committee: TRAN
Amendment 632 #

2021/2046(INI)

Motion for a resolution
Paragraph 23 b (new)
23b. Calls on the Commission to make one-stop-shop ticketing solutions for European railways possible within the scope of the upcoming revision of the ITS Directive;
2021/05/27
Committee: TRAN
Amendment 634 #

2021/2046(INI)

Motion for a resolution
Paragraph 23 c (new)
23c. Highlights that multimodal ticketing has the potential to incentivise public transport use and can benefit from interoperability and database interconnections; calls therefore for open standards and guidelines to ensure interconnectivity;
2021/05/27
Committee: TRAN
Amendment 636 #

2021/2046(INI)

Motion for a resolution
Paragraph 23 d (new)
23d. Stresses that vehicle-to-vehicle and vehicle-to-infrastructure connectivity should be deployed with a view of ensuring a common level of security and safety, independently of third party services providers; calls for ensuring interoperability between V2X applications and mandatory cybersecurity requirements;
2021/05/27
Committee: TRAN
Amendment 637 #

2021/2046(INI)

Motion for a resolution
Paragraph 23 e (new)
23e. Highlights that the increased digitalisation of the transport sectors corresponds to more cybersecurity risks, with potential severe safety implications; calls therefore for ensuring minimal cybersecurity requirements along the whole industrial ecosystems, including, but not limited to, suppliers based outside of the Union;
2021/05/27
Committee: TRAN
Amendment 638 #

2021/2046(INI)

Motion for a resolution
Paragraph 23 f (new)
23f. Calls on the Commission to foster the development of multimodal digital solutions, including shared sustainable mobility, with public transport at the core of the Union’s transport system;
2021/05/27
Committee: TRAN
Amendment 639 #

2021/2046(INI)

Motion for a resolution
Paragraph 23 g (new)
23g. Notes the risks to road safety, such as driver overreliance, distraction, concentration drop and mode confusion, posed by currently available assisted driving systems aiming to improve primarily the comfort of the driver; urges the Commission to review their technical requirements based on the latest data from crashes and research, in order to address these systems’ risks; points to the possible adverse consequences in terms of safety in case of malfunctioning of sensors used within advanced driver assistance systems and calls to make sure they are properly tested for roadworthiness in periodic technical inspections;
2021/05/27
Committee: TRAN
Amendment 649 #

2021/2046(INI)

Motion for a resolution
Paragraph 24
24. Notes that the shift towards sustainable and smart mobility requires the sharing of non-personal data and proper data-integration between all relevant stakeholders, in accordance with Regulation 2016/679;
2021/05/27
Committee: TRAN
Amendment 664 #

2021/2046(INI)

Motion for a resolution
Paragraph 26
26. Welcomes the Commission’s willingness to explore the benefits and possibilities of new transport modes, such as Hyperloopbut stresses that the focus should by default be on sustainable and affordable solutions that are already readily available, such as rail;
2021/05/27
Committee: TRAN
Amendment 673 #

2021/2046(INI)

Motion for a resolution
Paragraph 26 a (new)
26a. Stresses that local public transport authorities' governance should remain a fundamental aspect in the development of multimodal ticketing solutions, so as to retain their ability to organise a sustainable and inclusive mobility on their territory;
2021/05/27
Committee: TRAN
Amendment 675 #

2021/2046(INI)

Motion for a resolution
Paragraph 26 b (new)
26b. Encourages the sharing of disaggregated data from private operators with public authorities in order to better plan transport solutions;
2021/05/27
Committee: TRAN
Amendment 676 #

2021/2046(INI)

Motion for a resolution
Paragraph 26 c (new)
26c. Encourages the Commission to take legislative action in the areas of licensing, distribution agreement and booking systems, and to develop smart and interoperable payment services, which would allow travellers to easily plan their journeys via a single transaction by buying a single integrated ticket for connecting trains or multimodal journeys, with robust associated passenger rights;
2021/05/27
Committee: TRAN
Amendment 677 #

2021/2046(INI)

Motion for a resolution
Paragraph 26 d (new)
26d. Calls on the Commission to prescribe the guaranteed accessibility of certain vehicle-specific data, functions and software information, for instance by periodic technical inspection organizations, thereby allowing them to detect possible digital tampering and manipulations, and ensure cybersecurity of vehicles;
2021/05/27
Committee: TRAN
Amendment 682 #

2021/2046(INI)

Motion for a resolution
Paragraph 27
27. Believes that sustainable transport is the backbone of a well-functioning internal market and is of utmost importance for European socioeconomic and territorial cohesion; t the service of the European Green Deal objective and climate targets, and it is of utmost importance for European socioeconomic and territorial cohesion; notes however that market solutions do not solve all of the transport system’s problems and that fossil fuel subsidies and poor working conditions skew fair competition;
2021/05/27
Committee: TRAN
Amendment 687 #

2021/2046(INI)

Motion for a resolution
Paragraph 27 a (new)
27a. Supports the Commission's position that fair mobility also means protection for passengers and their rights; believes that regaining consumer confidence is necessary to revive the transport and tourism sector post-Covid- 19; supports therefore the Commission's position on the need for better implementation of EU passenger rights and encourages the Commission to work closely with national consumer protection authorities to ensure that travellers' rights are properly enforced; supports the goal to establish the obligation of informing about the carbon footprint of a journey a passenger right and believes this should be enlarged to cover the whole ecological footprint;
2021/05/27
Committee: TRAN
Amendment 711 #

2021/2046(INI)

Motion for a resolution
Paragraph 27 b (new)
27b. Welcomes the willingness of the Commission to consider the creation of a binding multimodal framework for passenger rights; stresses that future legislative framework should be simple, easy to implement for stakeholders and easily enforceable by consumers;
2021/05/27
Committee: TRAN
Amendment 718 #

2021/2046(INI)

Motion for a resolution
Paragraph 27 c (new)
27c. Welcomes the Commission's position that the EU must help passengers in the event of airline bankruptcy or of major liquidity crisis such as the COVID- 19 pandemic; calls for the adoption of an adequate financial protection scheme to protect passenger against an insolvency of the transport carrier;
2021/05/27
Committee: TRAN
Amendment 722 #

2021/2046(INI)

27d. Calls on the Commission to consider the feasibility of introducing limitations or removal of full prepayment obligations for consumers in travellers’ rights legislations; remarks that the current business model of the tourism sector, fully based on pre-payment has proven to be unsustainable in periods of crisis;
2021/05/27
Committee: TRAN
Amendment 731 #

2021/2046(INI)

Motion for a resolution
Paragraph 28 a (new)
28a. Believes that the ecological transition of the transport sector is an opportunity for the Union’s industrial leadership in zero-emission products, services, technologies and innovations, such as a circular, sustainable and ethically responsible battery value chain, renewable hydrogen, innovative shared mobility and improved customer services, in particular for people with disabilities, or congestion reduction, as well as in related industrial ecosystems; welcomes the new European partnerships under Horizon Europe related to sustainable mobility; points to the need of open and early involvement of citizen, consumers' organisations and social partners in R&I processes as to ensure that developed technologies and innovations respond to societal needs;
2021/05/27
Committee: TRAN
Amendment 741 #

2021/2046(INI)

Motion for a resolution
Paragraph 29
29. Calls for the strengthening of social dialogue at European level and in the Member States; calls in particular for specific measures to promote and enforce collective bargaining in the highly fragmented transport sector, in order to eliminate any form of discrimination and unequal treatment in the transport sector;
2021/05/27
Committee: TRAN
Amendment 758 #

2021/2046(INI)

Motion for a resolution
Paragraph 30
30. Calls on the Commission and the Member States to encourage the diversification of the transport workforce, in particular to attract women and young workers; urges the Commission to comprehensively address the gender dimension in the design of transport policy, infrastructure and vehicles, recognising the differing mobility patterns of women;
2021/05/27
Committee: TRAN
Amendment 774 #

2021/2046(INI)

Motion for a resolution
Paragraph 31
31. Believes that the Union’s industrial strategy, in particular the European Battery and Hydrogen Alliance, will help to create well-paid and secure jobs throughout the Union; remarks that investing in rail, public transport and active mobility will boost the economy and job growth;
2021/05/27
Committee: TRAN
Amendment 776 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 a (new)
31a. Calls on the Commission to improve the protection of workers in the transport sector by strengthening working conditions; in this regard, believes the Commission needs to act urgently to address precarious work, bogus self- employment practices and social dumping; notes in particular the difficult situation for aviation, logistics, delivery services and new mobility service workers; underlines moreover the implications in terms of increased safety risks that the current working conditions represent; urges the Commission to establish a Task Force involving all relevant DGs that should propose measures to tackle these issues as a matter of urgency; expresses concern at ongoing liberalisation trends that represent threats to working conditions;
2021/05/27
Committee: TRAN
Amendment 781 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 b (new)
31b. Stresses that the application of the principle of ‘same wage for the same work at the same place’ and the enforcement of social legislation is necessary for ensuring fair pricing in transport; calls on the Commission therefore to urgently propose an initiative to introduce fair labour costs (a living wage, equal pay, health care coverage, social security coverage, investments in a healthy work place and in qualification and training) as part of a fair pricing policy for sustainable transport services; remarks that the lack of enforcement of social legislation creates economic costs for society and distorted pricing that can promote unsustainable transport choices;
2021/05/27
Committee: TRAN
Amendment 783 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 c (new)
31c. Calls on the Commission to ensure urgent just transition measures for both that environmental and digital transitions of the transport sector, which should consist of a comprehensive package of tools including, but not limited to, inclusive social dialogue, retraining, upskilling and the promotion of decent work and stronger minimum labour standards to ensure the upward social and economic mobility of workers;
2021/05/27
Committee: TRAN
Amendment 786 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 d (new)
31d. Calls on the Commission to ensure that the rights of those with reduced mobility and those with disabilities are catered for in all transport policies and financing decisions;
2021/05/27
Committee: TRAN
Amendment 787 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 e (new)
31e. Calls on the Commission to publish a strategy on how to address transport poverty in the EU in order to ensure that all throughout the Union have access to sustainable, affordable, safe and accessible mobility;
2021/05/27
Committee: TRAN
Amendment 788 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 f (new)
31f. Underlines that the main obstacles to increasing the participation of women in the transport sector are a dominant culture of masculinity and gender stereotypes, discrimination and unequal treatment at work, lack of a work-life balance and ‘the care trap’, deficiencies in provision for women’s health and safety at work (including access to decent sanitary facilities and high levels of violence and harassment against women at the workplace); calls for concrete actions to eliminate these barriers for women in order to attract and retain women in the transport sector;
2021/05/27
Committee: TRAN
Amendment 789 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 g (new)
31g. Calls on the Commission to mainstream gender in all upcoming legislation, programmes and funding initiatives related to the transport sector, as well as substantially strengthen gender mainstreaming in the Better Regulation process with specific impact assessments regarding gender-based discrimination and inequality; calls on the European Commission to close the ‘gender data gap’ and develop gender-disaggregated data to better design legislation, projects and programmes;
2021/05/27
Committee: TRAN
Amendment 790 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 h (new)
31h. Calls on the Commission to present an urgent legislative proposal making due diligence compulsory for companies in order to ensure socially and environmentally sustainable European and international supply chains; underlines that this must include all workers in these supply chains, including those not directly employed by the parent company; stresses that due to the transient and highly mobile nature of their work, transport workers must be given priority and adequate protections to ensure safe and socially sustainable employment;
2021/05/27
Committee: TRAN
Amendment 791 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 i (new)
31i. Requests that the Commission include the problem of driver fatigue as a chronic disease in the road safety strategy; expresses deep concern over driver fatigue in commercial freight and passenger transport, particularly as a cause of road accidents; calls on the Member States in cooperation with the Commission to fully enforce Regulation (EU)2020/1054, in particular the rules on the return of the driver and the ban on taking the regular weekly rest in the cabin which have been in force since 20 August 2020;
2021/05/27
Committee: TRAN
Amendment 797 #

2021/2046(INI)

Motion for a resolution
Paragraph 32
32. Supports the Commission’s efforts to either establish a European Road Safety Agency or task an existing agency with supporting sustainable, safe and smart road transport; calls for a reduction in serious road deaths and injuries of 60% by 2030;
2021/05/27
Committee: TRAN
Amendment 803 #

2021/2046(INI)

Motion for a resolution
Paragraph 32 a (new)
32a. Calls on the European Commission in its expected recommendation on speed, to make 30km/h the default speed on urban roads, as well as encouraging lower speeds of 15 km/h for residential areas predominantly for pedestrians and cyclists and around schools, maximum 70 km/h on undivided rural roads and a dynamic top speed of maximum 120 km/h or less on motorways and TEN-T, with significantly lower speeds when climatic conditions or other atmospheric reasons affect visibility;
2021/05/27
Committee: TRAN
Amendment 811 #

2021/2046(INI)

Motion for a resolution
Paragraph 32 b (new)
32b. Calls for adequate labelling and adequate information at the point of sale, not only regarding CO2 emissions standards, but also concerning safety performance based on the different parameters of the Euro NCAP crashworthiness tests; welcomes the fact that the testing procedures have incorporated also the impact on external objects, which gives an assessment of the level of danger towards third vehicles and above all vulnerable road users; regrets however that in general the tests and their conclusions are still essentially based on dummies simulating the average male body, with all the additional safety threats this puts onto women in case of real-life collision, and urges for an immediate correction of this practice;
2021/05/27
Committee: TRAN
Amendment 816 #

2021/2046(INI)

Motion for a resolution
Paragraph 32 c (new)
32c. Supports all efforts to make transport safer for both passengers and workers, including for example ongoing work at the European Committee on Standardisation to reduce cabin air contamination from engine oil and hydraulic fumes on commercial flights, which should become a standard;
2021/05/27
Committee: TRAN
Amendment 818 #

2021/2046(INI)

Motion for a resolution
Paragraph 32 d (new)
32d. Calls on the Commission to present a new legislative proposal limiting the maximum top speed of all new vehicles as an effective way of reducing road casualties, as well as CO2 emissions and air pollutants;
2021/05/27
Committee: TRAN
Amendment 819 #

2021/2046(INI)

Motion for a resolution
Paragraph 33
33. Encourages the Commission to adopt harmonised health and safety standards for the European tourism sector as soon as possible and to work towards the creation of a European Tourism Union; stresses that tourism must reduce its own significant social and environmental costs, including its contribution to global CO2 emissions which equals 8%; stresses that the negative impact of overtourism on local populations requires urgent attention and that the Commission should promote sustainable tourism models such as eco-tourism; calls on the Commission to ensure coherence between transport policy and tourism policy so that both contribute to the Union’s social and environmental goals;
2021/05/27
Committee: TRAN
Amendment 31 #

2021/2014(INI)

1. Welcomes the fact that the EU has reaffirmed in the 2021-2030 EU road safety policy framework its long-term vision to get close to zero deaths by 2050, known as Vision Zero, and its medium- term goal to reduce deaths and serious injuries by 50 % by 2030; highlights that these EU goals and targets relating to road safety should be underpinned by a coordinated, well-planned, systematic and well-financed road safety approach at EU, national and local level; stresses however that deaths and injuries on our roads are unacceptable and preventable and that therefore the EU should aim to increase its level of ambition and aim to reduce deaths and serious injuries by at least 60% by 2030;
2021/04/20
Committee: TRAN
Amendment 35 #

2021/2014(INI)

Motion for a resolution
Paragraph 2
2. Welcomes in this regard the adoption of the safe system approach at EU level, based on a performance framework and timed targets for the reduction of casualties and serious injuries; welcomes the setting up of key performance indicators (KPIs) established in cooperation with Member States to enable a more focused and targeted analysis of the Member States’ performances and to identify shortcomings; calls on the Commission to set outcome targets by 2023; underlines the importance of the ongoing cooperation between the EU and the Members States in this regard and urges all Members States to fully commit to this exercise and agree on a harmonised methodology for KPIs that will allow Member States to be compared; believes however that there is room for improvement in these KPIs and urges the Commission to improve and consider extending these indicators as soon as possible and updating them in its Road Safety Action Plan; believes the KPI for protective equipment should be complemented by a KPI that collects exposure data according to the modal share travelling distance and time for all road users (pedestrians, cyclists, powered two-wheelers, cars, vans, heavy duty vehicles) and by road types, in order to better understand the different related risk ratios and dangers;
2021/04/20
Committee: TRAN
Amendment 72 #

2021/2014(INI)

Motion for a resolution
Paragraph 6 a (new)
6 a. Calls on Member States to apply the tools of the Road Infrastructure Safety Management Directive to all roads and to adopt self-explaining and self-enforcing road infrastructure to prevent collisions as well as ensuring a forgiving road infrastructure in case of a collision, with an additional focus on protecting vulnerable road users;
2021/04/20
Committee: TRAN
Amendment 76 #

2021/2014(INI)

Motion for a resolution
Paragraph 6 c (new)
6 c. Believes the Commission should do its utmost to ensure the cycling and walking infrastructure put in place in Member States as a response to the Covid- 19 pandemic remains in place and is expanded in order to further promote safe active travel;
2021/04/20
Committee: TRAN
Amendment 88 #

2021/2014(INI)

Motion for a resolution
Paragraph 7 c (new)
7 c. Calls on the Commission to impose a minimum mandatory surcharge on heavy private vehicles such as SUVs at the point of sale based on tonnage due to the greater threat to road safety posed by such vehicles as well as their increased emissions and use of materials during production; calls on local authorities to similarly consider higher charges on such vehicles for entry into urban areas coupled with low speed zones therein as a way to further reduce their dangerousness; emphasizes that congestion charges have also been found to reduce the number of accidents in urban areas;
2021/04/20
Committee: TRAN
Amendment 122 #

2021/2014(INI)

Motion for a resolution
Paragraph 12
12. Notes that speeding is a key factor in around 30 % of fatal road crashes and an aggravating factor in most crashes; calls on the Commission to come up withbring forward again a proposal for a direcommendation to apply safe speed limittive on speed limits1a, conducting an up-to-date impact assessment envisaging the widespread inclusion of measures in line with the safe system approach for all road types, such as maximum default speeds of 30 km/h in residentialurban areas, and areas where there are high numbers of cyclists and pedestrians, or where there could be potential to increase cycling and walking levels, and to assess the feasibility ofs well as encouraging lower speeds of 15 km/h for residential areas predominantly for pedestrians and cyclists and around schools, of maximum 70 km/h on undivided rural roads and a dynamic top speed of maximum 120 km/h or less on motorways and TEN-T, with significantly lower speeds when climatic conditions or other atmospheric reasons affect visibility; calls on the Commission to come up as well with a new legislative proposal limiting the maximum top speed of all new vehicles as an effective way of reducing road casualties, as well as air pollution and carbon dioxide emissions;CO2 emissions and air pollutants; _________________ 1aOJ No C 33, 9.2.1989 - Proposal for a Council Directive on speed limits for certain categories of motor vehicles in the Community (COM(88)706 final of 11 January 1989
2021/04/20
Committee: TRAN
Amendment 125 #

2021/2014(INI)

Motion for a resolution
Paragraph 12 a (new)
12 a. Calls on Member States to prioritise investing in speed enforcement and high quality communication on the centrality of speed and speed management as a major cause of fatalities and severe injuries at all levels of government; calls on Member States to apply strong penalties which will deter speeding including penalty point systems and consider the introduction of speed awareness courses to rehabilitate offenders; calls on Member States to dedicate all speed camera revenue and other speeding-related fines directly back into road safety;
2021/04/20
Committee: TRAN
Amendment 188 #

2021/2014(INI)

Motion for a resolution
Paragraph 19 b (new)
19 b. Calls on the Commission to prioritise modal shift towards sustainable collective passenger and freight transport modes thereby reducing the overall number of private motorised vehicles on EU roads, which is an important way to improve road safety while also reducing negative externalities;
2021/04/20
Committee: TRAN
Amendment 189 #

2021/2014(INI)

Motion for a resolution
Paragraph 19 c (new)
19 c. Stresses the importance of reducing the centrality of private motorised vehicles in the public realm in order to reallocate more public space to citizens and children in particular; urges the Commission to propose a European- wide annual car-free Sunday given its positive impact on road safety as well as wider benefits;
2021/04/20
Committee: TRAN
Amendment 200 #

2021/2014(INI)

Motion for a resolution
Paragraph 21
21. Stresses the importance of engaging civil society in achieving Vision Zero; in this regard, stresses the importance of involving children in the preparation of plans and strategies relating to road safety and the use of public spaces; welcomes the launch of the EU Urban Road Safety award, as part of European Mobility Week and the revamping of the European Road Safety Charter, the largest civil society platform on road safety; calls on the Commission to organise a ‘European Year of Road Safety’ initiative in the coming years, as part of the 2021- 2030 EU Road Safety Policy Framework; advocates furthermore, in the context of 2022 as the European Year of Greener Cities, for the launching, the funding and monitoring of a Safer City Label, based on the criteria of the highest standards of road safety for all users, lower speed limits and more liveable public spaces, including better air quality and reduced CO2 emissions;
2021/04/20
Committee: TRAN
Amendment 48 #

2021/0426(COD)

Proposal for a directive
Recital 35 a (new)
(35 a) The renovation of existing buildings and design of new buildings can play an important role in encouraging the uptake of the most energy efficient and environmentally friendly modes of transport. Measures in this regard can incentivise both active mobility, such as walking and cycling, and the use of electric vehicles such as cars, vans, bikes and motorcycles by providing adequate parking and storage space and charging infrastructure.
2022/06/30
Committee: TRAN
Amendment 49 #

2021/0426(COD)

Proposal for a directive
Recital 35 b (new)
(35 b) Walking, cycling and other non- motorised modes of transport offer the most energy efficient and environmentally friendly way to reduce emissions within the transport sector. It is also clear that such modes of transport need to be prioritised as a means to help shift away from private car usage and in turn help to achieve Europe’s climate goals. Active mobility can also help consumers and businesses to save on transport costs, something that is often exacerbated by spikes in energy prices. However, buildings can be barriers to such modes of transport by way of inadequate provisions for storage space or safety requirements, for instance when facilities in buildings, including both residential and non- residential do not allow, or do not encourage the storing or parking of pushchairs, prams or bikes. Existing buildings that are renovated or new buildings in design should incorporate minimum requirements to ensure that active mobility is fully incentivised.
2022/06/30
Committee: TRAN
Amendment 50 #

2021/0426(COD)

Proposal for a directive
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 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. 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 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, smart and bi-directional charging is economical and the installation of recharging points in private spaces can provide energy storage to the related building and integration of smart and bi- directional charging services and system integration services in general. Especially during peak hours, electric vehicles enabled for bi-directional charging add on the capacity of buildings and the electricity system to balance power supply and demand at lower cost and empower users to actively providing such services against adequate remuneration.
2022/06/30
Committee: TRAN
Amendment 54 #

2021/0426(COD)

Proposal for a directive
Recital 37
(37) Combined with an increased share of renewable 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 grid connection and capacity bottlenecks, split incentives and administrative complications which individual owners encounter when trying to install a recharging point on their parking space.
2022/06/30
Committee: TRAN
Amendment 57 #

2021/0426(COD)

Proposal for a directive
Recital 37 a (new)
(37 a) Member States should ensure adequate and safe storage space for both electric and non-motorized modes of transport for persons with disabilities, reduced mobility and care providers. In particular, storage space for mobility devices in renovated and new buildings should cater for wheelchairs and pushchairs and ensure the highest safety standards including the provision of areas segregated from motorised vehicles.
2022/06/30
Committee: TRAN
Amendment 59 #

2021/0426(COD)

Proposal for a directive
Recital 39
(39) Smart charging and bidirectional charging enable the energy system integration of buildings. Recharging points where electric vehicles typically park for extended periods of time, such as where people park for reasons of residence or employment, are highly relevant to energy system integration, therefore smart charging functionalities need to be ensured. In situations whereAs bidirectional charging would assists further penetration of renewable electricity by electric vehicle fleets in transport and the electricity system in general, such functionality should also be made available. and is instrumental to peak shaving, thus lowering the need for power supply at peak hours and hence overall system costs, such functionality should also be made available, not least as it empowers owners of electric vehicles to play an active part in the energy system against adequate remuneration, in line with their right to generate, share, store or sell self produced energy.
2022/06/30
Committee: TRAN
Amendment 60 #

2021/0426(COD)

Proposal for a directive
Recital 39 a (new)
(39 a) Non-residential buildings, where parking is accessible to the general public and typically used by the general public, such as supermarkets or public parking lots, present a significant opportunity to ensure to deploy charging infrastructure for users of electric vehicles. Member States shall ensure that public parking facilities in such non-residential buildings equip at parking spaces with publicly accessible recharging points and in accordance with Regulation (EU) .../….[AFIR].
2022/06/30
Committee: TRAN
Amendment 61 #

2021/0426(COD)

Proposal for a directive
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 softactive mobility such as cycling can significantly reduce greenhouse gas emissions from transport. With the increase in the sales of electric bicycles and electric cargo bikes across the European Union over recent years, basic charging infrastructure for these vehicles should also be provided to facilitate their regular use. 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 major barrier to the uptake of cycling, both in residential and non-residential buildings. BUnion requirements and national building codes can effectively support the transition to cleaner mobility by establishing requirements for a minimum number of bicycle parking spaces, and building bicycle parking spaces and related infrastructure in areas where bicycles are typically less used as a means of transport can lead to an increase in their use as a form of mobility. The requirement to provide bicycle parking spaces should not be dependent on, or necessarily be linked to, the availability and supply of car parking spaces, which may in certain circumstances be unavailable or not required. Building codes should also replace ‘minimum’ car parking requirements with ‘maximum’ car parking requirements, particularly in those areas that are already well served by public transport and active mobility options. Member States should support local authorities in developing and implementing sustainable urban mobility plans with a particular focus on the integration of housing policies with sustainable mobility and urban planning, thereby ensuring and prioritising accessibility of all new major urban developments by active mobility and public transport.
2022/06/30
Committee: TRAN
Amendment 92 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 a (new)
‘bicycle parking space’ means a designated space for at least one bicycle that provides safe, secure and easy storage for a variety of bicycle types, and, where feasible, is lit and protected from the weather;
2022/06/30
Committee: TRAN
Amendment 93 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 b (new)
57 c. 'pre-cabling' means all measures that are necessary to enable the installation of electric vehicle recharging points, including cable routes, spaces for transformers and electricity meters, and potential revision of the electrical board;
2022/06/30
Committee: TRAN
Amendment 121 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 1 – introductory part
1. With regard to new non-residential buildings and non-residential buildings undergoing major renovation, with more than five parking spaces,three or more parking spaces, and where (a) the car park is located inside the building, and, for major renovations, renovation measures include the car park or the electrical infrastructure of the building;or (b) the car park is physically adjacent to the building, and, for major renovations, renovation measures include the car park or the electrical infrastructure of the car park or of the building, or (c) the renovation concerns the car park, where that car park is not in or physically adjacent to the building, or the electrical infrastructure of the building; Member States shall ensure: by [entry into force]:
2022/06/30
Committee: TRAN
Amendment 130 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 1 – point a
(a) the installation of at least one recharging point for every two parking spaces;;
2022/06/30
Committee: TRAN
Amendment 132 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 1 – point b
(b) the installation of pre-cabling for every parking space to enable the installation at a later stage of recharging points for electric vehicles; and electrically power-assisted cycles and other L- category vehicle types;
2022/06/30
Committee: TRAN
Amendment 136 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 1 – point c
(c) at least one bicycle parking space for every car parking space;one parking space is provided for the use of bicycles with larger dimensions than standard bicycles, such as cargo bikes, tricycles, and bicycles with trailers,
2022/06/30
Committee: TRAN
Amendment 138 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 1 – point c – point i (new)
i) The number of bicycle parking spaces shall be at least twice the number of car parking spaces;
2022/06/30
Committee: TRAN
Amendment 139 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 1 – point c – point ii (new)
ii) For each recharging point installed for electric vehicles, an equal number of household power sockets for charging electrically power-assisted cycles and other L-category vehicles shall be installed;
2022/06/30
Committee: TRAN
Amendment 141 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 1 – subparagraph 1
where the car park is physically adjacent to the building, and, for major renovations, renovation measures include the car park or the electrical infrastructure of the car park.deleted
2022/06/30
Committee: TRAN
Amendment 148 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 2
2. With regard to all non-residential buildings with more than twenty car parking spaces, Member States shall ensure the installation of at least one recharging point for every ten parking spaces, andfollowing by 1 January 2027: (i) The number of bicycle parking spaces shall be at least twice the number of car parking spaces (ii) for every ten bicycle parking spaces, at least one parking space is provided for the use of bicycles with larger dimensions than standard bicycles, such as cargo bikes, tricycles, and bicycles with trailers; (iii) For each recharging point installed for electric vehicles, an equal number of household power sockets for charging electrically power-assisted cycles and other L-category vehicles shall be installed; With regard to existing and new non- residential buildings with a floor area of 150 square metres or more, and where there are no car parking spaces, Member States shall ensure at least one1 bicycle parking space for every carper planned building occupant. With regard to new and existing commercial buildings with more than ten parking spaces, by 1 January 2027. In case of buildings owned or occupied by public authorities, Member States shall ensure pre-cabling for at least one in two parking spaces by 1 January 2033. Member States shall ensure by 1 January 2027 the installation of at least one recharging point for every ten parking spaces. With regard to new and existing non- residential buildings owned or occupied by public authorities, Member States shall ensure pre-cabling for at least one in two parking spaces by 1 January 2027. With regard to new and existing office buildings, with more than five parking spaces, Member States shall ensure: (a) By 2025, the pre- cabling for at least 50% of parking spaces (b) By 2030, the pre-cabling for at least 70% of parking spaces (c) By 2035, the pre-cabling for 100% of parking spaces. Member States shall ensure that the pre- cabling according to paragraphs 1 (iii) and 3-5 of this article, is dimensioned to enable the simultaneous use of recharging points on all parking spaces.
2022/06/30
Committee: TRAN
Amendment 159 #

2021/0426(COD)

Proposal for a directive
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 buildingshould increase the bicycle parking space requirements set out in this Article in areas where bicycles are typically less used as a means of transport, and provide the necessary safe active mobility infrastructure.
2022/06/30
Committee: TRAN
Amendment 162 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 4 – introductory part
4. With regard to new residential buildings and residential buildings undergoing major renovation, with more than three parking spaces, and where (a) the car park is located inside the building, and, for major renovations, renovation measures include the car park or the electrical infrastructure of the building;or (b) the car park is physically adjacent to the building, and, for major renovations, renovation measures include the car park or the electrical infrastructure of the car park or of the building, or (c) the renovation concerns the car park where that car park is not in or physically adjacent to the building, or the electrical infrastructure of the building Member States shall ensure by [entry into force]:
2022/06/30
Committee: TRAN
Amendment 166 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 4 – point a
(a) the installation of pre-cabling for every parking space to enable the installation, at a later stage, of recharging points for electric vehicles and electrically power-assisted cycles and other L- category vehicle types; and
2022/06/30
Committee: TRAN
Amendment 169 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 4 – point b
(b) at least twohree bicycle parking spaces for every dwelling.
2022/06/30
Committee: TRAN
Amendment 170 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 4 – point b a (new)
(b a) the installation of at least one recharging point for electric vehicles;
2022/06/30
Committee: TRAN
Amendment 171 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 4 – point b b (new)
(b b) For each recharging point installed for electric vehicles, an equal number of household power sockets for charging electrically power-assisted cycles and other L-category vehicles shall be installed;
2022/06/30
Committee: TRAN
Amendment 172 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 4 – point b c (new)
(b c) for every five bicycle parking spaces, at least one parking space is provided for the use of bicycles with larger dimensions than standard bicycles, such as cargo bikes, tricycles, and bicycles with trailers;
2022/06/30
Committee: TRAN
Amendment 173 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 4 – subparagraph 1
the car park is physically adjacent to the building, and, for major renovations, renovation measures include the car park or the electrical infrastructure of the car park.deleted
2022/06/30
Committee: TRAN
Amendment 175 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 4 – subparagraph 2
Member States shall ensure that the pre- cabling is dimensioned to enable the simultaneous use of recharging points on all parking spaces. Where, in the case of major renovation, ensuring two bicycle parking spaces for every dwelling is not feasible, Member States shall ensure as many bicycle parking spaces as appropriate.
2022/06/30
Committee: TRAN
Amendment 178 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 4 – subparagraph 2 a (new)
With regard to all new residential buildings, and buildings undergoing major renovation, with 3 or less parking spaces, Member States shall ensure at least two bicycle parking spaces for every dwelling.
2022/06/30
Committee: TRAN
Amendment 180 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 5
5. Member States may decide not to apply paragraphs 1, 2 and 4 to specific categories of buildings wherethe pre- cabling required would rely on micro isolated systems or the buildings are situated in the outermost regions within the meaning of Article 349 TFEU, if this would lead to substantial problems for the operation of the local energy system and would endanger the stability of the local grid.deleted
2022/06/30
Committee: TRAN
Amendment 181 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 5 a (new)
5 a. In non-residential buildings, where parking is accessible to the general public and typically used by the general public, Member States shall ensure that by 31 December 2025, public parking facilities with more than 10 parking spaces for light duty vehicles shall equip at least 15 % of their parking spaces with publicly accessible recharging points, and in accordance with Regulation (EU) .../….[AFIR], where applicable
2022/06/30
Committee: TRAN
Amendment 185 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 6
6. Member States shall ensure that the recharging points referred to in paragraphs 1, 2 and 4 and 5 are digitally connected and are capable of smart charging and, where appropriate, 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].
2022/06/30
Committee: TRAN
Amendment 188 #

2021/0426(COD)

Proposal for a directive
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 theand align property and tenancy law of the Member States with the ‘Right to Plug’ for all Europeans. 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. For owners and tenants not having the possibility to install a recharging point at their place of residence, Member States shall provide for measures allowing them to request the installation of a publicly available recharging point near their place of residence, in accordance with the objectives of Regulation (EU) …/… [AFIR].Member States shall provide for the appropriate measures to manage the number of publicly accessible recharging points installed according to the number of requests received within the same areas. A one-stop-shop website shall be set up in each Member State to provide information regarding paragraphs 1, 2 and 3.
2022/06/30
Committee: TRAN
Amendment 198 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 9
9. Member States shall ensure the coherence of policies for buildings, soft and green mobilactive and sustainable mobility climate, energy, biodiversity and urban planning.
2022/06/30
Committee: TRAN
Amendment 199 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 9 a (new)
9 a. Member States shall update their national building codes in order to replace ‘minimum’ car parking requirements with ‘maximum’ car parking requirements, particularly in those areas that are already well served by public transport and active mobility options. Member States shall progressively reduce the number of car parking spaces in areas that have an oversupply or a sufficient number of parking spaces. Member States shall support local authorities in developing and implementing sustainable urban mobility plans (SUMPs) with a particular focus on the integration of housing policies with sustainable mobility and urban planning, thereby ensuring and prioritising the accessibility of all new major urban developments with active mobility and public transport.
2022/06/30
Committee: TRAN
Amendment 305 #

2021/0426(COD)

Proposal for a directive
Recital 6 a (new)
(6 a) In rural areas across the Union, renewable energy sources are immediately available, do not generate any greenhouse gas emissions when producing heat or electricity and are cost-effective in powering and heating off-grid areas, while reducing import dependency and infrastructure lock-in, as well as contribute to climate mitigation and improve air quality.
2022/07/06
Committee: ITRE
Amendment 333 #

2021/0426(COD)

Proposal for a directive
Recital 14
(14) Two-thirds of the energy used for heating and cooling of buildings still comes from fossil fuels. In order to decarbonise the building sectorreach zero-emissions, it is of particularly importancet to urgently 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 fuel boilers under the next Multiannual Financial Framework as of 2027, with the exception of those selected for investment, beIn the light of the current context, changing the Union's landscape for decades and in line with the 2030 and 2050 energy and climate objectives, no financial incentives should be given for the installation of fossil fuel boilers as of the entry into force of this Directive. Member States should ban the installation of fossil fuel based technical building systems in new buildings and buildings undergoing renovation from the date of entry into force 2027, under the European Regional Development Fund and on the Cohesion Fundof this Directive and phase out the use of fossil fuel based heating and cooling systems by 2035 at the latest. A clear legal basis for the ban of the use of heat generators based on in all otheir greenhouse gas emissions orexisting buildings by 2035 based on the type of fuel used should support national phase-out policies and measures. This will also help play a key role in decreasing the Union’s dependence on imports from third countries, lower citizens' energy bills and vulnerability to price fluctuations and halt the exceedances of air pollution limit values.
2022/07/06
Committee: ITRE
Amendment 385 #

2021/0426(COD)

Proposal for a directive
Recital 29 a (new)
(29 a) In order to ensure that the EU’s workforce is fully prepared to actively work towards the achievement of the Union climate objectives, Member States should aim to lower gender disparity in the construction and building sector, including through their national energy and climate plans.
2022/07/06
Committee: ITRE
Amendment 423 #

2021/0426(COD)

Proposal for a directive
Recital 40 a (new)
(40 a) Technical support will also be needed to build the capacity of local authorities through trainings and workshops, for instance on designing procurements considering whole-life cycle data and to carry out the whole-life carbon monitoring.
2022/07/06
Committee: ITRE
Amendment 442 #

2021/0426(COD)

Proposal for a directive
Recital 48 a (new)
(48 a) Energy poverty disproportionately affects women throughout the Union and therefore Member States should dedicate the necessary support to alleviate energy poverty among women. More efforts should be made in order to compile gender-disaggregated data into the Member States National Building Renovation Plans to better target policies and measures.
2022/07/06
Committee: ITRE
Amendment 528 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 3 a (new)
3 a. 'energy plus building' means a building that is placed in energy performance class A+ because it meets all of the following conditions: (a) high efficiency standards with energy needs for heating, cooling, ventilation and hot water no higher than 15 kWh/m2/year; (b) the production of more kWh renewable energy on-site based on a monthly average;and (c) carbon positivity regarding the building’s lifecycle GWP including building materials and energy installations during manufacturing, installation, use, maintenance, and demolition.
2022/07/06
Committee: ITRE
Amendment 538 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 6
6. ‘technical building system’ means technical equipment for space heating, space cooling, ventilation, domestic hot water, electrical installations, built-in lighting, building automation and control, on-site renewable energy generation and storage , or a combination thereof, including those systems using energy from renewable sources, of a building or building unit;
2022/07/06
Committee: ITRE
Amendment 539 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 7
7. ‘building automation and control system’ means a system comprising all products, software and engineering services that can support energy efficient, economical and safe operation of technical building systems and other equipment such as solar shading through automatic controls and by facilitating the manual management of those technical building systems;
2022/07/06
Committee: ITRE
Amendment 542 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 8 a (new)
8 a. “energy building benchmark” means an information platform to publicly disclose energy performance and yearly consumptions of single multi-unit buildings over time, relative to other similar buildings, or to modelled simulations of a reference building built to a specific standard (such as a minimum energy performance standards) and using the classes range of energy performance certificates;
2022/07/06
Committee: ITRE
Amendment 572 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 19 – point b a (new)
(b a) a renovation that results in a reduction of 60% of primary energy demand may also be considered a deep renovation for those worst-performing buildings that technically cannot achieve a zero-emission building standard.
2022/07/06
Committee: ITRE
Amendment 608 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 39 a (new)
39 a. ‘heat pump’ means a machine, a device or installation that transfers heat from a source such as air, water or ground, to sinks such as buildings or industrial applications for the purpose of providing heating, cooling or domestic hot water.
2022/07/06
Committee: ITRE
Amendment 619 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 45
45. ‘useful floor area’ means the area of the floor of a building needed as parameter to quantify specific conditions of use that are expressed per unit of floor area and for the application of the simplifications and the zoning and (re- )allocation rules, taking into account existing national, European and internationally recognised standards;
2022/07/06
Committee: ITRE
Amendment 637 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 51
51. ‘energy needs’ means the energy to be delivered to, or extracted from, a conditioned space to maintain the intended space conditions during a given period of time, in accordance with EN standards disregarding any technical building system inefficiencies;
2022/07/06
Committee: ITRE
Amendment 644 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 57 b (new)
57 a. 'secondary materials' means material recovered from previous use or from waste which substitutes primary materials as defined in the construction framework standard EN 15643;
2022/07/06
Committee: ITRE
Amendment 648 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 57 c (new)
57 c. ‘Bill of Materials’ means a record of the type, source and quantity of construction products and materials that are used to construct or renovate a building, which affect the thermal performance, technical system efficiency, as defined in Annex I, as well as fire performance and indoor environmental quality;
2022/07/06
Committee: ITRE
Amendment 651 #

2021/0426(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 57 d (new)
57 d. 'carbon positivity' means the production of more kWh renewable energy on-site than necessary for any residual energy needs on a monthly average, including high self-consumption rate and high energy flexibility, as well as a positive lifecycle GWP balance regarding elements such as building materials or energy installations during manufacturing, installation, use, maintenance, and demolition;
2022/07/06
Committee: ITRE
Amendment 680 #

2021/0426(COD)

Proposal for a directive
Article 3 – paragraph 1 – subparagraph 2
The roadmap referred to in point (b) shall include: (a) 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;tobe set following the global stock-taking exercise, for the years 2025, 2030, 2035, 2040 in accordance with the IPCC ratched-up mechanism and a 1,5-degree compliant 2050 whole life cycle performance roadmap as regards the annual energy renovation rate, the rate of deep renovations, and WLC emissions for different building typologies; (b) national targets for circular use of materials, recycled contents and secondary materials, and sufficiency every five years; (c) the primary and final energy consumption of the national building stock; (d) specific timelines for buildings to achieve higher energy performance classes than those pursuant to Article 9(1), by 204035 and 2050, in line with the pathway for transforming the national building stock into zero-emission buildings;every five years thereafter; (e) national phase-out plans for fossil fuels in heating and cooling by 2035 at the latest; (f) a pathway with numerical targets for the deployment of solar energy and heat pumps in buildings; (g) national targets contributing to the goal of the Renovation Wave to deeply renovate at least 35 million building units by 2030. (h) national targets on the construction and refurbishment of district level heating and cooling systems in accordance with Article 11b aligned with the comprehensive heating and cooling assessment referred to in Article 23 of Directive (EU) …/... [recast Energy Efficiency Directive]; (i) an evidence- based estimate of expected energy savings , GHG emission reductions,and wider benefits; and(j) 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 indicativemandatory target for the share of energy from 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. ; (k) national targets for bicycle parking spaces, in line with Article 12; (l) an overview of implemented and planned policies to increase the availability of qualified construction, efficiency, and renewable energy sector professionals, in line with the projected rise in demand for deep renovations.
2022/07/06
Committee: ITRE
Amendment 698 #

2021/0426(COD)

Proposal for a directive
Article 3 – paragraph 3 a (new)
3 a. Member States shall establish partnerships with the relevant industries, the social partners and civil society as a whole to implement the national building renovation plan milestones in line with the national and EU climate targets, in particular on: (a) the roll-out of independent one-stop- shops for renovation; (a) workforce training, upskilling, reskilling and education; (c) the availability of renovation materials, including prefabricated building elements, including with insulation, building integrated solar photovoltaics, materials with recycled contents, and secondary building materials, and local sustainable materials.
2022/07/06
Committee: ITRE
Amendment 728 #

2021/0426(COD)

Proposal for a directive
Article 5 – paragraph 1 a (new)
1 a. Member States shall adopt an intermediate minimum energy performance standard allowing for the phase out fossil fuel use in buildings requiring, inter alia, the achievement of a minimum building envelope efficiency level, as well as the maximum energy use per kWh/ m2 /y, the readiness to operate low temperature heating, heat pumps, or flexible electric space heating, and minimum demand response capacity.
2022/07/06
Committee: ITRE
Amendment 744 #

2021/0426(COD)

Proposal for a directive
Article 6 – paragraph 1 – introductory part
1. The Commission is empowered to adopt delegated acts in accordance with Article 29 concerning a comparative methodology framework for calculating cost-optimal levels of minimum energy performance requirements for buildings and building elements. By 30 June 20264, the Commission shall revise the comparative methodology framework for calculating cost-optimal levels of minimum energy performance requirements in existing buildings undergoing major renovation and for individual building elements, which are in line with national pathways set out in the National Energy and Climate Plans (NECPs) to achieve 2030 emission reductions and the climate neutrality goal, as well as achieving a zero emission building stock by 2050 at the latest.
2022/07/06
Committee: ITRE
Amendment 749 #

2021/0426(COD)

Proposal for a directive
Article 6 – paragraph 2 – subparagraph 1 a (new)
In the 2025 report, Member States shall duly take into account in particular the influence of changes in energy prices in comparison to the earlier report, with a view of reducing downward the cost- optimal levels where relevant, to reflect the reduced life-cycle costs of energy renovations and the higher economic benefits of a higher energy performance of buildings. Member States shall correct their calculations for any difference between real market prices and temporary price regulations and direct income support measures and ensure using three- year averages for both energy prices from past years and expected future prices in their calculations.
2022/07/06
Committee: ITRE
Amendment 750 #

2021/0426(COD)

Proposal for a directive
Article 6 – paragraph 3
3. If the result of the comparison performed in accordance with paragraph 2 shows that the minimum energy performance requirements in force are more than 15% less energy efficient than cost-optimal levels of minimum energy performance requirements, the Member State concerned shall include in the report to the Commission referred to in paragraph 2 a plan outlining appropriate steps to review thereview within 12 months the minimum energy performance requirements as referred to in Article 5(1)in place.
2022/07/06
Committee: ITRE
Amendment 751 #

2021/0426(COD)

Proposal for a directive
Article 6 – paragraph 4
4. The Commission shall publish a report on the progress of the Member States in reaching cost-optimal levels of minimum energy performance requirements. Member States shall make use of the template provided in Annex III to the Commission Delegated Regulation (EU) No 244/2012.
2022/07/06
Committee: ITRE
Amendment 809 #

2021/0426(COD)

Proposal for a directive
Article 7 – paragraph 4 a (new)
4 a. Member States shall also address passive heating and cooling elements, meshed windows, and shading.
2022/07/06
Committee: ITRE
Amendment 820 #

2021/0426(COD)

Proposal for a directive
Article 8 – paragraph 2 a (new)
2 a. The life-cycle GWP calculation under this Article may be based on reference values for buildings of the same or similar typology, age, or location.
2022/07/06
Committee: ITRE
Amendment 826 #

2021/0426(COD)

Proposal for a directive
Article 8 – paragraph 3 a (new)
3 a. Member States shall introduce national measures to prohibit fossil fuel based technical building systems in buildings undergoing renovations by ... [date of entry into force of this recast Directive]. Member States shall ensure that renovations involving the replacement of fossil fuel based technical building systems prioritise vulnerable households and people living in social housing.
2022/07/06
Committee: ITRE
Amendment 830 #

2021/0426(COD)

Proposal for a directive
Article 8 – paragraph 3 b (new)
3 b. Member States shall also address passive heating and cooling elements, meshed windows, and shading.
2022/07/06
Committee: ITRE
Amendment 833 #

2021/0426(COD)

Proposal for a directive
Article 9 – paragraph 1 – introductory part
1. Member States shall ensure thatEvery person in the EU has the right to decent housing. Member States shall ensure that buildings comply with minimum energy performance standards, starting with worst performing buildings, often inhabited by the mostvulnerable households.
2022/07/06
Committee: ITRE
Amendment 920 #

2021/0426(COD)

Proposal for a directive
Article 9 – paragraph 1 – subparagraph 1 a (new)
The standards set out in paragraph 1 of this article shall be implemented in accordance to the Member States’ National Energy and Climate Plans.
2022/07/06
Committee: ITRE
Amendment 942 #

2021/0426(COD)

Proposal for a directive
Article 9 – paragraph 3 – point c
(c) designing integrated financing schemes which provide incentives for deep renovations;
2022/07/06
Committee: ITRE
Amendment 967 #

2021/0426(COD)

Proposal for a directive
Article 9 a (new)
Article 9 a 1. Member States shall ensure that by [the date of entry into force of this Directive] all new buildings are designed to optimise their solar energy generation potential on the basis of the solar irradiance of the site and enable the cost-effective installation of solar technologies. 2. Member States shall ensure that all existing buildings undergoing major renovation, renovation of the building skin, replacement of technical building systems, equipment with electricity storage, EV-charging infrastructure, heat pump technology, or building automation and control systems, combine such renovation and equipment with the deployment of suitable solar energy installations. 3. Member States shall ensure that suitable solar energy installations are deployed: (a) by the date of entry into force, on all new public, non-residential buildings; (b) by 31 December 2024, on all new residential buildings; (c) by 31 December 2027, on all existing non-residential buildings and roofed carparks; and (d) by 31 December 2030, on all existing buildings. The obligations under subparagraph (c) and (d) shall be combined with attic and roof insulation where appropriate. 4. Member States shall establish a pathway with numerical targets for their national contribution to the deployment of solar energy and heat pumps in buildings in their national building renovation plans in accordance with Article 3, with a view to reaching the objective of at least 70 million solar energy installations by 2030 and at least 10 million heat pumps installations in buildings by 2027. 5. Member States shall ensure that their regulatory frameworks provide the necessary administrative, technical and financial capacities and incentives for the deployment of solar energy in buildings, including in combination with technical building systems such as domestic batteries or heat pumps for self consumption. Member States shall ensure that representatives of national regulatory authorities, distribution system operators, renewable energy communities, consumer organisations storage providers and other stakeholders assess the need for necessary additional measures with regard to the distribution system to achieve the objectives of this Article. This shall include the required connection and procurement of flexible distributed energy generation in line with the provisions of the Regulation (EU) 2019/943 1a and the Directive (EU) 2019/944 1b, in particular considering a necessary level-playing field and fair remuneration for active customers and energy communities. _________________ 1a Regulation (EU) 2019/943 1b Directive (EU) 2019/944
2022/07/06
Committee: ITRE
Amendment 1000 #

2021/0426(COD)

Proposal for a directive
Article 10 – paragraph 3 – point d a (new)
(d a) it shall outline how to achieve minimum energy performance standards from Article 9 of this Directive and it may contain a set measures constituting a one step deep renovation including estimated costs, as a reference scenario.
2022/07/06
Committee: ITRE
Amendment 1006 #

2021/0426(COD)

Proposal for a directive
Article 10 – paragraph 3 a (new)
3 a. Member States shall facilitate the integration of renovation passports in the digitalbuilding logbook, gathering technical and legal information with essential data for property owners to plan and execute deep and staged deep renovations.
2022/07/06
Committee: ITRE
Amendment 1014 #

2021/0426(COD)

Proposal for a directive
Article 11 – paragraph 1 – subparagraph 3 a (new)
Member States shall prioritise the roll out of renewable based technical building systems in buildings that are not connected to the gas grid.
2022/07/06
Committee: ITRE
Amendment 1038 #

2021/0426(COD)

Proposal for a directive
Article 11 a (new)
Article 11 a Indoor Environmental Quality 1. Member States shall set requirements for the implementation of adequate indoor environmental quality standards in buildings in order to maintain a healthy indoor environment quality. 2. Member States shall set requirements [by the date referred to in Article 32] according to measurable indicators based on to those of the LEVELs framework1a: –Indoor air quality conditions based on: · The ventilation rate in air changes per hour · Relative humidity and temperature · CO2 –Target pollutant limits to be set from indoor and outdoor sources, on Volatile Organic Compounds, classified as Carcinogenic, Mutagenic, or toxic for Reproduction according to Regulation (EC) No 1272/20081b, including mould, formaldehyde, as well as the elimination of asbestos. –Acoustic indoor comfort, such as the Control of the reverberation time and background noise level and speech intelligibility. –Adequate daylight levels. 3. The Commission is empowered to adopt delegated acts in accordance with Article 29 to supplement this Directive by establishing a methodology framework for calculating the indoor environmental quality standards. 4. Member States shall ensure that, after buildings undergo major renovation, they comply with minimal indoor environmental quality standards. _________________ 1a LEVELS 4.1 & 4.4. https://susproc.jrc.ec.europa.eu/product- bureau/product-groups/412/documents 1b Regulation (EC) No 1272/2008 of the European Parliament and of the Council of 16 December 2008 on classification, labelling and packaging of substances and mixtures, amending and repealing Directives 67/548/EEC and 1999/45/EC, and amending Regulation (EC) No 1907/2006.)
2022/07/06
Committee: ITRE
Amendment 1130 #

2021/0426(COD)

Proposal for a directive
Article 12 – paragraph 8 – subparagraph 1 a (new)
With regard to existing residential buildings with more than three parking spaces, Member States shall introduce measures to ensure the installation of pre- cabling for every parking space by 1 January 2035.
2022/07/06
Committee: ITRE
Amendment 1137 #

2021/0426(COD)

Proposal for a directive
Article 13 – paragraph 1 – introductory part
1. The Commission shall adopt 1. delegated acts in accordance with Article 29 concerning an optional common Union scheme for rating the smart readiness of buildings. The rating shall be based on an assessment of the capabilities of a building or building unit to adapt its operation to the needs of the occupant and the grid and to improve its energy efficiency and overall performance and indoor environmental quality.
2022/07/06
Committee: ITRE
Amendment 1195 #

2021/0426(COD)

Proposal for a directive
Article 15 – paragraph 4 a (new)
4 a. Member States shall set mandatory targets to be achieved by mortgage lenders, consistent with their national building renovation plan with a view to achieving a zero-emission building stock by 2050 at the latest.
2022/07/06
Committee: ITRE
Amendment 1263 #

2021/0426(COD)

Proposal for a directive
Article 16 – paragraph 1 – subparagraph 1
The energy performance certificate shall include the energy performance of a building expressed by a numeric indicator of primary energy use in kWh/(m2.y), ), and the life-cycle GWP by a numeric indicator of whole life-cycle greenhouse gas emissions in kgCO2eq/m2 and reference values such as minimum energy performance requirements , minimum energy performance standards, nearly zero- energy building requirements and zero- emission building requirements, in order to make it possible for owners or tenants of the building or building unit to compare and assess its energy performance. The energy performance certificate shall include additional numeric indicators notably total annual energy consumption (kWh/year), annual energy needs for heating, cooling, ventilation and hot water, energy consumption per square metre per year (kWh/m2/year), annual non-renewable primary energy use in kWh/(m2.y), and final energy for heating, cooling, domestic hot water, ventilation, built-in lighting and other building services and may include additional efficiency and safety requirements for appliances.
2022/07/06
Committee: ITRE
Amendment 1273 #

2021/0426(COD)

Proposal for a directive
Article 16 – paragraph 2
2. By 31 December 2025the date specified in Article 32 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 the letters from A to GA+, A, B, C, D, E, F and G. The letter A+ shall correspond to 'energy plus buildings' as defined in Article 2, point 2b (new). 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.
2022/07/06
Committee: ITRE
Amendment 1279 #

2021/0426(COD)

Proposal for a directive
Article 16 – paragraph 2 – subparagraph 1 (new)
Member States shall ensure that all buildings have an Energy Performance Certificate by 2030 and Member States may finance their roll out as a measure under Article 8 [Revised EED].
2022/07/06
Committee: ITRE
Amendment 1281 #

2021/0426(COD)

Proposal for a directive
Article 16 – paragraph 2 a (new)
2 a. Member States shall compile a register of worst performing buildings based on the Energy Performance Certificates in order to target integrated renovation schemes in line the EU climate targets.
2022/07/06
Committee: ITRE
Amendment 1404 #

2021/0426(COD)

Proposal for a directive
Article 25 – paragraph 2
As part of that review, the Commission shall assess whether the application of this Directive in combination with other legislative instruments addressing energy efficiency and greenhouse gas emissions from buildings, notably through carbon pricing, deliver sufficient progress towards achieving a fully decarbonised, zero- emission building stock by 2050, or whether further binding measures at Union level, in particular mandatory minimum energy performance standards across the whole building stock, need to be introduced. In addition the Commission shall examine which are the appropriate legal instruments to set thresholds for lifecycle WLC emissions. The Commission shall also examine in what manner Member States could apply integrated district or neighbourhood approaches in Union building and energy efficiency policy, while ensuring that each building meets the minimum energy performance requirements, for example by means of overall renovation schemes applying to a number of buildings in a spatial context instead of a single building.
2022/07/06
Committee: ITRE
Amendment 1410 #

2021/0426(COD)

Proposal for a directive
Article 26 – paragraph 1 – subparagraph 1 (new)
Member States shall inform the owners, tenants and facility managers of buildings of the different methods and practices that serve to enhance the energy and emission performance, fire, electrical, and seismic safety of a building.
2022/07/06
Committee: ITRE
Amendment 1412 #

2021/0426(COD)

Proposal for a directive
Article 26 – paragraph 2 a (new)
2 a. Access to such advisory tools shall be free of charge and shall foresee dedicated support for vulnerable households, households suffering from energy poverty, people living in social housing.
2022/07/06
Committee: ITRE
Amendment 1413 #

2021/0426(COD)

Proposal for a directive
Article 26 – paragraph 2 b (new)
2 b. Member States shall also provide information to facility managers of buildings on energy performance certificates.
2022/07/06
Committee: ITRE
Amendment 1416 #

2021/0426(COD)

Proposal for a directive
Article 26 – paragraph 3 a (new)
3 a. Member States shall ensure that the structural and cultural obstacles to the integration of women into the construction and building sectors are removed and encourage and facilitate the training of women into the construction and building sectors.
2022/07/06
Committee: ITRE
Amendment 1418 #

2021/0426(COD)

Proposal for a directive
Article 26 – paragraph 4 a (new)
4 a. One-stop-shops shall provide, at least, the following: (a) access to free energy audits; (b) access to affordable energy offers; (c) accessibility, availability of renewable energy self consumption, renewable energy communities and other alternatives to fossil heating and cooling in buildings; (d) Information on materials and solutions on energy efficiency, energy storage and renewable energy technologies for buildings; (e) provision of tailor-made financial assistance; (f) provision of tailor made support for vulnerable household or those with health problems linked to poor building conditions; (g) information on incentives for regulating indoor environmental quality and installing the necessary devices during major renovations; (h) information on adequate investments such as ad hoc trainings to support social services in the provision of technical assistance and the collection of good practices at local level; (i) support engagement with relevant local stakeholders and citizens in the evaluation of the impact of minimum energy performance standards on housing affordability and quality; (j) guidance towards legal assistance and reinforced protection to overcome split- incentives in privately rented homes.
2022/07/06
Committee: ITRE
Amendment 1422 #

2021/0426(COD)

Proposal for a directive
Annex I – point 1 – paragraph 3
The energy performance of a building shall be expressed by a numeric indicator of primary energy use per unit of reference floor area per year, in kWh/(m2.y) for the purpose of both energy performance certification and compliance with minimum energy performance requirements. The methodology applied for the determination of the energy performance of a building shall be transparent and open to innovation. and reflect best practices notably from additional indicators.
2022/07/06
Committee: ITRE
Amendment 1454 #

2021/0426(COD)

Proposal for a directive
Annex III – point I – paragraph 3 – indent 2
renewable energy providedenergy for self-consumption and joined self-consumption within the meaning of Directive (EU) 2018/2001 [amended RED] or local sharing of renewable energy production, including through a third party market actor, or from a renewable energy community within the meaning of Article 22 of Directive (EU) 2018/2001 [amended RED], or
2022/07/06
Committee: ITRE
Amendment 1462 #

2021/0426(COD)

Proposal for a directive
Annex III – point I – paragraph 5
Only where, due to the nature of the building or lack of access to renewable energy communities or eligible district heating and cooling systems, it is technically not feasible to fulfilpartially or fully comply with the requirements under the first paragraph, the remaining share or all of the total annual primary energy use may also be covered by renewable energy from the grid complying with criteria established at national leveldocumented with Power Purchase Agreements and Renewable Heating and Cooling Purchase Agreements as referred to in [revised RED]. The Commission shall issue guidance on how to implement and verify the above criteria in a harmonised way with special attention to technical feasibility.
2022/07/06
Committee: ITRE
Amendment 1479 #

2021/0426(COD)

Proposal for a directive
Annex V – point 1 – point i a (new)
(i a) a clear mention indicating whether or not the current building or dwelling can operate flexibly.
2022/07/06
Committee: ITRE
Amendment 1483 #

2021/0426(COD)

Proposal for a directive
Annex V – point 1 – point i b (new)
(i b) the calculated energy needs in accordance with EN Standards in kWh/(m2.y);
2022/07/06
Committee: ITRE
Amendment 1497 #

2021/0426(COD)

Proposal for a directive
Annex V – point 2 – point p a (new)
(p a) a yes/no indication whether the heat distribution system inside the building is designed to work at low temperature levels
2022/07/06
Committee: ITRE
Amendment 1498 #

2021/0426(COD)

Proposal for a directive
Annex V – point 2 – point p b (new)
(p b) the presence of a connection to a district heating and cooling network
2022/07/06
Committee: ITRE
Amendment 1499 #

2021/0426(COD)

Proposal for a directive
Annex V – point 2 – point p c (new)
(p c) local primary energy factors (PEFs) and related carbon emission factors (CEFs) of the connected local district heating and cooling network
2022/07/06
Committee: ITRE
Amendment 1501 #

2021/0426(COD)

Proposal for a directive
Annex V – point 2 – point q a (new)
(q a) a yes/no indication whether the building has demand side flexibility capabilities;
2022/07/06
Committee: ITRE
Amendment 1513 #

2021/0426(COD)

Proposal for a directive
Annex V – point 2 – paragraph 1 – introductory part
The energy performance certificate mayshall include the following links with other initiatives if these apply in the relevant Member Staten so far as the following apply:
2022/07/06
Committee: ITRE
Amendment 1515 #

2021/0426(COD)

Proposal for a directive
Annex V – point 2 – paragraph 1 – point c a (new)
(c a) the three most impactful renovation measures from an aggregated energy and emission reduction calculation of the Building renovation passport;
2022/07/06
Committee: ITRE
Amendment 1516 #

2021/0426(COD)

Proposal for a directive
Annex V – point 2 – paragraph 1 – point c b (new)
(c b) local primary energy factors (PEFs) and related carbon emission factors (CEFs) for nearby local district heating and cooling networks
2022/07/06
Committee: ITRE
Amendment 1517 #

2021/0426(COD)

Proposal for a directive
Annex V – point 2 a (new)
2 a. The energy performance certificate shall include a dedicated section on financing, listing available financing options and grouping indicators most relevant to financial institutions, mortgage providers, national promotional banks and other relevant institutions providing access to funding.
2022/07/06
Committee: ITRE
Amendment 1518 #

2021/0426(COD)

Proposal for a directive
Annex V – point 2 b (new)
2 b. The energy performance certificate shall include a dedicated section on indoor environmental quality indicators, once the relevant provisions of this Directive apply.
2022/07/06
Committee: ITRE
Amendment 1519 #

2021/0426(COD)

Proposal for a directive
Annex VII – paragraph 1
The comparative methodology framework shall enable Member States to determine the energy and emission performance of buildings and building elements and the economic aspects of measures relating to the energy and emission performance, and to link them with a view to identifying the cost-optimal level to achieve the 2030 emission reduction and climate neutrality goals, as well as a zero emission building stock by 2050 at the latest..
2022/07/06
Committee: ITRE
Amendment 1521 #

2021/0426(COD)

Proposal for a directive
Annex VII – paragraph 3
The comparative methodology framework shall allow for taking into account use patterns, outdoor climate conditions and their future changes according to best available climate science , investment costs, building category, maintenance and operating costs (including energy costs and savings), earnings from energy producexported, where applicable, environmental, energy, economic and health externalities of energy use, and waste management costs, where applicable and technological developments. It should be based on relevant European standards relating to this Directive.
2022/07/06
Committee: ITRE
Amendment 1522 #

2021/0426(COD)

Proposal for a directive
Annex VII – paragraph 3 a (new)
As regards the wider environmental, energy, economic and health externalities of improved building performance, these shall include at least: - Reduced greenhouse gas emissions from buildings - Reduced pollution from buildings and its effects at building and local level, improved air quality - Improvement on standards of living and productivity due to better indoor environmental quality resulting in better living and working conditions - Reduced costs for health and social security systems - Integration of buildings in the energy grid through grid flexibility, including through the use of smart charging points for electric vehicles - Increased security of supply through higher energy performance and the deployment of solar technologies on buildings [in line with the solar rooftop initiative] - reduced negative externalities such as avoided cost of carbon emissions, avoided climate change impacts and damage (climate mitigation and adaptation) - Impact on carbon pricing, including levels, volatility and sensitivity - stimulation of the local, regional and national economies, including local job creation and with a specific focus on SMEs in the construction and renovation sectors. The environmental, energy, economy and health externalities shall be calculated starting from the report due in 2025.
2022/07/06
Committee: ITRE
Amendment 1523 #

2021/0426(COD)

Proposal for a directive
Annex VII – paragraph 4 – indent 2
— information on estimated long-term energy price developmentsand green-house gas emission price developments, as well as volatility and sensitivity.
2022/07/06
Committee: ITRE
Amendment 1524 #

2021/0426(COD)

Proposal for a directive
Annex VII – paragraph 5
The energy and emission performance shall be carried out using the calculation methodology based on Annex I of this Directive and in place in the Member States. For the application of the comparative methodology framework by Member States, general conditions, expressed by parameters, shall be laid down at Member State level. The Commission shall issue recommendations to Member States regarding their cost optimality levels and their coherence with the climate trajectories.
2022/07/06
Committee: ITRE
Amendment 1525 #

2021/0426(COD)

Proposal for a directive
Annex VII – paragraph 6 – indent 4 a (new)
- calculate the global costs from a financial and macroeconomic perspective.
2022/07/06
Committee: ITRE
Amendment 1526 #

2021/0426(COD)

In applying the comparative methodology, starting from the report due by 30 June 2025 [as per Article 6 paragraph 2], the following conditions shall apply: - The energy efficiency measures considered at building level must not include measures that will imply the use of fossil fuels in new buildings; - The energy efficiency measures must consider a range of options, the supply of renewable energy on-site, including in particular heat pumps and solar technologies, via renewable energy self consumption, joint self consumption, energy sharing or the supply of renewable energy provided from an energy community, renewable and waste energy from an efficient district heating and cooling system; - The energy efficiency measures must include, among others, for both existing and new buildings, and for each of the selected buildings types, options that represent [30%, 50%, 100%] supply of renewable energy from energy sources onsite; - The global costs of the energy and emission performance of buildings shall be calculated both from a financial and macroeconomic perspective; - The discount rate used, both for the macroeconomic and financial perspective, shall not exceed an annual rate of 3%; - The optimisation method and the macroeconomic calculation of global costs must include the environmental and health externalities of energy use, and economy-wide macroeconomic benefits in terms of, for instance, job creation and GDP.
2022/07/06
Committee: ITRE
Amendment 1121 #

2021/0420(COD)

Proposal for a regulation
Article 24 – paragraph 3 – point k a (new)
(ka) infrastructure facilitating port activities related to offshore wind farms and renewable energy.
2022/11/17
Committee: TRAN
Amendment 1128 #

2021/0420(COD)

Proposal for a regulation
Article 24 – paragraph 4 – point c b (new)
(cb) it can significantly support EU climate ambitions by facilitating significant amount of off-shore renewable energy and is located in an Urban Node of a NUTS 2 Region where the NUTS 2 Region does not already have a port on the TEN-T network, and is located outside a radius of 100 km from the nearest other port in the comprehensive network;
2022/11/17
Committee: TRAN
Amendment 62 #

2021/0218(COD)

Proposal for a directive
Recital 1
(1) The European Green Deal5 establishes the objective of the Union becoming climate neutral in 2050 at the latest in a manner that contributes to the European economysustainable economic, environmental and social development, gprowthsperity and job creation in the EU. That objective, and the objective of at least a 55% reduction in greenhouse gas emissions by 2030 as set out in the 2030European Climate Target Plan6Law [Regulation (EU) 2021/1119] that was endorsed both by the European Parliament7 and by the European Council8 , requires an energy transition centred on reducing energy and resource consumption, increased efficiency, and significantly higher shares of renewable energy sources in an integrated energy system. __________________ 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
2022/03/22
Committee: TRAN
Amendment 63 #

2021/0218(COD)

Proposal for a directive
Recital 1 a (new)
(1a) The General Union Environment Action Programme to 2030 (8th EAP) sets out thematic priority objectives for 2030 in the areas of climate change mitigation, adaptation to climate change, protecting and restoring biodiversity, a non-toxic circular economy, a zero pollution environment and minimising environmental pressures from production and consumption across all sectors of the economy and recognises that these objectives, which address both drivers and impacts of environmental damage, are inherently interlinked. The 8th EAP also has a long-term priority objective that by 2050 at the latest, people live well, within the planetary boundaries in a well-being economy where nothing is wasted, growth is regenerative, climate neutrality in the Union has been achieved and inequalities have been significantly reduced. A healthy environment underpins the well- being of all people and is an environment in which biodiversity is conserved, ecosystems thrive, and nature is protected and restored, leading to increased resilience to climate change, weather and climate-related disasters and other environmental risks. In the field of transport, there is an important need to reduce the significant negative externalities produced by transport as these undermine the objectives of the 8th EAP. This can best be achieved by promoting more collective forms of transport over individualised forms of transport, particularly car transport, and which should be powered by renewable energy. Modal shift can also help reduce overall energy consumption, thereby increasing energy independence.
2022/03/22
Committee: TRAN
Amendment 64 #

2021/0218(COD)

Proposal for a directive
Recital 1 b (new)
(1b) Ensuring that legislative initiatives, programmes, investments, projects and their implementation are consistent with, contribute where relevant, and do no harm to any of the 8th EAP objectives is necessary for the objectives’ achievement. Furthermore, ensuring that social inequalities resulting from climate- and environmental-related impacts and policies are minimised and that measures taken to protect the environment and climate are carried out in a socially fair and inclusive way, as well as gender mainstreaming throughout climate and environmental policies, including by incorporating a gender perspective at all stages of the policy-making process, will be required to meet the objectives of the 8th EAP and, as such, are also laid down as enabling conditions in the 8th EAP.
2022/03/22
Committee: TRAN
Amendment 65 #

2021/0218(COD)

Proposal for a directive
Recital 1 c (new)
(1c) The 2030 climate mitigation objective of the 8th EAP is a swift and predictable reduction of greenhouse gas emissions and, at the same time, enhancement of removals by natural sinks in the Union to attain the 2030 greenhouse gas emission reduction target as laid down in Regulation (EU) 2021/1119, in line with the Union’s climate and environment objectives, whilst ensuring a just transition that leaves no one behind. To help achieve its objectives, the 8th EAP also lays down the enabling condition of phasing out of environmentally harmful subsidies, including through setting a deadline for the phasing out of fossil fuel subsidies consistent with the ambition of limiting global warming to 1,5°C as well as a binding Union framework to monitor and report on Member States’ progress towards phasing out fossil fuel subsidies, based on an agreed methodology.
2022/03/22
Committee: TRAN
Amendment 66 #

2021/0218(COD)

Proposal for a directive
Recital 2
(2) Renewable energy plays a fundamental role in delivering the European Green Deal and forachieving the objectives of the 8th European Action Programme (8th EAP), which both entail achieving climate neutrality by 2050 at the latest, given that the energy sector contributes over 75% of total greenhouse gas emissions in the Union. By reducing those greenhouse gas emissions, renewable energy can also contributes to tackling environmental-related challenges such as biodiversity loss, land, water and air pollution as long as the renewable energy sources themselves do not exacerbate these challenges. Strict sustainability criteria and, where necessary, the exclusion of certain feedstock for the purposes of counting toward the targets under this Directive, as well as being eligible for support, are necessary to fulfil this condition. In this regard, only renewable energy should be dealt with under the scope of this Directive, as other non-renewable fuels, including low- carbon fuels which are not renewable, should be addressed in legislation specific to those fuels.
2022/03/22
Committee: TRAN
Amendment 68 #

2021/0218(COD)

Proposal for a directive
Recital 2 a (new)
(2a) With ever more countries committing to climate-neutrality by mid- century, both domestic and global demand for renewable technologies are projected to rise and offer significant opportunities for job creation, the expansion of a European renewables industrial base and continued European leadership in research and development of innovative renewable technologies, which in turn enhance the competitive advantage of European companies and the EU's energy independence from fossil fuel imports. More investment in renewable energy and related technologies now will reduce future adjustment costs and should help lower associated costs for citizens and businesses.
2022/03/22
Committee: TRAN
Amendment 71 #

2021/0218(COD)

Proposal for a directive
Recital 3 a (new)
(3a) Continuous scientific evidence shows that energy savings, energy efficiency and renewable energy represent key drivers for reaching a net-zero GHG emission economy. In line with the Commission recommendation of 28 September 2021 entitled "On Energy Efficiency First: from principles to practice. Guidelines and examples for its implementation in decision-making in the energy sector and beyond", this Directive should take an integrated approach by promoting the most energy efficient renewable source for any given sector and application as well as by promoting system efficiency, so that the least energy would be required for various economic activities.
2022/03/22
Committee: TRAN
Amendment 72 #

2021/0218(COD)

Proposal for a directive
Recital 4 a (new)
(4a) Scientific studies from the IPCC and others show that wood-burning power plants pump more CO2 into the atmosphere per unit of energy than coal plants. Harvesting trees to burn wood for bioenergy also leads to a reduction in the carbon sinks of forests. These two reasons highlight why the burning of forest biomass for energy is detrimental to efforts to tackle the climate emergency. Whilst planting new trees absorbs emissions over time, the time period for the carbon debt to be paid back is too long (burning of wood will increase warming for decades to centuries. That is true even when the wood replaces coal, oil or natural gas). Furthermore, whilst a tree can be grown and harvested, complex eco- systems such as forests are not easily replaced. The Habitats Directive EU-level assessment of the conservation status of 81 forest habitats concluded that 14% are in good (or favourable) conservation status. The remaining habitats are in poor status (54%), bad status (31%) or unknown (1%). In addition, the assessment indicated that forestry is the dominant pressure reported for most of the forest habitat types. In line with the EU’s biodiversity strategy, forests need to be protected and restored. In addition to the impacts on climate and biodiversity, burning wood also has implications for air quality. Wood burning emits fine particulate matter (PM2.5) and polycyclic aromatic hydrocarbons (PAHs), which are known to have carcinogenic affects, as well as being a significant source of mercury re-emissions and other toxic pollutants. Accordingly, and with the scale of the climate and ecological crises that we face in mind, it does not make any sense for Member States to continue to provide support for the burning of wood for energy, nor for it to count towards the EU's renewable energy targets.
2022/03/22
Committee: TRAN
Amendment 73 #

2021/0218(COD)

Proposal for a directive
Recital 5
(5) The rapid growth and increasing cost-competitiveness of renewable electricity production can be used to satisfy a growing share ofhas the potential to cover most of the energy demand, for instance using heat pumps for space heating or low- and medium temperature industrial processes, electric vehicles for transport, or electric furnaces in certain industrieal applications. Renewable electricity can also be used to produce synthetic fuels, which should be reserved for consumption in hard-to-decarbonisabate transport sectors such as aviation and maritime transport. A framework for electrification needs to enable robust and efficient coordination and expand market mechanisms to match both supply and demand in space and time, stimulate investments in flexibility, and help and additional renewable capacities, and help maximise the efficient integrateion of large shares of variable renewable generation. Member States should therefore ensure that the deployment of renewable electricity continues to increase at an adequate pace to meet growing demandnd matches the growing demand for electricity, while ensuring that demand flexibility adapts to the renewable energy generation. For this, Member States should establish a framework that includes market- compatible mechanisms to tackle remaining barriers to have secure and adequate electricity systems fit for a high level of flexible renewable energy, as well as storage facilities, demand response and other flexibility mechanisms, fully integrated into the electricity system. In particular, this framework shall tackle remaining barriers, including non-financial ones such as insufficient digital and human resources of authorities to process a growing number of permitting applications. When designing the framework, Member States shall promote electrification and the most energy- and resource- efficient sustainable renewable energy generation technologies in each sector in application of the 'energy efficiency first principle’. In order to guarantee a harmonised approach across the EU, the EC shall develop a framework on additionality and shall develop a methodology with a view to determining the baseline of Member States and measuring additionality.
2022/03/22
Committee: TRAN
Amendment 76 #

2021/0218(COD)

Proposal for a directive
Recital 7
(7) Member States’ cooperation to promote renewable energy can take the form of statistical transfers, support schemes or joint projects. It allows for a cost-efficient deployment of renewable energy across Europe and contributes to market integration. Despite its potential, cooperation has been very limited, thus leading to suboptimal results in terms of efficiency in increasing renewable energy and exploiting additional benefits from economies of scale. Member States should therefore be obliged to test cooperation through implementing a pilot project by December 2025 and by 2030 at least three joint projects. Projects financed by national contributions under the Union renewable energy financing mechanism established by Commission Implementing Regulation (EU) 2020/129414 would meet this obligation for the Member States involved. __________________ 14 Commission Implementing Regulation (EU) 2020/1294 of 15 September 2020 on the Union renewable energy financing mechanism (OJ L 303, 17.9.2020, p. 1).
2022/03/22
Committee: TRAN
Amendment 78 #

2021/0218(COD)

Proposal for a directive
Recital 8
(8) The Offshore Renewable Energy Strategy introduces an ambitious objective of 300 GW of offshore wind and 40 GW of ocean energy across all the Union’s sea basins by 2050. To ensure this step change, Member States will need to work together across borders at sea-basin level. Member States should therefore jointly define and allocate adequate space in their maritime spatial plan for the amount of offshore renewable generation and related infrastructure to be deployed within each sea basin by 2050, with intermediate steps in 2030 and 204030, 2040 and 2050. Where the cumulated objective does not amount to at least 79 GW and 340 GW of installed capacity by 2030 and 2050 respectively, or where intermediate steps are not in line with the 2030 and 2050 objectives, the Commission shall take additional measures to facilitate the roll-out of offshore renewable energy. These objectives should be reflected in the updated national energy and climate plans that will be submitted in 2023 and 2024 pursuant to Regulation (EU) 2018/1999. In defining the amount, Member States should take into account the offshore renewable energy potential of each sea basin, environmental and biodiversity protection, climate adaptation and other uses of the sea, as well as the Union’s decarbonisation targetsGHG emission reduction targets. Accordingly, when installing new wind parks Member States should avoid placing them in the routes of migratory birds and apply best practices to reduce bird fatalities, such as by increasing rotor blade visibility through visual cues by applying contrast painting to single blades, as well by requiring the installation of automated curtailment system whereby turbines are slowed or stopped when wildlife are considered at increased risk of collision. In order to enhance broad public acceptance, Member States shall ensure the possibility of including renewable energy communities in joint cooperation projects on offshore renewable energy. In addition, Member States should increasingly consider the possibility of combining offshore renewable energy generation with transmission lines interconnecting several Member States, in the form of hybrid projects or, at a later stage, a more meshed grid. This would allow electricity to flow in different directions, thus maximising socio- economic welfare, optimising infrastructure expenditure and enabling a more sustainable usage of the sea. In order to ensure the sustainable management of maritime space and coasts and unlock the potential of offshore renewables, Member States should make use of Maritime Spatial Planning (MSP). At least two years after entry into force of this Directive, Member States should ensure the update of their Maritime Spatial Plans pursuant to Directive (EU) 2014/89 in aligned with this Directive.
2022/03/22
Committee: TRAN
Amendment 83 #

2021/0218(COD)

Proposal for a directive
Recital 12
(12) Member States shall ensure that well-trained and qualified installers of renewable heating and cooling systems, including thermal storage systems, of renewable electricity, such as photovoltaics, domestic batteries and electric vehicles’ charging stations, are available in sufficient numbers for the relevant technologies to service the growth of renewable energy required to contribute the targets for renewable energy enshrined in this Directive. Insufficient numbers of skilled workers, in particular installers and designers of renewable heating and cooling systems, slow down the replacement of fossil fuel heating systemtechnologies by renewable energy based systems and is a major barrier to integrating renewables in buildings, industry and agriculture and the energy system overall. Member States should cooperate with social partners and renewable energy communities to anticipate the skills that will be needed. A sufficient number of high-quality and effective upskilling and reskilling strategies and inclusive training programmes and certification possibilities should ensuringe proper installation and reliable operation of a wide range of renewable heating and cooling systemand storage technologies as well as electric vehicles charging points should be made available and designed in a way to attract participation for all workers in such training programmes and certification systems. Member States should consider what actions should be taken to attract groups currently under- represented in the occupational areas in question. The list of trained and certified installers should be made public and widely promoted to ensure consumer trust and easy access to tailored designer and installer skills guaranteeing proper installation and operation of renewable heating and cooling. and storage technologies and for electric vehicles charging points. Such lists may be used as a prerequisite for grants or support schemes.
2022/03/22
Committee: TRAN
Amendment 84 #

2021/0218(COD)

Proposal for a directive
Recital 16
(16) In order for flexibility and balancing services from the aggregation of distributed storage assets to be developed in a competitive manner, real-time access to basic battery information such as state of health, state of charge, capacity and power set point should be provided under non- discriminatory terms and free of charge, in full compliance with the relevant provisions in Regulation [(EU) 2016/679 of the European Parliament and of the Council on the protection of natural persons with regard to the processing of personal data and on the free movement of such data, and repealing Directive 95/46/EC (General Data Protection Regulation)] and at no- cost to the owners or users of the batteries and the entities acting on their behalf, such as building energy system managers, mobility service providers and other electricity market participants. It is therefore appropriatenecessary to introduce measures addressing the need of access to such data for facilitating the integration-related operations of domestic batteries and electric vehicles, complementing the provisions on access to battery data related to facilitating the repurposing of batteries in [the proposed Commission regulation concerning batteries and waste batteries, repealing Directive 2006/66/EC and amending Regulation (EU) No 2019/1020]. The provisions on access to battery data of electric vehicles should apply in addition to any laid down in Union law on type approval of vehicles.
2022/03/22
Committee: TRAN
Amendment 85 #

2021/0218(COD)

Proposal for a directive
Recital 16 a (new)
(16 a) Beyond domestic and electric vehicle batteries, a variety of other appliances such as smart heating and cooling devices, hot water tanks, thermal energy storage units and other smart devices have a significant demand response potential which should urgently be tapped to allow consumers to provide their flexibility to the energy system. It is therefore necessary to introduce measures enabling real-time access to data relevant for demand response to users, as well as to third parties acting on the owners’ and users’ behalf, such as electricity market participants, under non-discriminatory terms and at no cost, in full compliance with the relevant provisions in Regulation (EU) 2016/679.
2022/03/22
Committee: TRAN
Amendment 86 #

2021/0218(COD)

Proposal for a directive
Recital 17
(17) The increasing number of electric vehicles in road, rail, maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. In situations where smart and bidirectional charging would assist further efficient penetration of renewable electricity by electric vehicle fleets in transport and the electricity system in general, such functionality should also be made available. In view of the long life span of recharging points, requirements for charging infrastructure should be kept updated in a way that would cater for future needs and would not result in negative lock-in effects to the development of technology and services.
2022/03/22
Committee: TRAN
Amendment 88 #

2021/0218(COD)

Proposal for a directive
Recital 18
(18) Electric vehicle users entering into contractual agreements with electromobility service providers and electricity market participants should have the right to receive information and explanations on how the terms of the agreement will affect the use of their vehicle and the state of health of its battery. Electromobility service providers and electricity market participants should explain clearly to electric vehicle users how they will be remunerated for the flexibility, how their aggregated data will be used, balancing and storage services provided to the electricity system and market by the use of their electric vehicle. Electric vehicle users also need to have their consumer rights secured when entering into such agreements, in particular regarding the protection of their privacy and personal data such as location and driving habits, in connection to the use of their vehicle. Electric vehicle users’ preference regarding the type of electricity purchased for use in their electric vehicle, as well as other preferences, canshould also be part of such agreements. For the above reasons, it is important that electric vehicle users can use their subscription at multiple recharging pointso ensure that the charging infrastructure that is to be deployed is used most effectively and to improve consumer confidence in e- mobility, it is essential that the use of publicly accessible recharging stations is open to all users, regardless of the car brand or connector type, whether or not they are part of a contract-based payment scheme and that they accept payment cards widely used in the Union. This will also allow the electric vehicle user’s service provider of choice to optimally integrate the electric vehicle in the electricity system, through predictable planning and incentives based on the electric vehicle user preferences This is also in line with the principles of a consumer-centric and prosumer-based energy system, and the right of supplier choice of electric vehicle users as final customers as per the provisions of Directive (EU) 2019/944.
2022/03/22
Committee: TRAN
Amendment 89 #

2021/0218(COD)

Proposal for a directive
Recital 19
(19) Decentralised energy resources such as distributed renewable generation, demand response, smart heating and cooling devices, hot water tanks, thermal energy storage, distributed storage assets, such as domestic batteries and batteries of electric vehicles have the potential to offer considerable flexibility and balancing services to the grid and the energy system through aggregation. In order to facilitate the development of such devices and related services, the regulatory provisions concerning connection and operation of the storagedecentralised energy resources assets, such as tariffs, commitment times and connection specifications, should be designed in a way that does not hamper the potential of all storagthese assets, including small and mobile ones, to offer flexibility and balancing services to the system and to contribute to the further penetration of renewable electricity,nergy, in particular in comparison with larger, stationary storage assets. assets. Member States should also provide a level playing field for smaller market actors, in particular renewable energy communities, so that they are able to participate in the market without facing disproportionate administrative or regulatory burden.
2022/03/22
Committee: TRAN
Amendment 90 #

2021/0218(COD)

Proposal for a directive
Recital 20
(20) Recharging points where electric vehicles typically park for extended periods of time, such as where people park for reasons of residence or employment, are highly relevant to energy system integration, therefore smart and bidirectional charging functionalities need to be ensured. In this regard, the operation of non-publicly accessible normal charging infrastructure is particularly important for the integration of electric vehicles in the electricity system as it is located where electric vehicles are parked repeatedly for long periods of time, such as in buildings with restricted access, employee parking or parking facilities rented out to natural or legal persons.
2022/03/22
Committee: TRAN
Amendment 97 #

2021/0218(COD)

Proposal for a directive
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 and the most energy efficient and sustainable renewable energy promoted for each transport sector, acknowledging the higher energy efficiency of electricity- powered transport. 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, aMember states may choose to meet the GHG target by means of measures targeting volumes, energy content or greenhouse gas emissions, provided that it is demonstrated that the greenhouse gas intensity reduction and sub-targets are met. 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 for the aviation and shipping sectors would ensure an increased use of the renewable fuels with the smallest environmental impact in transport modes that are difficult to directly electrify. The achievement of those targets should be ensured by obligations on fuel suppliers, that ensure the inclusion of renewable electricity 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].
2022/03/22
Committee: TRAN
Amendment 102 #

2021/0218(COD)

Proposal for a directive
Recital 30
(30) Electromobility will play an essential role in decarbonising the transport sector. To foster the further development of electromobility and use of renewable electricity in transport, Member States should establish a credit mechanism enabling operators of charging points accessible to the publicsuppliers of electricity to all modes of transport, including ships docked in harbours, through recharging stations and recharging points, to contribute, by supplying renewable electricity, towards the fulfilment of the obligation set up by Member States on fuel suppliers. While supporting electricity in transport through such a mechanism, it is important that Member States continue setting a high level of ambition for the decarbonisation of shift the renewable and gaseous liquid fuels to aviation and shipping where direct electrification is much more difficult, and take into account the higher energy efficiency of electricity-powered transport, and exclude suppliers who solely provide electricity to transport from the obligations to provide otheir liquid fuel mix in transport. fuels, including biofuels, advanced biofuels, renewable fuels of non-biological origin.
2022/03/22
Committee: TRAN
Amendment 111 #

2021/0218(COD)

Proposal for a directive
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, which should be phased out without delay. 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 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 to 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.
2022/03/22
Committee: TRAN
Amendment 112 #

2021/0218(COD)

Proposal for a directive
Recital 31 a (new)
(31a) The growth of biofuel consumption in Member States is a driver of indirect land use change and food price volatility, posing a threat to global food security. This is because the majority of EU biofuel production and consumption comes from crops grown on land that could be used instead in the food and feed markets. In order to reduce indirect land use change emissions and limit the risk of food insecurity, it is appropriate to progressively phase out biofuels, bioliquids as well as biomass fuels obtained from crops. In the meantime, in case of severe disruption on food markets, Member States shall take rapid action to secure global food security, such as suspension measures on the production and blending of crop-based biofuels.
2022/03/22
Committee: TRAN
Amendment 116 #

2021/0218(COD)

Proposal for a directive
Recital 32
(32) Expressing the transport target as a greenhouse gas intensity reduction target makes it unnecessary to use multipliers to promote certain renewable energy sources. This is because different renewable energy sources save different amounts of greenhouse gas emissions and, therefore, contribute differently to a target. Renewable electricity should be considered to have zero emissions, meaning it saves 100% emissions compared to electricity produced from fossil fuels. This will create an incentive for the use of renewable electricity since renewable fuels and recycled carbon fuels are unlikely to achieve such a high percentage of savings. Electrification relying on renewable energy sources would therefore become the most efficient way to decarbonise road transport. In addition, in order to promote the use of advanced biofuels and biogas and renewable fuels of non-biological origin in the aviation and maritime modes, which are difficult to electrify, it is appropriate to keep the multiplier for those fuels supplied in those modes when counted towards the specific targets set foruse advanced biofuels and renewable fuels of non- biological origin only in thoese fuelsectors.
2022/03/22
Committee: TRAN
Amendment 117 #

2021/0218(COD)

Proposal for a directive
Recital 33
(33) Direct electrification of end-use sectors, including the transport sector, contributes to the efficiency and facilitates the transition to an energy system based on renewable energy. It is therefore in itself an effective means to reduce greenhouse gas emissions., in particular when based on renewable electricity. The creation of a framework on additionality applying specifically to renewable electricity supplied to electric vehicles in the transport is therefore not required to ensure that the increase in electricity consumption in the transport sector leads to new investments in at least equivalent amounts of additional renewable capacity, especially in countries with low renewable electricity shares.
2022/03/22
Committee: TRAN
Amendment 119 #

2021/0218(COD)

Proposal for a directive
Recital 34
(34) Since renewable fuels of non- biological origin are to be counted as renewable energy regardless of the sector in which they are consumed, the rules to determine their renewable nature when produced from electricity, which were applicable only to those fuels when consumed in the transport sector, should be extended to all renewable fuels of non- biological origin, regardless of the sector where they are consumed. As the producing country of Renewable fuels of non-biological origin may be different from the country consuming, a sharing mechanism needs to be ensured so that both countries benefit of the produced renewables
2022/03/22
Committee: TRAN
Amendment 125 #

2021/0218(COD)

Proposal for a directive
Recital 36
(36) Directive (EU) 2018/2001 strengthened the bioenergy sustainability and greenhouse gas savings framework by setting criteria for all end-use sectors. It set out specific rules for biofuels, bioliquids and biomass fuels produced from forest biomass, requiring the sustainability of harvesting operations and the accounting of land-use change emissions. To achieve an enhanced protection of especially biodiverse and carbon-rich habitats, such as primary forests, highly biodiverse forests, grasslands and peat lands, exclusions and limitations to source forest biomass from those areas should be introduced, in line with the approach for biofuels, bioliquids and biomass fuels produced from agricultural biomass in order to avoid undermining Union objectives on climate and the environment. In addition, the greenhouse gas emission saving criteria should also apply to existing biomass-based installations to ensure that bioenergy production in all such installations leads to greenhouse gas emission reductions compared to energy produced from fossil fuels.
2022/03/22
Committee: TRAN
Amendment 129 #

2021/0218(COD)

Proposal for a directive
Recital 37
(37) In order to reduce the administrative burden for producers of renewable fuels and recycled carbon fuels and for Member States, where voluntary or national schemes have been recognised by the Commission through an implementing act as giving evidence or providing accurate data regarding the compliance with sustainability and greenhouse gas emissions saving criteria as well as other requirements set in this Directive, Member States should accept the results of the certification issued by such schemes within the scope of the Commission’s recognition. In order to reduce the burden on small installations, Member States should establish a simplified verification mechanism for installations of between 5 and 10MW.
2022/03/22
Committee: TRAN
Amendment 130 #

2021/0218(COD)

Proposal for a directive
Recital 38
(38) The Union database to be set up by the Commission aims at enabling the tracing of solid, liquid and gaseous renewable fuels and recycled carbon fuels. Its scope should be extended from transport to all other end- use sectors in which such fuels are consumed. This should make a vital contribution to the comprehensive monitoring of the production and consumption of those fuels, mitigating risks of double-counting or irregularities along the supply chains covered by the Union database. In addition, to avoid any risk of double claims on the same renewable gas, a guarantee of origin issued for any consignment of renewable gas registered in the database should be cancelled. This database shall be made publicly available in an open, transparent and user friendly manner. The Commission shall publish annual reports for the general public about the information reported in the Union database including the quantities, the geographic origin and feedstock type of biofuels, bioliquids and biomass fuels per fuel supplier and per member state.
2022/03/22
Committee: TRAN
Amendment 139 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 36
(36) ‘renewable fuels of non-biological origin’ means liquid and gaseous fuels the energy content of which is derived from renewable sources other than biomass and is produced from additional renewable electricity and where any CO2 feedstock is captured from the ambient air using direct air capture;;
2022/03/22
Committee: TRAN
Amendment 141 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
(36a) 'direct air capture' means the process by which CO2 is captured from the ambient air for the production of renewable fuels of non-biological origin or other non-biogenic materials.
2022/03/22
Committee: TRAN
Amendment 142 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 26 a (new)
(26a) 'woody biomass' comprises both primary and secondary woody biomass;
2022/03/22
Committee: TRAN
Amendment 143 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 26 b (new)
(26b) 'primary woody biomass' means all roundwood felled or otherwise harvested and removed. It comprises wood obtained from removals, i.e. the quantities removed from forests and tress outside the forests, including wood recovered due to natural mortality and from felling and logging. It includes all wood removed with or without bark, including wood removed in its round form, or split, roughly squared or in other form, e.g. branches, roots, stumps and burls (where these are harvested) and wood that is roughly shaped or pointed or processed into chips, briquets or pellets;
2022/03/22
Committee: TRAN
Amendment 144 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 26 c (new)
(26c) 'secondary woody biomass' means residues from forest-based industry, including bark, sawdust and wood shavings that result from sawmilling or wood milling, and recovered post- consumer wood and excludes primary woody biomass processed into chips, bricks or pellets;
2022/03/22
Committee: TRAN
Amendment 151 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 1 a a (new)
(1aa) ‘energy efficiency first’ means ‘energy efficiency first’ as defined in point (18) of Article 2 of Regulation (EU) 2018/1999;
2022/03/22
Committee: TRAN
Amendment 154 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 14l
(14l) ‘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 electronic communication; smart recharging can be realised at normal charging speeds as well as during fast charging through response to dynamic price signals or optimisation of power flow;
2022/03/22
Committee: TRAN
Amendment 155 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 14l a (new)
(14la) 'publicly accessible recharging infrastructure/point’ means a recharging pool, station or point which is located at a site or premise that is open to the general public at least 8 hours per day and 6 days a week with an uptime of at least 98%, irrespective of whether the charging infrastructure is located on public or on private property;
2022/03/22
Committee: TRAN
Amendment 156 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 14 n
(14n) ‘bidirectional recharging’ means a smart recharging operation where the direction of electric chargethe flow may be reversed, soallowing that electric chargeity flows from the battery to the recharging point it is connected to;
2022/03/22
Committee: TRAN
Amendment 157 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 14o
(14o) ‘normal power recharging point’ means ‘normal power recharging point’ as defined in Article 2 point 341 of [the proposal for a Regulation concerning the deployment of alternative fuel infrastructure, repealing Directive 2014/94/EU];
2022/03/22
Committee: TRAN
Amendment 160 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c a (new)
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 34
(ca) (new) Point (34) is replaced by the following: "(34) ‘advanced biofuels’ means biofuels that are produced from the waste and residues feedstocks listed in Ppart A of Annex IX (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-that do not have significant displacement effects based on a regional displacement analysis. Or. en 20181221&from=EN#tocId4)
2022/03/22
Committee: TRAN
Amendment 163 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c b (new)
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 35
‘recycled carbon fuels’ means liquid and gaseous fuels that are produced from liquid or solid waste streams of non- renewable origin which are not suitable for material recovery in accordance with Article 4 of Directive 2008/98/EC, or from waste processing gas and exhaust gas of non-renewable origin which are produced as an unavoidable and unintentional consequence of the production process in industrial installations; (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-(cb) (1e) Point (35) is deleted Or. en 20181221&from=EN#tocId4)
2022/03/22
Committee: TRAN
Amendment 164 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c c (new)
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 37
‘low indirect land-use change-risk biofuels, bioliquids and biomass fuels’ means biofuels, bioliquids and biomass fuels, the feedstock of which was produced within schemes which avoid displacement effects of food and feed-crop based biofuels, bioliquids and biomass fuels through improved agricultural practice sas well as through the cultivation of crops on areas which were previously not used for cultivation of crops, and which were produced in accordance with the sustainability criteria for biofuels, bioliquids and biomass fuels laid down in Article 29. (cc)Point (37) is deleted Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId4)
2022/03/22
Committee: TRAN
Amendment 172 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive (EU) 2018/2001
Article 3 – paragraph 3 – subparagraph 1
3. Member States shall take measures to ensure that energy from biomass is produced in a way that minimiseprevents undue distortive effects on the biomass raw material market and harmful impacts on biodiversity or the climate. To that end , they shall take into accouimplement the waste hierarchy as set out in Article 4 of Directive 2008/98/EC and the cascading principle referred to in the third subparagraph.
2022/03/22
Committee: TRAN
Amendment 180 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive (EU) 2018/2001
Article 3 – paragraph 3 – subparahraph 2 – point a – point i
(i) the use of saw logs, veneer logs, stumps and rootprimary woody biomass to produce energyheat.
2022/03/22
Committee: TRAN
Amendment 181 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive (EU) 2018/2001
Article 3 – paragraph 3 – subparahraph 2 – point a – point –i a (new)
(ia) the use of woody biomass to produce electricity
2022/03/22
Committee: TRAN
Amendment 187 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive (EU) 2018/2001
Article 3 – paragraph 3 – subparagraph 2 – point b
(b) From 31 December 2026, and without prejudice to the obligations in the first sub-paragraph, Member States shall grant no support to the production of electricity from forest biomass in electricity-only-installations, unless such electricity meets at least one of the following conditions: (i) in a territorial just transition plan approved by the European Commission, in accordance with Regulation (EU) 2021/… of the European Parliament and the Council establishing the Just Transition Fund due to its reliance on solid fossil fuels, and meets the relevant requirements set in Article 29(11); (ii) CO2 Capture and Storage and meets the requirements set in Article 29(11), second subparagraph.deleted it is produced in a region identified it is produced applying Biomass
2022/03/22
Committee: TRAN
Amendment 191 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive (EU) 2018/2001
Article 3 – paragraph 3 – subparahraph 2 – point b – point i
(i) it is produced in a region identified in a territorial just transition plan approved by the European Commission, in accordance with Regulation (EU) 2021/… of the European Parliament and the Council establishing the Just Transition Fund due to its reliance on solid fossil fuels, and meets the relevant requirements set in Article 29(11);deleted
2022/03/22
Committee: TRAN
Amendment 192 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive (EU) 2018/2001
Article 3 – paragraph 3 – subparahraph 2 – point b – point ii
(ii) it is produced applying Biomass CO2 Capture and Storage and meets the requirements set in Article 29(11), second subparagraph.deleted
2022/03/22
Committee: TRAN
Amendment 198 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive (EU) 2018/2001
Article 3 – paragraph 3 – subparagraph 3
No later than one year after [the entry into force of this amending Directive], the Commission shall adopt a delegated act in accordance with Article 35 on how to apply the cascading principle for biomass, in particular on how to minimise the use of quality roundwood for energy production, with a focus on support schemes and with due regard to national specificiticluding on reporting and control measures with a focus on support schemes.
2022/03/22
Committee: TRAN
Amendment 205 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive (EU) 2018/2001
Article 3 – paragraph 3 – subparagraph 4
By 2026 the Commission shall present a report on the impact of the Member States’ support schemes for biomass, including on biodiversity and possible market distortions, and will assess the possibility for further limitations regarding support schemes to forest biomassincentives direct and indirect, to use woody biomass for energy.;
2022/03/22
Committee: TRAN
Amendment 215 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a a (new)
Directive (EU) 2018/2001
Article 15 – paragraph 3
(aa) Article 15, paragraph 3 is replaced by the following: "3. Member States shall ensure that their competent authorities at national, regional and local level include provisions for the integration and deployment of renewable energy, including for renewables self- consumption and renewable energy communities, and the use of unavoidable waste heat and cold when planning, including early spatial planning, designing, building and renovating urban infrastructure, industrial, commercial or residential areas and energy, energy and transport infrastructure, including electricity, district heating and cooling, natural gas and alternative fuel networks. Member States shall, in particular, encourage local and regional administrative bodies to include heating and cooling from renewable sources in the planning of city infrastructure where appropriate, and to consult the network operators to reflect the impact of energy efficiency and demand response programs as well as specific provisions on renewables self consumption and renewable energy communities, on the infrastructure development plans of the operators. content/EN/TXT/PDF/?uri=CELEX:32018L2001&qid=1646738279059&from=EN)Or. en (https://eur-lex.europa.eu/legal-
2022/03/22
Committee: TRAN
Amendment 218 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 7
Directive (EU) 2018/2001
Article 18 – paragraph 3 – subparagraph 1
3. Member States shall ensure that certification schemes are available for installers and designers of all forms of renewable heating and cooling systems in buildings, industry and agriculture, and for installers of solar photovoltaic systemthermal storage, solarthermal and photovoltaic systems, domestic batteries and electric vehicles charging points. Those schemes may take into account existing schemes and structures as appropriate, and shall be based on the criteria laid down in Annex IV. Each Member State shall recognise the certification awarded by other Member States in accordance with those criteria.
2022/03/22
Committee: TRAN
Amendment 219 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 7
Directive (EU) 2018/2001
Article 18 – paragraph 3 – subparagraph 2
Member States shall ensure that well trained and qualified installers of renewable heating and cooling systems, including thermal storage, of renewable electricity systems, such as photovoltaic systems, domestic batteries and electric vehicles charging stations, are available in sufficient numbers for the relevant technologies to service the growth of renewable heating and coolingenergies 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, the target for renewable energy in buildings set in Article 15a (new), the target for industry set in article 22a (new) and the target for renewable energy in transport set in article 25, as well as the overall renewable energy target set in Article 3(1).
2022/03/22
Committee: TRAN
Amendment 220 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 7
Directive (EU) 2018/2001
Article 18 – paragraph 3 – subparagraph 3
To achieve such sufficient numbers of installers and designers, Member States shall ensure that sufficienteffective upskilling and reskilling strategies and sufficient high quality and inclusive training programmes leading to qualification orand certification covering renewable heating and coolthe technologies referred to ing technologiehe previous sub-paragraphs, and their latest innovative solutions, are made available to all, in order to ensure a successful just transition in the energy sector. Member States shall put in place measures to promote participation for all workers in such programmes, in particular by installers and designers, small and medium-sized enterprises and, the self- employed, as well as targeting in particular the under represented gender and minorities. Member States may put in place voluntary agreements with the relevant technology providers and vendors to train sufficient numbers of installers and designers, which may be based on estimates of sales, in the latest innovative solutions and technologies available on the market. and aiming at creating safe and quality jobs for all.
2022/03/22
Committee: TRAN
Amendment 221 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 7
Directive (EU) 2018/2001
Article 18 – paragraph 4
4. Member States shall make information on the certification schemes referred to in paragraph 3 available to the public. Member States shall ensure that the list of certified installers who are qualified or certified in accordance with paragraph 3 is regularly updated and made available to the public in a transparent and easily accessible manner, including through awareness-raising campaigns. The requirement to resort to certified installers may be used as a qualification criteria for grants or support schemes for such installations.;
2022/03/22
Committee: TRAN
Amendment 222 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 7
Directive (EU) 2018/2001
Article 18 – paragraph 4a(new)
4a. Member States shall assess by 31 December 2023 and every two years thereafter the gap between available and needed installers of renewable equipment and systems. This assessment shall cover ten-year periods and an overview of the current situation. Member States shall make the assessment and recommendations thereof publicly available. Member States shall describe their policies and measures promoting effective, high quality and inclusive training, re-skilling and upskilling of workers in the field of renewable energies 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.
2022/03/22
Committee: TRAN
Amendment 228 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive (EU) 2018/2001
Article 20a – paragraph 1
1. Member States shall require: i) transmission system operators and distribution system operators in their territory to make available information on the share of renewable electricity and the greenhouse gas emissions content of the electricity supplied in each bidding zone, as accurately as possible and as close to real time as possible but in time intervals of no more than one hour, and ii) regulators or relevant traders to make available information on wholesale electricity prices in day-ahead and intraday markets. The information should be made available as accurately as possible and as close to real time as possible but in time intervals at least equal to the market settlement frequency, and with the aim to reach 15- minute intervals with forecasting where available. This information shall beDSO should also madke available digitally in a manner that ensures it can be used by electricity market participants, aggregators,anonymised and aggregated data on the demand response potential and the renewable electricity generated by self- consumers and rend-users, and that it can be read by electronic communication devices such as smart metering systems, electric vehicle recharging points, heating and cooling systems and building energy management systemsewable energy communities and injected to the grid.
2022/03/22
Committee: TRAN
Amendment 229 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive (EU) 2018/2001
Article 20a – paragraph 1 a (new)
1a. The information and data referred to in paragraph 1 shall be made available digitally in a manner that ensures interoperability based on harmonised data formats and standardised data sets so that it can be used in a non-discriminatory manner by electricity market participants, aggregators, consumers and end-users, and that it can be read by electronic communication devices such as smart metering systems, electric vehicle recharging points, both publicly and non- publicly accessible, heating and cooling systems and building energy management
2022/03/22
Committee: TRAN
Amendment 230 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive (EU) 2018/2001
Article 20a – paragraph 2 – subparagraph 1
2. In addition to the requirements in 2. [the proposal for a Regulation concerning batteries and waste batteries, repealing Directive 2006/66/EC and amending Regulation (EU) No 2019/1020], Member States shall ensure thatby 6 months from the entry into force of the Directive Member States shall adopt measures requiring manufacturers of domestic and industrial batteries enable real-time access to basic battery management system information, including battery capacity, state of health, state of charge and power set point, to battery owners and users as well as to third parties acting on their behalf, such as building energy management companies and electricity market participants, under non- discriminatory terms and at no costfree of charge to the owners or users of the batteries and the entities acting on their behalf and in full compliance with the relevant provisions in Regulation (EU) 2016/679.
2022/03/22
Committee: TRAN
Amendment 231 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive (EU) 2018/2001
Article 20a – paragraph 2 – subparagraph 2
Member States shall ensure thatBy 6 months from the entry into force of the Directive Member States shall adopt measures requiring vehicle manufacturers to make available, in real-time, in-vehicle data related to the battery state of health, battery state of charge, battery power setpoint, battery capacity, as well as the location of electric vehicles to electric vehicle owners and users, as well as to third parties acting on the owners’ and users’ behalf, such as electricity market participants and electromobility service providers, under non-discriminatory terms and at no cost, in addition to further requirements in the type approval and market surveillance regulationfree of charge to the owners or users of the batteries and the entities acting on their behalf, in addition to further requirements in the type approval and market surveillance regulation and in full compliance with the relevant provisions in Regulation (EU) 2016/679. In accordance with the Battery Regulation [ xxx], data shall be shared as ‘read-only’, thus preventing third parties to modify the parameters of the data.
2022/03/22
Committee: TRAN
Amendment 232 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive (EU) 2018/2001
Article 20a – paragraph 3 – subparagraph 2 a (new)
By 6 months from the entry into force of the Directive, Member States shall adopt measures requiring manufacturers of smart heating and cooling devices, hot water tanks, thermal energy storage units and other smart devices facilitating consumers to provide demand response to the energy system to enable real-time access to data relevant for demand response to users, as well as to third parties acting on the owners’ and users’ behalf, such as electricity market participants, under non-discriminatory terms free of charge, in full compliance with the relevant provisions in Regulation (EU) 2016/679.
2022/03/22
Committee: TRAN
Amendment 233 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive (EU) 2018/2001
Article 20a – paragraph 3
3. In addition to the requirements in [the proposal for a Regulation concerning the deployment of alternative fuel infrastructure, repealing Directive 2014/94/EU], Member States shall ensure that non–publicly accessible normal power recharging points installed in their territory from [the transposition deadline of this amending Directive] can support smart and bidirectional charging functionalities and, where appropriate based on assessment by the regulatory authority, bidirectional charging functionalities. . In order to support smart sector integration, Member States may apply support schemes such as financial support, upfront-cost financing, tax rebates or rebate payments for bidirectional charging, when foreseen as an additional functionality contributing to the cost-effective penetration of renewable electricity in transport and the electricity system.
2022/03/22
Committee: TRAN
Amendment 234 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive (EU) 2018/2001
Article 20a – paragraph 4
4. Member States shall ensure that the national regulatory framework does not discriminate against participation in the electricity markets, including congestion management and the provision of flexibility and balancing services, of district heating and cooling networks, of small or mobile systems such as domestic batteries and electric vehicles, both directly and through aggregation.thermal energy storage units and smart electric heating and cooling appliances and systems, and other smart devices facilitating consumers’ flexible renewable electricity consumption both directly and through aggregation. Member States shall provide a level playing field for smaller market actors, in particular renewable energy communities, so that they are able to participate in the market without facing disproportionate administrative or regulatory burden;
2022/03/22
Committee: TRAN
Amendment 235 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive (EU) 2018/2001
Article 20a – paragraph 4 a (new)
4a. Member States shall ensure in their national regulatory framework that electric vehicle users entering into contractual agreements with electromobility service providers and electricity market participants always receive clear information and explanations on how the terms of the agreement will affect the use of their vehicle and the state of health of its battery. Electromobility service providers and electricity market participants should provide clear explanations to electric vehicle users on how they will be remunerated for the flexibility, balancing and storage services provided to the electricity system and market. Electric vehicle users’ consumer rights shall be secured when entering into such agreements, in particular regarding the protection of their personal data such as location and driving habits, in connection to the use of their vehicle.
2022/03/22
Committee: TRAN
Amendment 236 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive (EU) 2018/2001
Article 20a – paragraph 4 b (new)
4b. Member States shall require their regulatory authority to assess, within one year of the transposition deadline]of this Directive and periodically every 3 years thereafter, the potential contribution of bidirectional charging to the penetration of renewable electricity, system optimisation of their electricity grids and security of supply. Based on the results of the energy regulator's assessment, Member States shall take measures to adjust the availability and geographical distribution of bidirectional charging infrastructure, in both public and private areas. The regulator’s assessment and the Member States’ planned measures shall be made publicly available.
2022/03/22
Committee: TRAN
Amendment 252 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 14
Directive (EU) 2018/2001
Article 25 – title
Greenhouse gas intensity reduction in the transport sector from the use of renewable energylectricity, renewable fuels of non- biological origin and biofuels and biogas produced from feedstocks in Annex IX
2022/03/22
Committee: TRAN
Amendment 254 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 14
Directive (EU) 2018/2001
Article 25 – paragraph 1 – subparagraph 1 – point (a)
(a) the amount of renewable fuels and renewable electricity supplied to the transport sector leads to a greenhouse gas intensity reduction of at least 13 % by 2030, compared to the baseline set out in Article 27(1), point (b), in accordance with an indicative trajectory set by the Member State and verified by the Commission;
2022/03/22
Committee: TRAN
Amendment 257 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 14
Directive (EU) 2018/2001
Article 25 – paragraph 1 – subparagraph 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 is at least 2,6 % in 2030. A share of renewable fuels of non- biological origin on top of 2.6% can be included in the quota for fuels produced from feedstocks listed in Part A of Annex IX, contributing up to 75% of the target. From [date of entry into force (of this Directive)] advanced biofuels and biogas produced from the feedstock listed in Part A of Annex IX and renewable fuels of non-biological origin shall only be counted towards the target set out in point (a) when used in the aviation and maritime sectors.
2022/03/22
Committee: TRAN
Amendment 263 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 14
Directive (EU) 2018/2001
Article 25 – paragraph 1 – subparagraph 2
For the calculation of the reduction referred to in point (a) and the share referred to in point (b), Member States shall take into account renewable fuels of non-biological origin also when they are used as intermediate products for the production of conventional fuels. For the calculation of the reduction referred to in point (a), Member States may take into account recycled carbon fuels.
2022/03/22
Committee: TRAN
Amendment 271 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 14
Directive (EU) 2018/2001
Article 25 – paragraph 1– subparagraph 3
When setting the obligation on fuel suppliers, Member States mayshall exempt fuel suppliers supplying electricity or renewable liquid and gaseous transport fuels of non-biological origin from the requirement to comply with the minimum share of advanced biofuels and biogas produced from the feedstock listed in Part A of Annex IX and the minimum share of renewable fuels of non-biological origin with respect to those fuels.
2022/03/22
Committee: TRAN
Amendment 272 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 14
When setting the obligation on fuel suppliers, Member States may exempt fuel suppliers supplying only renewable liquid and gaseous transport fuels of non- biological origin from the requirement to comply with the minimum share of advanced biofuels and biogas produced from the feedstock listed in Part A of Annex with respect to those fuels. The obligation set on fuel suppliers in member states shall allow for the efficient contribution of renewable electricity used in transport.
2022/03/22
Committee: TRAN
Amendment 273 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 14
When setting the obligation referred to in points (a) and (b) of the first subparagraph to ensure the achievement of the targets set out therein, Member States may do so, inter alia, by means of measures targeting volumes, energy content or greenhouse gas emissions, provided that it is demonstrated that the greenhouse gas intensity reduction and minimum shares referred to in points (a) and (b) of the first subparagraph are achieved. Member States implementing the greenhouse gas intensity reduction target in Article 25(1) by means of measures targeting volumes or energy content shall consider the share of renewable electricity to be four times its energy content.
2022/03/22
Committee: TRAN
Amendment 274 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 14
Directive (EU) 2018/2001
Article 25 – paragraph 2
2. Member States shall establish a mechanism allowing fuel suppliers in their territory to exchange credits for supplying renewable energy to the transport sector. Economic operators that supply renewable electricity to electric vehiclesdifferent modes of transport through both public and private recharging stationpoints 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. When establishing the credit mechanism, Member States shall ensure that revenues and savings generated by the credit trading is invested into projects further promoting direct renewable electrification and related infrastructure in the transport sector.;
2022/03/22
Committee: TRAN
Amendment 276 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 15 – point a – point i
Directive (EU) 2018/2001
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 road and rail transport sector in 2020 in that Member State, with a maximum of 7 % of final consumption of energy in the road and rail transport sectors in that Member State.; This limit shall be reduced to 0% for food and feed crop based biodiesel by no later than 31 December 2025, and to 0% for all crop-based bioenergy by no later than 31 December 2030. In cases of severe disruption in food markets, Member States shall take temporary suspension measures on crop- based biofuels, bioliquids and biomass fuels in order to reduce energy demand for food commodities, secure additional food supply and stabilise global food commodity markets.;
2022/03/22
Committee: TRAN
Amendment 281 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 15 – point a – point i a (new)
Where that share is below 1 % in a Member State, it may be increased to a maximum of 2 % of the final consumption of energy in the road and rail transport sectors. (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-(ia) (15 a) Article 26 – paragraph 1 – subparagraph 2 is deleted " Or. en 20181221&from=EN#tocId28)
2022/03/22
Committee: TRAN
Amendment 282 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 15 – point a – point i b (new)
Directive (EU) 2018/2001
Article 26 – paragraph 1 – subparagraph 3
(ib) the third subparagraph is replaced with the following: "Member States may set a lower limit and may distinguish, for the purposes of Article 29(1), between different biofuels,bioliquids and biomass fuels produced from food and feed crops, taking into account best available evidence on indirect land-use change impact and the cascading principle. Member States may, for example, set a lower limit for the share of biofuels, bioliquids and biomass fuels produced from oil crops. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId28)
2022/03/22
Committee: TRAN
Amendment 283 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 15 – point b– point i (new)
Directive (EU) 2018/2001
Article 26 – paragraph 2 – subparagraph 1
(b) paragraph 2 is amended as follows: (i) the first subparagraph is replaced by the following: "For the calculation of a Member State's gross final consumption of energy from renewable sources referred to in Article 7 and the minimum sharegreenhouse gas emission reduction target referred to in theArticle 25(1), first subparagraph of Article 25(1, point (a), the share of high indirect land-use change-risk biofuels, bioliquids or biomass fuels produced from food and feed crops for which a significant expansion of the production area into land with high-carbon stock is observed, including palm and soy oil together with their co-products, shall not exceed the level of consumption of such fuels in that Member State in 2019, unless they are certified to be low indirect land-use change-risk biofuels, bioliquids or biomass fuels pursuant to this paragraph (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- Or. en 20181221&from=EN#tocId28)
2022/03/22
Committee: TRAN
Amendment 284 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 15 – point b – point ii (new)
Directive (EU) 2018/2001
Article 26 – paragraph 2 – subaragraph 5
By 1 September 2023, the Commission shall review the criteria laid down in the delegated act referred to in the fourth subparagraph based on the best available scientific data and(bii) the fifth subaragraph is replaced by the following: "Article 3 of Delegated Regulation 2019/807 stipulates that, for the purpose of determining high indirect land-use change risk biofuels, bioliquids and biomass fuels produced from food and feed crops, an expansion of up to 10% into land with high-carbon stock is permitted. This expansion should be set at 2.5 %. By 31 December 2022, the Commission shall adopt a delegated acts in accordance with Article 35 to amend such criteria, where appropriate, and to includewhich lays down a trajectory to gradually decrease the contribution to the Union target set in Article 3(1) and to the minimum sharegreenhouse gas emission reduction target referred to in theArticle 25(1), first subparagraph of Article 25(1, point (a), of high indirect land-use change-risk biofuels, bioliquids and biomass fuels produced from feedstock for which a significant expansion of the production into land with high-carbon stock is observed. in line with the phase out date laid down in the second paragraph of this paragraph. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId28)
2022/03/22
Committee: TRAN
Amendment 285 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 15 – point b – point iii (new)
Directive (EU) 2018/2001
Article 26 – paragraph 2 – subparagraph 2
From 31 December 2023 until 31 December 2030 at the latest, that limit shall gradually decrease to 0 %. (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-(biii) the second subparagraph is replaced by the following: "That limit shall gradually decrease to 0 % by 31 December 2023. By 31 June 2022, the Commission shall submit to the European Parliament and to the Council an update of the report on the status of worldwide production expansion of the relevant food and feed crops. This update must include the most recent data from the last two years with regards to deforestation, particularly in South America, and must address all high risk commodities in the category of high indirect land use change risk feedstocks (in particular soy and their by-products) Or. en 20181221&from=EN#tocId28)
2022/03/22
Committee: TRAN
Amendment 288 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 15 – point b
Directive (EU) 2018/2001
Article 26 – paragraph 2
(b) in paragraph 2, first and fifth subparagraphs, ‘the minimum share referred to in the first subparagraph of Article 25(1)’ is replaced by ‘the greenhouse gas emission reduction target referred to in Article 25(1), first subparagraph, point (a)’;deleted
2022/03/22
Committee: TRAN
Amendment 290 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 16 – point b
Directive (EU) 2018/2001
Article 27 – paragraph 1 – subparagraph 1 – point a – point ii
(ii) for renewable fuels of non- biological origin 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);
2022/03/22
Committee: TRAN
Amendment 291 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 16 – point b
Directive (EU) 2018/2001
Article 27 – paragraph 1 – subparagraph 1 – point a – point iii
(iii) for renewable electricity, by multiplying the amount of renewable electricity that is supplied to all transport modes four times by the fossil fuel comparator ECF(et) set out in in Annex V;
2022/03/22
Committee: TRAN
Amendment 294 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 16 – point b
Directive (EU) 2018/2001
Article 27 – paragraph 1 – subparagraph 1 – point c – point iii
(iii) the amount of renewable electricity supplied to the transport sector is determined by multiplying the amount of electricity supplied to that sector by the average share of renewable electricity supplied in the territory of the Member State in the two previous years. By way of exception, where electricity is obtained from a direct connection to an installation generating renewable electricity and supplied to the transport sector, that electricity shall be fully counted as renewable. Electricity obtained from the grid may be counted as fully renewable following the principle of additionality as defined in Article 3.4a (new);
2022/03/22
Committee: TRAN
Amendment 297 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 16 – point b
Directive (EU) 2018/2001
Article 27 – paragraph 1 – subparagraph 1 – point c – point iv
(iv) the share of biofuels and biogas produced from the feedstock listed in Part B of Annex IX and from animal fats category 3 as defined in Regulation (1069/2009) in the energy content of fuels and electricity supplied to the transport sector shall, except in Cyprus and Malta, be limited to 1,7 %; this limit shall also comprise wastes and residues which are not listed in Annex IX and are fit for use in the food and feed market.
2022/03/22
Committee: TRAN
Amendment 302 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 16 – point e – point ii
Directive (EU) 2018/2001
Article 27 – paragraph 3 – subparagraph 4
Where electricity is used for the production of renewable fuels of non-biological origin, either directly or for the production of intermediate products, the averagehourly share of electricity from renewable sources in the country of production, as measured two years before the year in question,in accordance with Article 20a (1) shall be used to determine the share of renewable energy.;
2022/03/22
Committee: TRAN
Amendment 303 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 16 – point e – point iii a (new)
Directive (EU) 2018/2001
Article 27 – paragraph 3 – subparagraph 6
Electricity that has been taken from the grid may be counted as fully renewable provided that it is produced exclusively from renewable sources and the renewable properties and other appropriate criteria have been demonstrated, ensuring that the renewable properties of that electricity are claimed only once and only in one end-use sector. content/EN/TXT/HTML/?uri=CELEX:3(iiia) the sixth subparagraph is replaced by the following: "Electricity obtained from direct connection to an installation generating renewable electricity may be fully counted as renewable electricity where it is used for the production of renewable fuels of non-biological origin, provided that the installation is not connected to the grid or is connected to the grid but evidence can be provided that the electricity concerned has been supplied without taking electricity from the grid. Electricity that has been taken from the grid may be counted as fully renewable provided that it is produced exclusively from renewable sources and the renewable properties and other appropriate criteria have been demonstrated, ensuring that the renewable properties of that electricity are claimed only once and only in one end use sector. This can be done by following any of the following options: 1. To demonstrate the renewable properties, producers of renewable fuels of non-biological origin should be required to conclude one or more renewable power purchase agreements generating electricity in the same bidding zone for an amount that is at least equivalent to the amount of electricity that is claimed as fully renewable. The balance between the renewable electricity purchased through one or several power purchase agreements and the amount of electricity taken from the grid to produce renewable fuels of non-biological origin shall be achieved on a daily basis. As of 1 January 2026, the balance between the renewable electricity purchased through one or several power purchase agreements and the amount of electricity taken from the grid to produce renewable fuels of non-biological origin shall be achieved on a hourly basis. A power purchase agreement can be signed with an installation generating renewable electricity that came into operation not earlier than 24 months before the installation producing the renewable hydrogen, or an existing installation producing renewable electricity provided that the installation underwent a repowering as defined under Article 2(10) of Directive (EU) 2018L/2001&qid=1636556221110&from=EN#d1e34 requiring investments exceeding 30 % of the investment that would be needed to build a similar new installation, and does not receive support in form of operating aid or investment aid at the date the contract enters into force, or such support has ended. By way of derogation from paragraph 1, electricity taken from the grid that is used for the production of hydrogen may also be counted as fully renewable as set out in the sixth subparagraph of Article 27(3) of Directive (EU) 2018/2001 if the hydrogen producers demonstrates the following: (a) the production of renewable hydrogen takes place during a one-hour period where the price of electricity in the bidding zone is lower or equal to 0 € per MWh. (b) electricity that is used for the production of renewable hydrogen is consumed during an imbalance settlement period during which it can be demonstrated based on data reported by the national transmission system operator that power-generating facilities using renewable energy sources were downward there dispatched installation as generating per Article renewable 13 of Regulation electricity 2019/943 that is and curtailed the electrolyser are located and on the same side of the congestion causing the redispatch. The same, or, where not available, equivalent rules shall apply for RFNBOs imported to the EU . Or. en (https://eur-lex.europa.eu/legal- 11-82-1)
2022/03/22
Committee: TRAN
Amendment 304 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 17 – point b
Directive (EU) 2018/2001
Article 28 – paragraph 5 – subparagraph 2
By 31 December 2024, the Commission shall adopt delegated acts in accordance with Article 35 to supplement this Directive by specifying the methodology to determine the share of biofuel, and biogas for transport, resulting from biomass being processed with fossil fuels in a common process.;
2022/03/22
Committee: TRAN
Amendment 305 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 17 – point b a (new)
Directive (EU) 2018/2001
Article 28 – paragraph 6 – subparagraph 1
(ba) in paragraph 6, the first subparagraph 1 is replaced by the following: "By 25 June 2019 and every two years thereafter, the Commission shall review the list of feedstock set out in Parts A and B of Annex IX with a view to adding or removing feedstock in accordance with the principles set out in the third subparagraph Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId30)
2022/03/22
Committee: TRAN
Amendment 306 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 17 – point b b (new)
Directive (EU) 2018/2001
Article 28 – paragraph 6 – subparagraph 2
(bb) in paragraph 6, the second subparagraph is replaced by the following: "The Commission is empowered to adopt delegated acts in accordance with Article 35 to amend the list of feedstock set out in Parts A and B of Annex IX by adding, but not and removing, feedstock. Feedstock that can be processed only with advanced technologies shall be added to Part A of Annex IX. Feedstock that can be processed into biofuels, or biogas for transport, with mature technologies shall be added to Part B of Annex IX. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId30)
2022/03/22
Committee: TRAN
Amendment 307 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 17 – point b c (new)
Directive (EU) 2018/2001
Article 28 – paragraph 6 – subparagraph 3
(bc) in paragraph 6, the third subparagraph is replaced by the following: "Such delegated acts shall be based on an analysis of the potential of the raw material as feedstock for the production of biofuels and biogas for transport, taking into account all of the following: (a) the principles of the circular economy and of, the waste hierarchy established in Directive 2008/98/EC and the cascading use principle; (b) the Union sustainability criteria laid down in Article 29(2) to (7); (c) the need to avoid significant distortive effects on markets for (by-)products, wastes or residues; (d) the potential for delivering substantial greenhouse gas emissions savings compared to fossil fuels based on a life- cycle assessment of emissions including emissions from the land sector and possible displacement effects; (e) the need to avoid negative impacts on the environment and biodiversity; (f) the need to avoid creating an additional demand for land. ; (g) the future availability of feedstock and the need to avoid distortive situations resulting in the extensive importation of feedstock. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId30)
2022/03/22
Committee: TRAN
Amendment 308 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point a – point i
Directive (EU) 2018/2001
Article 29 – paragraph 1 – subparagraph 1a (new)
(aa) Energy from woody biomass shall not be taken into account for the purposes referred to in points (a), (b) and (c) of the first subparagraph.
2022/03/22
Committee: TRAN
Amendment 309 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point a – point i a (new)
Directive (EU) 2018/2001
Article 29 – paragraph 1 – subparagraph 2
(ia) the second subparagraph is replaced by the following "However, biofuels, bioliquids and biomass fuels produced from waste and residues, other than agricultural, aquaculture, fisheries and forestry residues, are required to fulfil only the greenhouse gas emissions saving criteria laid down in paragraph 10 in order to be taken into account for the purposes referred to in points (a), (b) and (c) of the first subparagraph. In addition, their production shall be in line with the waste hierarchy as laid down in Directive 2008/98/EC and the cascading principle and shall avoid distortive effects for (by) products, waste or residues. In the case of mixed wastes, the operators are required to apply mixed waste sorting systems of defined quality aimed at removing fossil materials (such as plastics and synthetic textiles) to ensure only non-recyclable biogenic waste is used as feedstock. This subparagraph shall also apply to waste and residues that are first processed into a product before being further processed into biofuels, bioliquids and biomass fuels. (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-Or. en 20181221&from=EN#tocId69)
2022/03/22
Committee: TRAN
Amendment 313 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point a – point ii
Directive (EU) 2018/2001
Article 29 – paragraph 1 – subparagraph 4 – point (b)
— (b) in the case of gaseous biomass fuels, in installations producing electricity, heating and cooling with a total rated thermal input equal to or exceeding 21 MW,
2022/03/22
Committee: TRAN
Amendment 314 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point a a (new)
Directive (EU) 2018/2001
Article 29 – paragraph 1 a (new)
(aa) the following paragraph 1a (new) is inserted after paragraph 1: (1a) the cascading principle, in accordance with the waste hierarchy set down in Article 4 of Directive 2008/98/EC, stipulates that biomass should be used according to its highest environmental added value in the following order of priorities: a) wood-based products b) extending their service life c) re-use d) recycling e) bioenergy, and f) disposal Energy from biofuels, bioliquids and biomass shall not be taken into account for the purposes referred to in points (a), (b) and (c) of the first subparagraph of paragraph 1 if the use of those fuels does not respect the cascading principle as set down in the first subparagraph of this paragraph. The cascading principle shall be implemented and reported on to and by Member States in accordance with the provisions in Article 30(3). No later than one year into entry into force of this amending Directive, the Commission shall adopt a delegated act in accordance with Article 35 on how to apply the cascading principle for biomass, including on reporting and control measures.
2022/03/22
Committee: TRAN
Amendment 315 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point a b (new)
Directive (EU) 2018/2001
Article 29 –paragraph 3 –point b
(ab) in paragraph 3, point (b) is replaced as follows: ""(b) highly biodiverse forest and other wooded land which is species-rich and not degraded, or has been identified as being highly biodiverse by the relevant competent authority, unless evidence is provided that the production of that raw material did not interfere with those nature protection purposes; (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-; Or. en 20181221&from=EN#tocId31)
2022/03/22
Committee: TRAN
Amendment 319 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point b
This paragraph, with the exception of the first subparagraph, point (c), also applies to biofuels, bioliquids and biomass fuels produced from forest biomass.;
2022/03/22
Committee: TRAN
Amendment 320 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point b a (new)
Directive (EU) 2018/2001
Article 29 – paragraph 3 – point c – point ii
unless evidence is provided that the production of that raw material did not interfere with those nature protection purposes; (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-(ba) (b a) In paragraph 3, part (c) the second sentence of point (ii) is deleted: " Or. en 20181221&from=EN#tocId69)
2022/03/22
Committee: TRAN
Amendment 321 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point b b (new)
Directive (EU) 2018/2001
Article 29 – paragraph 3 – point d – introductory part
(d) highly biodiverse grassland spanning more than one hectabb) in paragraph 3, the introductory part of point (d) is replaced with the following: "(d) highly biodiverse grassland including wooded meadows and pastures that is: Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId69)
2022/03/22
Committee: TRAN
Amendment 322 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point b c (new)
Directive (EU) 2018/2001
Article 29 –paragraph 3 – point d – point ii
(bc) In paragraph 3, point (ii) of point (d) is replaced with the following: "(ii) non-natural, namely grassland that would cease to be grassland in the absence of human intervention and that is species- rich and not degraded and has been identified as being highly biodiverse by the relevant competent authority, unless evidence is provided that the harvesting of the raw material is necessary to preserve its status as highly biodiverse grassland . Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId69)
2022/03/22
Committee: TRAN
Amendment 326 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point c
Directive (EU) 2018/2001
Article 29 – paragraph 4 – subparagraph 2a
The first subparagraph, with the exception of points (b) and (c), and the second subparagraph also apply to biofuels, bioliquids and biomass fuels produced from forest biomass.;
2022/03/22
Committee: TRAN
Amendment 327 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point c a (new)
Directive (EU) 2018/2001
Article 29 – paragraph 4 – subparagraph 1 – introductory part
(ca) in paragraph 4, the introductory part is replaced by the following: "4. Biofuels, bioliquids and biomass fuels produced from agricultural biomass taken into account for the purposes referred to in points (a), (b) and (c) of the first subparagraph of paragraph 1 shall not be made from raw material obtained from land with high-carbon stock, namely land that had one of the following statuses in January 2008 and no longer has that status: (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-: Or. en 20181221&from=EN#tocId69)
2022/03/22
Committee: TRAN
Amendment 328 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point c b (new)
Directive (EU) 2018/2001
Article 29 – paragraph 4 – subparagraph 2
This(cb) in paragraph shall not apply if, at the time the raw material was obtained, the land had the same status as it had in January 2008. 4, subparagraph 2 is deleted; Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId69)
2022/03/22
Committee: TRAN
Amendment 331 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point d
Directive (EU) 2018/2021
Article 29 –paragraph 5
5. Biofuels, bioliquids and biomass fuels produced from agricultural or forestwoody biomass taken into account for the purposes referred to in paragraph 1, first subparagraph, points (a), (b) and (c), shall not be made from raw material obtained from land that was peatland in January 2008, unless evidence is provided that the cultivation and harvesting of that raw material does not involve drainage of previously undrained soil.;
2022/03/22
Committee: TRAN
Amendment 335 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point e
Directive (EU) 2018/2001
Article 29 – pararaph 6 – subparagraph 1 – point a – point iv
(iv) that harvesting is carried out considering maintenance ofmaintaining soil quality and biodiversity with the aim of minimising negative impacts, in a way that avoidsminimal negative impacts, avoiding in particular the harvesting of stumps and roots, degradation of primary forests or their conversion into plantation forests, and harvesting on vulnerable soils; minimises largeavoids clear-cuts and ensures locally and ecologically appropriate thresholds for deadwood extraction and requirements to use logging systems that minimise impacts on soil quality, including soil compaction, and onpreserve soil quality, biodiversity features and habitats:;.
2022/03/22
Committee: TRAN
Amendment 336 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point e
Directive (EU) 2018/2001
Article 29 – paragraph 6 – point -a (new)
(iva) (e a) In paragraph 6, point (-a) new (directly after the introductory part of subparagraph 1) is added: (-a) it is not produced from woody biomass.
2022/03/22
Committee: TRAN
Amendment 337 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point f
Directive (EU) 2018/2001
Article 29 – paragraph 6 – subparagraph 1 – point b – point iv
(iv) that harvesting is carried out considering maintenance ofmaintaining soil quality and biodiversity with the aim of minimising negative impacts, in a way that avoidsminimal negative impacts, avoiding in particular the harvesting of stumps and roots, degradation of primary forests or their conversion into plantation forests, and harvesting on vulnerable soils; minimises largeavoids clear-cuts and ensures locally and ecologically appropriate thresholds for deadwood extraction and requirements to use logging systems that minimise impacts on soil quality, including soil compaction, and onpreserve soil quality, biodiversity features and habitats:;
2022/03/22
Committee: TRAN
Amendment 338 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point f a (new)
Directive 2001/2018
Article 29 – paragraph 6 – subparagraph 1 – introductory part
(fa) (eb) In paragraph 6, the introductory part of the first subparagrah is replaced with the following: "Biofuels, bioliquids and biomass fuels produced from forestwoody biomass taken into account for the purposes referred to in points (a), (b) and (c) of the first subparagraph of paragraph 1 shall meet the following criteria to minimise the risk of using forestwoody biomass derived from unsustainable production: Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId31)
2022/03/22
Committee: TRAN
Amendment 339 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point f a (new)
Directive (EU) 2018/2001
Article 29 – paragraph 7 a (new)
(fa) new paragraph 7(a) is added after paragraph 7: 7a. Agricultural raw materials cultivated and harvested in the Union for the production of biofuels, bioliquids and biomass fuels taken into account for the purposes referred to in points (a), (b) and (c) of paragraph 1 shall be obtained in accordance with the requirements and standards in Article 94 of Regulation (EU) No 1306/2013of the European Parliament and of the Council of 17 December 2013 on the financing, management and monitoring of the common agricultural policy, including those in Annex II under the heading ‘Environment, climate change, good agricultural condition of land’.
2022/03/22
Committee: TRAN
Amendment 340 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point f b (new)
Directive (EU) 2018/2001
Article 29 – paragraph 7 b (new)
(fb) A new paragraph 7b (new) is added: 7b. Where biofuels, bioliquids and biomass fuels produced from agricultural residues are to be taken into account for the purposes referred to in points (a), (b) and (c) of paragraph 1, those residues shall comply with the conditions in this paragraph and in Annex IXa (new), regardless whether produced within or outside the Union. Economic operators supplying biofuels, bioliquids and biomass fuels produced from agricultural residues before [date of entry into force] are not required to meet the conditions in Annex IXa (new) until 1 January 2024. By 31 December 2023, the Commission shall assess whether the criteria set out in Annex IXa (new) are effective in minimising the risk of negative impacts on soil quality and soil carbon from using agricultural residues for biofuels, bioliquids and biomass fuels on the basis of available data. This assessment shall be accompanied, where appropriate, by proposals to modify the requirements set out in Annex IXa (new). The Commission is empowered to adopt delegated acts in accordance with Article 32 to establish binding guidelines for demonstrating compliance with the conditions in Annex IXa (new).
2022/03/22
Committee: TRAN
Amendment 341 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point f c (new)
Directive (EU) 2018/2021
Article 29 – paragraph 7 d (new)
(fc) Paragraph 7d (new) is added: 7d. Biofuels, bioliquids and biomass fuels produced from agricultural and woody biomass taken into account for the purposes referred to in points (a), (b) and (c) of the first sub-paragraph of paragraph 1 shall meet the following requirements: (a) raw material is obtained from lands or forests for which third parties’ rights concerning use and tenure of the land or forest are respected by obtaining free, prior and informed consent of these third parties, with the participation by representative institutions and organisations; (b) human and labour rights are respected; and (c) the availability of food and feed of third parties is not at risk. For purposes of this paragraph, “third parties” refers to local and indigenous communities or any other persons involved in the production or harvesting of raw materials or affected by the operations to produce or extract raw material.
2022/03/22
Committee: TRAN
Amendment 342 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point g – introductory part
Directive (EU) 2018/2001
Article 29 – paragraph 10 – point d
(g) in p(g) Paragraph 10, first subparagraph, point (d) is replaced by the is amended as followings:
2022/03/22
Committee: TRAN
Amendment 343 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point g
Directive (EU) 2018/2021
Article 29 – paragraph 10 – point d
(d) at least 70 % for electricity, heating and cooling production from biomass fuels used in installations until 31 December 2025, and at least 80 % from 1 January 2026.;deleted
2022/03/22
Committee: TRAN
Amendment 345 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point g a (new)
Directive (EU) 2018/2001
Article 29 – paragraph 10 – subparagraph 1 – point a
(ga) Point (a) is replaced with the following: "(a) at least 570 % for biofuels, biogas consumed in the transport sector, and bioliquids produced in installations in operation on or before 5 October 2015; (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-; Or. en 20181221&from=EN#tocId69)
2022/03/22
Committee: TRAN
Amendment 346 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point g b (new)
Directive (EU) 2018/2001
Article 29 – paragraph 10 – subparagraph 1 – point b
(gb) at least 60 % for biofuels, biogas consumed in the transport sector, and bioliquids produced in installations starting operation from 6 October 2015 until 31 December 2020; (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-point (b) is deleted Or. en 20181221&from=EN#tocId31)
2022/03/22
Committee: TRAN
Amendment 347 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point g c (new)
Directive (EU) 2018/2001
Article 29 – paragraph 10 – subparagraph 1 – point c
(gc) at least 65 % for biofuels, biogas consumed in the transport sector, and bioliquids produced in installations starting operation from 1 January 2021; (gc) point (c) is deleted Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId32)
2022/03/22
Committee: TRAN
Amendment 348 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point g d (new)
Directive (EU) 2018/2001
Article 29 – paragraph 12
(gd) Paragraph 12 is replaced with the following: "12. For the purposes referred to in points (a), (b) and (c) of the first subparagraph of paragraph 1 of this Article, and without prejudice to Articles 25 and 26, Member States shall not refuse to take into accountmay refuse, on other sustainability grounds, to take into account biofuels and bioliquids obtained in compliance with this Article. This paragraph shall be without prejudice to public support granted under support schemes approved before 24 December 2018. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId31)
2022/03/22
Committee: TRAN
Amendment 349 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point g e (new)
Directive (EU) 2018/2001
Article 29 – paragraph 14 – subparagraph 1
(ge) in paragraph 14, the first subparagraph is replaced by the following: "14. For the purposes referred to in points (a), (b) and (c) of the first subparagraph of paragraph 1, Member States may establish additional sustainability criteria for biomass fuels. (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-fuels, bioliquids and biomass fuels. Or. en 20181221&from=EN#tocId31)
2022/03/22
Committee: TRAN
Amendment 351 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 19
Directive (EU) 2018/2001
Article 29a – title
GSustainability and greenhouse gas emissions saving criteria for renewable fuels of non-biological origin and recycled carbon fuels
2022/03/22
Committee: TRAN
Amendment 353 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 19
Directive (EU) 2018/2001
Article 29a – paragraph 2
2. Energy from recycled carbon fuels may be counted towards the greenhouse gas emissions reduction target referred to in Article 25(1), first subparagraph, point (a), only if the greenhouse gas emissions savings from the use of those fuels are at least 70%.deleted
2022/03/22
Committee: TRAN
Amendment 356 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 19
Directive (EU) 2018/2001
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 and from recycled carbon fuels. For the production of renewable fuels of non-biologic origin, the methodology for calculating emission savings shall take into account the greenhouse gas emissions emitted per hour and minimize production of hours with fossil fuels in the electricity mix. 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.;
2022/03/22
Committee: TRAN
Amendment 358 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point a
Directive (EU) 2018/2001
Article 30 – paragraph 1 – subparagraph 1 – introductory part
Where renewable fuels and recycled carbon fuels are to be counted towards the targets referred to in Articles 3(1), 15a(1), 22a(1), 23(1), 24(4) and 25(1), Member States shall require economic operators to show that the sustainability and greenhouse gas emissions saving criteria laid down in Articles 29(2) to (7) and (10) and 29a(1) and (2) for renewable fuels and recycled- carbon fuels have been fulfilled. For that purpose, they shall require economic operators to use a mass balance system which:;
2022/03/22
Committee: TRAN
Amendment 361 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point b
Directive (EU) 2018/2001
Article 30 – paragraph 3 – subparagraph 2
The obligations laid down in this paragraph shall apply regardless of whether renewable fuels and recycled carbon fuels are produced within the Union or are imported. Information about the geographic origin and feedstock type of biofuels, bioliquids and biomass fuels 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.;
2022/03/22
Committee: TRAN
Amendment 362 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point c
Directive (EU) 2018/2001
Article 30 – paragraph 4– subparagraph 1
The Commission may decide that voluntarywill only accept national or international schemes setting standards for the production of renewable fuels and recycled carbon fuels, to provide accurate data on greenhouse gas emission savings for the purposes of Articles 29(10) and 29a (1) and (2), to demonstrate compliance with Articles 27(3) and 31a(5), or and to demonstrate that consignments of biofuels, bioliquids and biomass fuels comply with the sustainability criteria laid down in Article 29(2) to (7) as well as the cascading principle. When demonstrating that the criteria laid down in Article 29(6) and (7) are met, the operators mayshall provide the required evidence directly at sourcing area level. The Commission mayshall recognise areas for the protection of rare, threatened or endangered ecosystems or species recognised by international agreements or included in lists drawn up by intergovernmental organisations or the International Union for the Conservation of Nature for the purposes of Article 29(3), first subparagraph, point (c)(ii).;
2022/03/22
Committee: TRAN
Amendment 363 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point c a (new)
Directive (EU) 2018/2001
Article 30 – paragraph 4 – subparagraph 2
(ca) In paragraph 4, the second subparagraph is replaced by the following: "The Commission may decide that those schemes contain accurate information on measures taken for soil, water and air protection, or for the restoration of degraded land, for the avoidance of excessive water consumption in areas where water is scarce, and for certification of biofuels, bioliquids and biomass fuels with low indirect land-use change-risk. . Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId32)
2022/03/22
Committee: TRAN
Amendment 364 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point c b (new)
Directive (EU) 2018/2001
Article 30 – paragrah 5 – subparagraph 2
(cb) in paragraph 5, the second subparagraph is replaced by the following: "The Commission shall require that each voluntamandatory scheme on which a decision has been adopted under paragraph 4 submit annually by 30 April a report to the Commission covering each of the points set out in Annex XI to Regulation (EU) 2018/1999. The report shall cover the preceding calendar year. The requirement to submit a report shall apply only to voluntary schemes that have operated for at least 12 months. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId32)
2022/03/22
Committee: TRAN
Amendment 365 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point d
Directive (EU) 2018/2001
Article 30 – paragraph 6 – subparagraph 1
6. Member States mayshall set up national schemes where compliance with the sustainability and greenhouse gas emissions saving criteria laid down in Articles 29(2) to (7) and (10) and 29a(1) and (2), in accordance with the methodology developed under Article 29a(3), as well as compliance with EU biodiversity goals, is verified throughout the entire chain of custody involving competent national authorities. Those schemes mayshall also be used to verify the accuracy and completeness of the information included by economic operators in the Union database, and to demonstrate compliance with Article 27(3) and for the certification of biofuels, bioliquids and biomass fuels with low indirect land-use change-risk.
2022/03/22
Committee: TRAN
Amendment 368 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point d a (new)
Directive (EU) 2018/2001
Article 30 – paragraph 7 – subparagraph 2
The volunta(da) in paragraph 7, the second subparagraph is replaced by the following: "The mandatory schemes referred to in paragraph 4 shall, at least annually, publish a list of their certification bodies used for independent auditing, indicating for each certification body by which entity or national public authority it was recognised and which entity or national public authority is monitoring it. (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-Or. en 20181221&from=EN#tocId32)
2022/03/22
Committee: TRAN
Amendment 369 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point d b (new)
Directive (EU) 2018/2001
Article 30 – paragraph 8 – subparagraph 1
(db) in paragraph 8, the first subparagraph is replaced by the following: "In order to ensure that compliance with the sustainability and greenhouse gas emissions saving criteria as well as with the provisions on low or high direct and indirect land-use change-risk biofuels, bioliquids and biomass fuels is verified in an efficient and harmonised manner and in particular to prevent fraud, the Commission shall adopt implementing acts specifying detailed implementing rules, including adequate standards of reliability, transparency and independent auditing and require all voluntamandatory schemes to apply those standards. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 34(3). Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId32)
2022/03/22
Committee: TRAN
Amendment 370 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point d c (new)
Directive (EU) 2018/2001
Article 30 – paragraph 8 – subparagraph 2
(dc) in paragraph 8, the second subparagraph is replaced by the following: "In those implementing acts, the Commission shall pay particular attention to the need to minimise administrative burden. The implementing acts shall set a time frame by which voluntamandatory schemes are required to implement the standards. The Commission may repeal decisions recognising voluntamandatory schemes pursuant to paragraph 4 in the event that those schemes fail to implement such standards in the time frame provided for. Where a Member State raises concerns that a voluntamandatory scheme does not operate in accordance with the standards of reliability, transparency and independent auditing that constitute the basis for decisions under paragraph 4, the Commission shall investigate the matter and take appropriate action. (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-Or. en 20181221&from=EN#tocId32)
2022/03/22
Committee: TRAN
Amendment 371 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point e
Directive (EU) 2018/2001
Article 30 – paragraph 9 – subparagraph 1
Where an economic operator provides evidence or data obtained in accordance with a scheme that has been the subject of a decision pursuant to paragraph 4 or 6, a Member State shall notmay require the economic operator to provide further evidence of compliance with the elements covered by the scheme for which the scheme has been recognised by the Commission.;
2022/03/22
Committee: TRAN
Amendment 372 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point e a (new)
Directive (EU) 2018/2001
Article 30 – paragraph 9 – subparagraph 2
(ea) (ea) in paragraph 9, the second subparagraph is replaced by the following: "Competent authorities of the Member States shall supervise the operation of certification bodies that are conducting independent auditing under a voluntamandatory scheme. Certification bodies shall submit, upon the request of competent authorities, all relevant information necessary to supervise the operation, including the exact date, time and location of audits. Where Member States find issues of non- conformity, they shall inform the voluntamandatory scheme without delay. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001- 20181221&from=EN#tocId32)
2022/03/22
Committee: TRAN
Amendment 373 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point f
Directive (EU) 2018/2001
Article 30 – paragraph 10 – subparagraph 1
At the request of a Member State, which may be based on the request of an economic operator, the Commission shall, on the basis of all available evidence, examine whether the sustainability and greenhouse gas emissions saving criteria laid down in Article 29(2) to (7) and (10) and Article 29a(1) and (2) in relation to a source of renewable fuels and recycled carbon fuels have been met.
2022/03/22
Committee: TRAN
Amendment 374 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point f
Directive (EU) 2018/2001
Article 28 – paragraph 10 – subparagraph 2 – point a
(a) take into account the renewable fuels and recycled carbon fuels from that source for the purposes referred to in points (a), (b) and (c) of the first subparagraph of Article 29(1); or
2022/03/22
Committee: TRAN
Amendment 375 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 20 – point f
Directive (EU) 2018/2001
Article 10 – paragraph 10 – subparagraph 2 – point b
(b) by way of derogation from paragraph 9 of this Article, require suppliers of the source of renewable fuels and recycled carbon fuels to provide further evidence of compliance with those sustainability and greenhouse gas emissions saving criteria and those greenhouse gas emissions savings thresholds.;
2022/03/22
Committee: TRAN
Amendment 378 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 22
Directive (EU) 2018/2001
Article 31 a – paragraph 1
1. The Commission shall ensure that a Union database is set up to enable the tracing of liquid and gaseous renewable fuels and recycled carbon fuels.
2022/03/22
Committee: TRAN
Amendment 379 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 22
Directive (EU) 2018/2001
Article 31 a– paragraph 2 – subparagraph 1
2. Member States shall require the relevant economic operators to enter in a timely manner accurate information into that database on the transactions made and the sustainability characteristics of the fuels subject to those transactions, including their raw material and its origins, their life-cycle greenhouse gas emissions, starting from their point of production to the moment it is consumed in the Union. Information on whether support has been provided for the production of a specific consignment of fuel, and if so, on the type of support scheme, shall also be included in the database.
2022/03/22
Committee: TRAN
Amendment 381 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 22
Directive (EU) 2018/2001
Article 31 a – paragraph 5 a (new)
5a. The database shall be made publicly available in an open, transparent and user friendly manner and kept updated. The data shall also be made available in aggregated and disaggregated form. The Commission shall publish annual reports for the general public about the information reported in the Union database including the quantities, the geographic origin and feedstock type of biofuels, bioliquids and biomass fuels per fuel supplier and per member state.
2022/03/22
Committee: TRAN
Amendment 385 #

2021/0218(COD)

Proposal for a directive
Annex I – paragraph 1 – point 4 – point d
Directive (EU) 2018/2001
Annex IV – point 2
2. Installers of biomass, heat pump, shallow geothermal, solar photovoltaic and solar thermal energy, domestic batteries, thermal storage and electric vehicles charging stations shall be certified by an accredited training programme or training provider.’
2022/03/22
Committee: TRAN
Amendment 386 #

2021/0218(COD)

Proposal for a directive
Annex I – paragraph 1 – point 4 – point d
Directive (EU) 2018/2001
Annex IV – point 3 – subparagraph 1
3. The accreditation of the training programme or provider shall be effected by Member States or by the administrative body that they appoint. The accrediting body shall ensure that the training, upskilling and reskilling programmes offered by the training provider hasare of high quality and inclusive have continuity and regional or national coverage.
2022/03/22
Committee: TRAN
Amendment 387 #

2021/0218(COD)

Proposal for a directive
Annex I – paragraph 1 – point 4 – point d a (new)
Directive (EU) 2018/2001
Annex IV – point 5
d a) "The training course shall end with an examination leading to a certificate orand qualification. The examination shall include a practical assessment of successfully installing biomass boilers or stoves, heat pumps, shallow geothermal installations, solar photovoltaic orand solar thermal installations. , domestic batteries, thermal storage or electric vehicles charging stations. Or. en (https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:32018L2001&qid=1646738279059&from=EN)
2022/03/22
Committee: TRAN
Amendment 391 #

2021/0218(COD)

Proposal for a directive
Annex I – paragraph 1 – point 5 – point c
Directive (EU) 2018/2001
Annex V – part c – point 19a (new)
18a. a a) point 19a (new) is added: (19a) Emissions from indirect land-use change, eiluc, shall be calculated in accordance with Annex VIII.
2022/03/22
Committee: TRAN
Amendment 392 #

2021/0218(COD)

Proposal for a directive
Annex I – paragraph 1 – point 5 – point c
Directive (EU) 2018/2001
Annex V – part c – point 19b (new)
18b. a b) Point 19b (new) is added: Emissions from extraction or cultivation (eec), direct land-use change (el) and indirect land-use change (eiluc), shall be apportioned to co-products on the basis of their energy content. Emissions apportioned to co-products shall be additional to the emissions apportioned to the principal product.
2022/03/22
Committee: TRAN
Amendment 394 #

2021/0218(COD)

Proposal for a directive
Annex I – paragraph 1 – point 8 – point a
Feedstocks for the production of biogas for transport and advanced biofuels:’deleted
2022/03/22
Committee: TRAN
Amendment 395 #

2021/0218(COD)

Proposal for a directive
Annex I – paragraph 1 – point 8 – point a a (new)
Directive (EU) 2018/2001
Annex IX – part A
(aa) "Part A. Feedstocks for the production of biogas for transport and advanced biofuels, the contribution of which towards the minimum shares referred to in the first and fourth subparagraphs of Article 25(1) may be considered to be twice their energy content: (a) Algae if cultivated on land in ponds or photobioreactors; (b) Biomass fraction of mixed municipal waste, but not separated household waste subject to recycling targets under point (a) of Article 11(2) of Directive 2008/98/EC: (a) Algae if cultivated on land in ponds or photobioreactors; (c) Biowaste as defined in point (4) of Article 3 of Directive 2008/98/EC from private households subject to separate collection as defined in point (11) of Article 3 of that Directive; (d) Biomass fraction of industrial waste not fit for use in the food or feed chain, including material from retail and wholesale and the agro-food and fish and aquaculture industry, and excluding feedstocks listed in part B of this Annex; (e) Straw; (f) Animal manure and sewage sludge; (g) Palm oil mill effluent and empty palm fruit bunches; (h) Tall oil pitch; (i) Crude glycerine; (j) Bagasse; (k) Grape marcs and wine lees; (l) Nut shells;(m) Husks; (n) Cobs cleaned of kernels of corn; (o) Biomass fraction of wastes and residues from forestry and forest-based industries, namely, bark, branches, pre- commercial thinnings, leaves, needles, tree tops, saw dust, cutter shavings, black liquor, brown liquor, fibre sludge, lignin and tall oil; (p) Other non-food cellulosic material; (q) Other ligno-cellulosic material except saw logs and veneer logs. (https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02018L2001-k) Grape marcs and wine lees; (l) Nut shells;(m) Husks; (n) Cobs cleaned of kernels of corn; " Or. en 20181221&from=EN#tocId69)
2022/03/22
Committee: TRAN
Amendment 399 #

2021/0218(COD)

Proposal for a directive
Annex I – paragraph 1 – point 8 a (new)
Directive (EU) 2018/2001
Annex IXa (new)
(8a) Annex IXa (new) is added: Conditions for Agricultural Residues The following conditions shall apply to the cultivation and harvest of agricultural residues for the purposes of biofuel, bioliquid and biomass fuel production referred to in Article 26(6b): a. Agricultural residues shall be cultivated and harvested in accordance with the following requirements from the Good Agricultural and Environmental Conditions (GAEC) as defined in Annex II of Council Regulation (EC) No 1306/2013: i. Minimum soil cover; ii. Minimum land management reflecting site specific conditions to limit erosion; and iii. Maintenance of soil organic matter level through appropriate practices including ban on burning arable stubble, except for plant health reasons. b. Economic operators shall develop and implement residue management plans indicating agricultural management practices, including tillage practices and other practices to limit erosion, and the determination of sustainable agricultural residue removal rates. Sustainable agricultural residue removal rates shall be determined at the holding level based on local conditions in consideration of the following factors to minimize soil carbon loss: i. The rate of crop residue generation; ii. Slope; iii. Soil erodibility, including soil texture and depth to impervious layers; and iv. Local climate, including precipitation amount, intensity, and seasonal distribution. c. Annual monitoring to ensure that the residue management plan has been implemented as planned. d. The residue management plan in paragraph (b) shall be reported by the operator to the competent authority in the Member State by the end of the calendar year during which its implementation begins. Member States shall report residue management plans to the Commission within 3 months of receipt. Residue management plans for projects outside the EU shall be reported directly to the Commission. The Commission should approve or request improvements within 6 months of receiving the residue management plan. The Commission may allow the competent authority in countries outside the Union to review and approve residue management plans if those authorities demonstrate review and approval processes that meet the conditions in this Annex and in Article 26(6b). e. Soil carbon analysis performed at minimum every three years i. If the soil carbon analyses indicate a significant loss of soil carbon levels over three or more years, a re-evaluation of the residue management plan and its implementation shall be conducted. ii. The results shall be reported to the Commission by the end of the calendar year during which the measurements are taken. f. The Commission shall, in consultation with Member States, synthesise the information collected in paragraphs d and e of this Annex in a report to be published by 31 December 2023 and every 3 years thereafter, if sufficient data and aggregation methods are available to avoid publishing sensitive information pertaining to economic operators. Economic operators may report on their adherence to the requirements listed in paragraph b if they can be demonstrated through compliance with the requirements in Article 27(1e).
2022/03/22
Committee: TRAN
Amendment 39 #

2021/0205(COD)

Proposal for a regulation
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 ofn important role in the Union's 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, 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. However, a consistent failure to seriously address the environmental impact of the sector has meant that this growth has created a concomitant increase in greenhouse gas emissions, in the impact of the non-CO2 effects of aviation, and in air and noise pollution. This has led to a near-total dependence on fossil fuels and means the sector will struggle to develop a zero-emissions future without determined, ambitious, and immediate regulatory action.
2022/03/14
Committee: TRAN
Amendment 43 #

2021/0205(COD)

Proposal for a regulation
Recital 1 a (new)
(1 a) To fulfil its commitments under the Paris Agreement, adopted under the United Nations Framework Convention on Climate Change (the ‘Paris Agreement’), in June 2021 the Union adopted Regulation (EU) 2021/1119 of the European Parliament and of the Council (‘European Climate Law’). This Regulation establishes a binding objective on the Union to achieve climate neutrality by 2050 at the latest anda target of reducing net domestic greenhouse gas emissions by at least 55 % compared to 1990 levels by 2030. At the 26th UN Climate Change Conference in November2021, the Union signed the Glasgow Climate Pact, whereby Parties recognise that keeping the increase in the average global temperature to 1.5°C above pre-industrial levels would significantly reduce the risks and impacts of climate change, while also committing to strengthen their 2030 targets by the end of 2022 in order to close the ambition gap for the 1.5°C target. As a consequence, the Union should aim to overshoot its established greenhouse gas emissions reduction targets through sector-specific legislation in order to accelerate climate action in this critical decade.
2022/03/14
Committee: TRAN
Amendment 45 #

2021/0205(COD)

Proposal for a regulation
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 sightNevertheless, 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 quickly return as we overcome the pandemic. Under current trends and adopted policies - that is without further EU-level intervention - aviation is projected to remain almost entirely reliant on fossil jet fuel in 2050, while CO2 emissions from the air transport sector relative to 2015 levels are projected to increase by 17% by 2030 and slightly more than 20% by 2050. Allowing the air transport sector to expand without safeguards may also thus negate the climate-mitigating impact of this Regulation. Even accounting for the impact of Covid-19, the International Civil Aviation Organisation estimates per annum growth in Europe of up to 3% a year until 2050 for passenger traffic, and 2.4% for freight traffic, with higher rates of growth expected in many parts of the world where the aviation sector is less developed1a. This growth will undermine the Union’s targets of reducing its greenhouse gas emissions by at least 55% by 2030 and reaching net-zero greenhouse gas emissions by 2050 at the latest. Therefore, it is necessary to prepare for the future and make the necessary adjustments ensuringto put in place a well- functioning transport sector, including an air transport market that contributes fully to achieving the Union’s climate goals, with high levels of connectivity, safety and security. _________________ 1a Traffic Forecasts, International Civil Aviation Organisation, https://www.icao.int/sustainability/Docum ents/Post-COVID- 19%20forecasts%20scenarios%20tables.p df
2022/03/14
Committee: TRAN
Amendment 49 #

2021/0205(COD)

Proposal for a regulation
Recital 2 a (new)
(2 a) The overarching principle of energy efficiency first should be implemented across all sectors, going beyond the energy system to include the transport sector, including aviation. In particular, it should be integral to policy, planning and investment decisions related to the deployment of more energy efficient engines and sustainable alternative fuels and technologies, including as regards the rapid development of planes propelled by renewable electricity or green hydrogen.
2022/03/14
Committee: TRAN
Amendment 50 #

2021/0205(COD)

Proposal for a regulation
Recital 2 b (new)
(2 b) In addition to its climate warming effects, aviation also negatively impacts air quality. The most significant pollutants are particulate matter(PM), including ultra-fine particles, nitrogen oxides (NOX) and volatile organic compounds (VOCs), with some of these primary pollutants producing other pollutants1a. While more research is needed on the health effects of ultrafine particles, several studies have demonstrated short-term and long-term effects of exposure to ultrafine particles, including mortality, cardiovascular, ischemic heart disease and pulmonary morbidity1b. Air pollution also contributes to biodiversity loss through damage to ecosystems. _________________ 1a EASA, aviation and air pollution: https://www.easa.europa.eu/eaer/topics/ad apting-changing-climate/air-quality 1b WHO Global Air Quality Guidelines 2021: https://apps.who.int/iris/bitstream/handle/ 10665/345329/9789240034228- eng.pdf?sequence=1&isAllowed=y
2022/03/14
Committee: TRAN
Amendment 53 #

2021/0205(COD)

Proposal for a regulation
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 rulUnion's external air transport policy needs to take into account processes established at global level at the International Civil Aviation Organisation (ICAO), as well as bynd in comprehensive multilateral or bilateral agreements between the Union or its Member States, and third countries. The climate crisis is equally global in nature and requires urgent action. The Union should therefore lead by example to reduce the cost of climate inaction and adaptation which will otherwise only increase over time.
2022/03/14
Committee: TRAN
Amendment 54 #

2021/0205(COD)

Proposal for a regulation
Recital 3 a (new)
(3 a) Reducing overall aviation fuel demand constitutes an effective means of reducing the environmental impact of aviation. With the right mechanism design, this will permit sustainable aviation fuel to constitute a greater share of the overall fuel supply to the sector. Measures to achieve such a reduction in overall fuel demand should include modal shift, the elimination of direct and indirect subsidies to the sector, a phase out of flights on routes where viable sustainable alternatives exist, and mandatory training for pilots.
2022/03/14
Committee: TRAN
Amendment 56 #

2021/0205(COD)

Proposal for a regulation
Recital 4
(4) The air transport market is subject to strong competition between economic actors 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 other aviation actors can operate on the basis of equal rules and 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. However, given the long timelines and high number of variables involved, the potential loss of competitiveness to the air transport industry remains very difficult and complex to quantify, and is far outweighed by the threat to the industry posed by climate change and the industry’s exclusive reliance on fossil jet fuel.
2022/03/14
Committee: TRAN
Amendment 62 #

2021/0205(COD)

Proposal for a regulation
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 affect aircraft operators’ economic performance and negatively impact competition on the market. 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 reasons. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions and non-CO2 impacts. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. 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 and be harmful to air connectivity. This Regulation should set up measures to prevent such 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.
2022/03/14
Committee: TRAN
Amendment 64 #

2021/0205(COD)

Proposal for a regulation
Recital 6
(6) A key objective of the common transport policy is sustainable development. This requires an integrated approach aimed at ensuring both the effective functioning of Union transport systems and protection of the environment. Sustainable development of air transport requires the introduction of measures aimed at reducing bothe carbon and non- CO2 emissions from aircraft flying from Union airports and the development of effective economic instruments that ensure the true cost of emissions from the sector is fully internalised. Such measures should contribute to meeting the Union’s climate objectives by 2030 and 2050.
2022/03/14
Committee: TRAN
Amendment 68 #

2021/0205(COD)

Proposal for a regulation
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 ofreduction of CO2 and non- CO2 emissions from the air transport sector is a necessary and challenging process, especially in the short term. Technological advancements, pursued in European and national research and innovation aviation programmes have contributed to importantHowever, the global growth of air traffic has outpaced the sector’s emissions reductions in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions reduand without safeguards this risks completely undermining the Union’s environmental objectionves. Whereas new technologies are expected to help reducinge short-haul aviation’s reliance on fossil energy infrom the next decades, sustainable advanced biofuel or synthetic aviation fuels offer the onlya promising solution for significant decarbonisationreducing the environmental impact ofn all flight ranges, already in the short term. However, this potential is currently largely untapped. To achieve climate neutrality, the European Green Deal sets out the need to reduce transport emissions by 90% by 2050 (compared to 1990-levels) and with such developments a 100% decarbonisation of the transport sector remains possible and necessary. _________________ 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.
2022/03/14
Committee: TRAN
Amendment 73 #

2021/0205(COD)

Proposal for a regulation
Recital 8
(8) Sustainable aviation fuels are liquid, drop-in fuels, fully fungible with conventional aviation fuel and compatible with existing aircraft enginesFor the purpose of this Regulation, the definition of sustainable aviation fuels (SAF) should also extend to renewable liquid and gaseous fuels of non-biological origin, including renewable hydrogen, and to electricity from renewable sources. This will enable energy sources for new propulsion pathways such as renewable hydrogen and electricity to count towards the SAF mandate, thus creating incentives for technological and industrial innovation in the EU. Sustainable aviation fuels are therefore renewable alternative fuels for powering aircraft that can replace fossil aviation fuels, and are expected to entirely replace these fossil fuels by 2040 at the very latest. While renewable electricity or renewable hydrogen-powered aircraft are expected to become commercially available in the medium term, drop-in alternative fuels, fully fungible with conventional aviation fuel and compatible with existing aircraft engines are already available. Certain drop-in fuels, in particular those using the hydro processed esters and fatty acids (HEFA) processing technology, are completely mature and use waste lipid feedstocks with a more efficient use in the maritime sector. In order to avoid additional carbon emissions in the EU transport system as a whole and direct investment towards developing technologies using more abundant feedstocks, the contribution of SAF from HEFA should be limited across parts A and B of Annex IX of Directive (EU) 2018/2001 (“Renewable Energy Directive”).. Several production pathways of sustainable drop-in aviation fuels have been certified at global level for use in civil or military aviation. Sustainable drop-in aviation fuels 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 majorsignificant part of the aviation fuel mix in the medium and long term. Furthermore, with the support of appropriate international fuel standards, sustainable aviation fuels mightshould contribute to lowering the aromatic content of the final fuel used by an operator, thus helping to reduce other non-CO2 emissions. Other alternatives to power aircraft, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flightsTo promote the market uptake of sustainable aviation fuels, ICAO and EASA should ensure there are no delays in the adaptation and development of fuel and engine certification, in particular for engines compatible with 100% sustainable aviation fuels, and for engines propelled by renewable hydrogen and electricity.
2022/03/14
Committee: TRAN
Amendment 85 #

2021/0205(COD)

Proposal for a regulation
Recital 10
(10) At the global level, sustainable aviation fuels are regulated at ICAO. In particular, ICAO establishes detailed requirements on the sustainability, traceability and accounting of sustainable aviation fuels for use on flights covered bycountries engage diplomatically on certification pathways and other sustainable aviation fuel requirements and objectives through ICAO. These include the sustainability criteria which the ICAO Council adopted in 2021 for SAF to be eligible for consideration under 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,While for the time being, such provisions do not impose on contracting parties any binding requirements on the use of sustainable aviation fuels, the Commission should seek to update these agreements to seek equivalence in sustainable aviation fuel mandates, which would help the global air transport sector increase its sustainability and grow the market for SAFs.
2022/03/14
Committee: TRAN
Amendment 88 #

2021/0205(COD)

Proposal for a regulation
Recital 11
(11) At EU level, general rules on renewable energy for the transport sector are set out in Directive (EU) 2018/2001 of the European Parliament and of the Council11 . In the past, such horizontal cross-sectoral regulatory frameworks have not proven effective to operate afor the transition from fossil fuels to sustainable aviation fuel in air transport. Directive (EU) 2018/2001 and its predecessor set out overarching targets across all transport modes to be supplied with renewable fuels. As aviation is a small fuels market for which renewable fuels are more costly to produce while a fully integrated European transport market, in comparison to other transport modes, such regulatory frameworks should be complemented with aviation-specific measures to effectively boost the deployment of sustainable aviation fuels. Furthermore, national transpositions of Directive (EU) 2018/2001 risks creating significant fragmentation in the air transport market, where national rules on sustainable aviation fuels would set out widely differing targets. This would be expected to further exacerbate the issues of level playing field in air transport. _________________ 11 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).
2022/03/14
Committee: TRAN
Amendment 95 #

2021/0205(COD)

Proposal for a regulation
Recital 13
(13) This regulation aims in the first instance to set out a framework restoring and preserving a level playing field on the air transport market as regards the use of aviation fuels. Such a framework should prevent divergent requirements across the Union that would exacerbate refuelling practices distorting competition between aircraft operators or putting some airports at a competitive disadvantage with others. In athe second instance, it aims to geaput in place robust rules for the EU’s aviation market with robust rules to ensure that gradually increasing shares of sustainable aviation fuels can be introduced at EU airports without detrimental effects on the competitiveness of the EU aviation internal market.
2022/03/14
Committee: TRAN
Amendment 98 #

2021/0205(COD)

Proposal for a regulation
Recital 14
(14) It is essential to set harmonised rules across the EU internal market, applying directly and in a uniform way to aviation market actors on the one hand, and aviation fuels market actors on the other hand. The overarching framework set out by Directive (EU) 2018/2001 should be complemented with a lex specialis applying to air transport. It should include gradually increasing targets for the supply of sustainable aviation fuels. Such targets should be carefully defined, taking into account the objectives of a well- functioning air transport market, the need to decarbonisereduce the climate and environmental impact of the aviation sector and the current status of the sustainable aviation fuels industry.
2022/03/14
Committee: TRAN
Amendment 100 #

2021/0205(COD)

Proposal for a regulation
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, to non-commercial air transport flights including business aviation and private flights, as well as military air transport flights carrying troops or military equipment and supplies. It should not apply to 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 an 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 territoryNevertheless, a pathway away from fossil fuels for all types of flights will be necessary, and the Commission and Member States should plan accordingly. In order to create a level playing field across the EU aviation single market and to develop the necessary infrastructure for SAFs across the entire EU, this regulation should cover almost all traffic operated from airports located on EU territory. Too broad or lengthy an exemption for certain airports and aircraft operators would risk concentrating SAF production, blending, supply infrastructure and related financing only in certain parts of the Union, delaying the transition and thereby increasing the cost of inaction, while also representing a missed opportunity for economic development in these regions. 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 an 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; h during a transition period. However, the scope of the Regulation should cover at least 95% of totaeventually cover almost all 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.
2022/03/14
Committee: TRAN
Amendment 113 #

2021/0205(COD)

Proposal for a regulation
Recital 16
(16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, sustainable aviation fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise air transport already in the short term. However, due to limited supply and sustainability concerns, their contribution to overall SAF supply should be limited.
2022/03/14
Committee: TRAN
Amendment 125 #

2021/0205(COD)

Proposal for a regulation
Recital 17
(17) For sustainability reasons, feed and food crop-based fuels should not be eligible. In particular, indirect land-use change occurs when the cultivation of crops for biofuels displaces traditional production of crops for food and feed purposes. Such additional demand increases the pressure on land and can lead to the extension of agricultural land into areas with high-carbon stock, such as forests, wetlands and peatland, causing additional greenhouse gas emissions and loss of biodiversity concerns. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock used for fuel production, the level of additional 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, fuels produced from feedstock for which a significant expansion of the production area into land with high- carbon stock is observed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular 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 demand. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector.
2022/03/14
Committee: TRAN
Amendment 134 #

2021/0205(COD)

Proposal for a regulation
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 fuel technologies with growth potential to meet future needs fuel technologies, this Regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. Setting out a dedicated sub-obligation on synthetic aviation fuels is 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. Theyis regulation should therefore mandate that a minimum share of the carbon feedstock needed to produce synthetic aviation fuel is sourced from direct air capture, in order for this pathway to provide 100% of the carbon needed for synthetic aviation fuel production by 2050 or earlier. Synthetic fuels also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directive.
2022/03/14
Committee: TRAN
Amendment 144 #

2021/0205(COD)

Proposal for a regulation
Recital 20 a (new)
(20 a) To ensure that the most energy- efficient air transport technologies are incentivised and that greenhouse gas saving potential is maximised, the definition of targets and sub-obligations shall include multipliers based on the Energy Efficiency Ratio (EER) and on greenhouse gas savings potential of the different possible combinations of fuel and aircraft propulsion technology. These multipliers shall be introduced through a delegated act, and any modifications thereafter shall be evaluated at each subsequent revision of this Regulation.
2022/03/14
Committee: TRAN
Amendment 145 #

2021/0205(COD)

Proposal for a regulation
Recital 20 b (new)
(20 b) The significance of non-CO2 climate impacts from aviation activities has been estimated to be at least twice as large as those of CO2 alone1a and should therefore be urgently mitigated. Reducing aromatic and sulphur content in conventional fossil fuel would not only provide climate benefits by reducing contrail-induced warming at altitude, but it would also improve air quality in and around airports by reducing sulphur oxides, sulphur-induced particulate matter, and soot. Reducing aromatics and sulphur will also improve the quality of the fuel through higher energy density, and reduce maintenance needs due to lower soot levels. Moreover, reducing aromatic content is a straightforward refinery process which can be implemented today. This can be achieved by introducing additional hydrogen during the refining process (e.g.by hydro- treating or through extractive distillation), which is already standard practice to meet road and marine EU fuel quality standards. An effective measure should therefore be to require producers of fossil jet fuel to start progressively reducing - and ultimately phase out - aromatic and sulphur content. Aviation fuel suppliers should be required to monitor and communicate both aromatic, naphthalene and sulphur content in all batches of conventional aviation fuels placed on the EU market and report these levels on a quarterly basis to both the Agency and the Commission. These measures, introduced by this Regulation, should be accompanied by increased research on, and deployment of, technological and operational measures to reduce non-CO2 emissions, through monitoring, reporting and verification obligations. Finally, in order to apply the polluter pays principle, pricing mechanisms should also be introduced to cover non-CO2 emissions. _________________ 1a Report from the Commission to the European Parliament and the Council - ‘Updated analysis of the non-CO2 climate impacts of aviation and potential policy measures pursuant to EU Emissions Trading System Directive Article 30(4).”COM(2020) 747 final, 23.11.2020.
2022/03/14
Committee: TRAN
Amendment 150 #

2021/0205(COD)

Proposal for a regulation
Recital 21 a (new)
(21 a) Given the difficulty for the aviation industry to become climate- neutral in the short- to medium-term, it is necessary to ensure that the most sustainable transport mode is used for both passengers and freight where possible so that the Union can meet its environmental objectives. In line with the Communication on a Sustainable and Smart Mobility Strategy, modal shift remains an objective of the Union, therefore where sustainable alternatives exist, short-haul flights should be subject to higher mandates of sustainable aviation fuels in order to further promote the uptake of these fuels on the routes best suited to them in the short term, and to promote a level playing field between transport modes. To assist with enforcement, the Commission should list all short-haul flights with a sustainable alternative departing from a Union airport every quarter on a publicly accessible website. This will also inform consumers about available travel options and the associated environmental footprint for certain journeys. It should detail typical greenhouse gas emissions (including the non-CO2 impact in the case of aviation), air and other pollutant emissions, and energy resource consumption per passenger per kilometre travelled using average load factors, and the average duration for the journey by each mode.
2022/03/14
Committee: TRAN
Amendment 153 #

2021/0205(COD)

Proposal for a regulation
Recital 21 b (new)
(21 b) The non-commercial aviation sector is often characterised by smaller aircraft than those employed in the commercial aviation sector, often using more pioneering technologies and in some instances, SAF is already being used to a greater extent than in the commercial aviation sector. For this reason, it is also reasonable to assume that this sector will see a quicker and greater uptake of SAF and related technologies in the coming years. With the exception of the categories exempted under this Regulation, non- commercial flight operators should therefore be subject to higher mandates of SAF in order to further promote innovation, while also ensuring that the most sustainable transport mode is used for both passenger and freight traffic where possible.
2022/03/14
Committee: TRAN
Amendment 154 #

2021/0205(COD)

Proposal for a regulation
Recital 21 c (new)
(21 c) Given the significant environmental impact of the air transport sector, and the need to ensure passengers make informed choices, all aircraft operators and system vendors should inform consumers of the comparative environmental impact of a particular flight and that of alternatives in a clearly visible, neutral, comprehensive, understandable and user-friendly manner. This information should contain an estimate of the greenhouse gas emissions, non-CO2 impact (for aviation), air and other pollutant emissions, and energy resource consumption, per passenger per kilometre travelled for the flight, and for the same journey were it covered by other transport modes. A methodology to be used by operators for calculating the comparative environmental impact should be developed by the Commission, the Agency and the European Environment Agency in line with Action 35 from the Communication on a Sustainable and Smart Mobility Strategy and Recital 16 of Regulation (EC) No 80/2009.
2022/03/14
Committee: TRAN
Amendment 155 #

2021/0205(COD)

Proposal for a regulation
Recital 22
(22) Airports 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. This obligation should include providing electric powering and recharging infrastructure capacity and hydrogen refuelling infrastructure capacity, commensurate with the uptake of electric aircraft and renewable hydrogen propelled aircraft. If necessary, the Agency should be able to require a Union airport 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.
2022/03/14
Committee: TRAN
Amendment 163 #

2021/0205(COD)

Proposal for a regulation
Recital 22 a (new)
(22 a) Many Union airports are supplied with aviation fuel principally via pipelines from refineries or blending stations where SAF blending to meet safety and sustainability specifications needs to take place. Many of these pipelines are owned and controlled by Member States or by NATO forces and a long standing prohibition on their use to transport SAF remains in place across the EU. Delivering SAF from refineries and blending stations to Union airports in sufficient quantities to meet the provisions set out in Annex I by alternate means such as by road would make less sense from a cost, logistical and environmental point of view in cases where existing infrastructure could be used. Member States should therefore ensure that the use of such infrastructure, including military and fuel supplier pipelines, is permitted in order to allow for the delivery of the minimum SAF targets required under this Regulation. Where SAF must travel by alternate means, more sustainable transport modes such as rail should be prioritised.
2022/03/14
Committee: TRAN
Amendment 164 #

2021/0205(COD)

Proposal for a regulation
Recital 23
(23) Aircraft operators should be required to report yearly to the Agency on their purchases of sustainable aviation fuel, as well as on the characteristics of this fuel. Information should be provided on the characteristics of the sustainable aviation fuels purchased such as inter alia nature and origin of the feedstock, conversion pathway and lifecycle emissions. In the case of operators of non-commercial flights or of short-haul flights with a sustainable alternative, proof of compliance with the higher SAF percentages required for these operators under this Regulation should also be provided.
2022/03/14
Committee: TRAN
Amendment 167 #

2021/0205(COD)

Proposal for a regulation
Recital 25
(25) Aviation fuel suppliers should be required to report yearly in the Union database referred to in Article 28 of Directive (EU) 2018/2001, on their supply of aviation fuel, including sustainable aviation fuels. The Agency should report on a yearly basis to the Commission on the fulfilment by aircraft operators and aviation fuel suppliers of their respective obligations under this Regulation. This is important for the Commission to have clear visibility on the level of compliance to the Regulation. In order to combat fraud, promote consumer confidence and ensure transparency and traceability regarding SAFs, details on the country or countries of origin of raw materials used in the production of SAF, as well as the country or countries of manufacture of SAF, should be made available on a publicly accessible website in disaggregated and summary format.
2022/03/14
Committee: TRAN
Amendment 177 #

2021/0205(COD)

Proposal for a regulation
Recital 29 a (new)
(29 a) The revenues generated from the payment of penalties should be used to promote the distribution and use of sustainable aviation fuels and related new technologies in the aviation sector with a view to helping the sector meet its climate and environmental goals. In particular, funding should promote the production of additional renewable electricity; the rollout of synthetic fuels and direct air capture technology; SAF, renewable electric and renewable hydrogen storage facilities; the development and deployment of aircraft propelled by renewable electricity and renewable hydrogen; supporting modal shift for fuel transport; efforts to reduce the non-CO2 effects of aviation; efforts to reduce air and noise pollution at airports including through the greater use of electric ground-based vehicles and auxiliary electrical power units.
2022/03/14
Committee: TRAN
Amendment 179 #

2021/0205(COD)

Proposal for a regulation
Recital 31
(31) A transitional period of 5 years should be provided to allow for a reasonable amount of time for aviation fuel suppliers, Union airports and aircraft operators to make the necessary technological and logistical investments. During this phase, aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports.deleted
2022/03/14
Committee: TRAN
Amendment 183 #

2021/0205(COD)

Proposal for a regulation
Recital 31 a (new)
(31 a) Given the difficulties associated with reducing the environmental impact of the air transport sector in the short-to medium-term, there is a risk that growth in the sector will undermine the Union’s targets of reducing its greenhouse gas emissions by at least 55% by 2030 and reaching net-zero greenhouse gas emissions by 2050 at the latest. With SAF not expected to constitute the majority of total EU aviation fuel’s supply in the short- to medium-term, the climate- mitigating impact of this Regulation’s provisions may thus be undermined by such growth, in which case the Commission should revisit the requirements of this Regulation as regards SAF uptake, and also consider demand management measures to reduce overall demand for fuel and promote greater levels of modal shift towards more sustainable transport modes.
2022/03/14
Committee: TRAN
Amendment 189 #

2021/0205(COD)

Proposal for a regulation
Article 1 – title
1 Subject matter and objective
2022/03/14
Committee: TRAN
Amendment 191 #

2021/0205(COD)

Proposal for a regulation
Article 1 – paragraph 1
This Regulation lays down harmonised rules on the uptake and supply of sustainable aviation fuels with the objective of significantly reducing the climate and environmental impact of the aviation sector as part of the overall Union’s climate efforts in line with Article 2 of the Paris Agreement and Regulation (EU) 2021/1119.
2022/03/14
Committee: TRAN
Amendment 195 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 1
— ‘Union airport’ means an civil or military airport as defined in Article 2(21) 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; _________________ 13 Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges
2022/03/14
Committee: TRAN
Amendment 199 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 2
— ‘aircraft operator’ means a person that operated at least 729ny commercial or non- 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;
2022/03/14
Committee: TRAN
Amendment 203 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 3 a (new)
- ‘non-commercial air transport flight’ means the use of an aircraft by its owner or the natural or legal person who enjoys its use, including through hire, for other than commercial purposes
2022/03/14
Committee: TRAN
Amendment 204 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 3 b (new)
- ‘business aviation’ means the operation or use of aircraft by companies or individuals for the carriage of passengers or goods as an aid to the conduct of their business, flown for purposes generally considered not for public hire and piloted by individuals having, at the minimum, a valid commercial pilot license with an instrument rating
2022/03/14
Committee: TRAN
Amendment 205 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 3 c (new)
- ‘short-haul flight’ means a flight departing a Union airport, where the distance between this airport and the airport of arrival is less than 1 500 km as the crow flies;
2022/03/14
Committee: TRAN
Amendment 206 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 3 d (new)
- ‘Sustainable alternative to a short- haul flight’ means that passengers and goods can travel on a more sustainable scheduled collective transport mode such as train (including night trains), bus or ferry options, to a destination that is served by a short-haul flight, and for which the scheduled travel time lasts no more than 7 hours, or no more than 12 hours if by night travel services;
2022/03/14
Committee: TRAN
Amendment 222 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 5
— ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, which comply 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;
2022/03/14
Committee: TRAN
Amendment 226 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 8
— ‘synthetic aviation fuels’ means fuels that are renewable liquid and gaseous transport fuels of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001, or electricity from renewable sources as defined in Article 2, second paragraph, point 1 of Directive (EU)2018/2001, both used in aviation;
2022/03/14
Committee: TRAN
Amendment 232 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 8 a (new)
- 'direct air capture' means the chemical process, powered by electricity from renewable sources, by which CO2 is captured directly from the ambient air and not from point sources;
2022/03/14
Committee: TRAN
Amendment 234 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 8 b (new)
- ‘electricity from renewable energy sources’ or ‘renewable electricity’ means electricity produced from renewable energy sources as defined in Article 2, second paragraph, point1 of Directive (EU) 2018/2001;
2022/03/14
Committee: TRAN
Amendment 235 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 8 c (new)
- ‘hydrogen from renewable energy sources’ or ‘renewable hydrogen’ means hydrogen produced from renewable electricity or from fuels that are renewable liquid or gaseous of non- biological origin, as defined in Article 2, second paragraph, point 36 of Directive (EU) 2018/2001;
2022/03/14
Committee: TRAN
Amendment 236 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 10 a (new)
- ‘energy efficiency ratio’ (EER) means a measure of how efficiently an aircraft converts the energy input to make a fuel into revenue-passenger kilometres (RPK). It is measured in RPK per megajoule of primary energy (RPK/MJ)
2022/03/14
Committee: TRAN
Amendment 240 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 13
— ‘yearly aviation fuel required’ means the amount of aviation fuel necessary to operate the totality of commercial and non-commercial air transport flights operated by an aircraft operator, departing from a given Union airport, over the course of a reporting period; it should be expressed in tonnes of kerosene equivalent;
2022/03/14
Committee: TRAN
Amendment 245 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 a (new)
- ‘system vendor’ means any entity and its affiliates which is or are responsible for the operation or marketing of a computerised reservation system as defined in Article 2, point 5 of Regulation (EC) 80/20091a; _________________ 1a Regulation (EC) No 80/2009 of the European Parliament and of the Council on a Code of Conduct for computerised reservation systems and repealing Council Regulation (EEC) No 2299/89
2022/03/14
Committee: TRAN
Amendment 249 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 b (new)
- – ‘computerised reservation system’ or ‘CRS’ means a computerised system containing information about, inter alia, schedules, availability and fares, of more than one air carrier, with or without facilities to make reservations or issue tickets, to the extent that some or all of these services are made available to subscribers, as defined in point 4 of Regulation (EC) 80/2009;
2022/03/14
Committee: TRAN
Amendment 256 #

2021/0205(COD)

Proposal for a regulation
Article 4 – paragraph 1
AFrom 1 January 2025 to 31 December2029 aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airport contains a minimum share of sustainable aviation fuel, includingwhere passenger traffic was higher than 300 000 passengers or where the freight traffic was higher than 20 000 tons in the reporting period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union, contains a minimum share of sustainable aviation fuel, including a maximum share of advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU)2018/2001, a maximum share of biofuels produced from the feedstock listed in Part B of Annex IX to that Directive and a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in Annex I. The maximum shares set out in Annex I shall not be exceeded.
2022/03/14
Committee: TRAN
Amendment 263 #

2021/0205(COD)

Proposal for a regulation
Article 4 – paragraph 1 a (new)
Without prejudice to the application of Article 14, from 1 January 2030 to 31 December 2049, aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airport contains a minimum share of sustainable aviation fuel, including a minimum share of synthetic aviation fuel, a maximum share of advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU)2018/2001, and a maximum share of biofuels produced from the feedstock listed in Part B of Annex IX to that Directive, in accordance with the values and dates of application set out in Annex I. The maximum shares set out in Annex I shall not be exceeded.
2022/03/14
Committee: TRAN
Amendment 266 #

2021/0205(COD)

Proposal for a regulation
Article 4 – paragraph 1 b (new)
Where these synthetic aviation fuels are produced with a carbon feedstock, a minimum share of that carbon feedstock must be produced by direct air capture in accordance with the values and dates of application set out in Annex I.
2022/03/14
Committee: TRAN
Amendment 267 #

2021/0205(COD)

Proposal for a regulation
Article 4 – paragraph 1 c (new)
Without prejudice to the application of Article 11(3) and (4), where an aviation fuel supplier for a given reporting period exceeds the maximum shares for advanced biofuels and biofuels produced from RED Annex IX part B feedstock as set out in Annex I, it shall ensure that an equivalent share of these fuels is not supplied in the subsequent reporting period.
2022/03/14
Committee: TRAN
Amendment 271 #

2021/0205(COD)

Proposal for a regulation
Article 4 – paragraph 2 a (new)
The total annual volume of advanced biofuels and biofuels produced from RED Annex IX part B feedstock provided to airports in the Union shall not exceed the values set out in Annex Ia. If on the basis of the information provided by aviation fuel suppliers pursuant to Article 9, the Commission finds that the values in Annex Ia have been exceeded, it shall propose without undue delay measures to limit the volumes provided to Union airports in the subsequent reporting period.
2022/03/14
Committee: TRAN
Amendment 276 #

2021/0205(COD)

Proposal for a regulation
Article 4 – paragraph 2 b (new)
By 1 January 2025, Member States shall take all necessary measures to allow the continued and uninterrupted access of aviation fuel suppliers to military and civil transport aviation fuels infrastructure to supply both conventional aviation fuels and aviation fuels containing shares of sustainable aviation fuels in accordance with Annex I to all Union airports.
2022/03/14
Committee: TRAN
Amendment 280 #

2021/0205(COD)

Proposal for a regulation
Article 4 a (new)
Article 4 a Lowering the non-CO2 impact of aviation fuel 1. From 1 June 2023, aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airport contains maximum levels of aromatics (8%) and sulphur (10 ppm). 2. By 1 January 2024 and every three years thereafter, the Commission shall submit a report on the implementation of paragraph 1 to the European Parliament and the Council. The reports shall be made public.
2022/03/14
Committee: TRAN
Amendment 291 #

2021/0205(COD)

Proposal for a regulation
Article 5 a (new)
Article 5 a Power supply obligations for aircraft operators 1. Aircraft operators operating aircrafts at Union airports, which are not propelled by renewable hydrogen or electricity, shall ensure that their stationary aircrafts are supplied by electricity provided by the airports, as soon as the necessary infrastructure is available, in line the requirements set by Regulation 2021/0223[AFIR Regulation]. 2. By 1 January 2030, aircraft operators operating aircrafts at Union airports, which are not propelled by hydrogen or electricity, shall ensure that their aircrafts use electricity supplied by electric ground- based airport vehicles for pushback operations and/or electrical power unit for taxing, where feasible.
2022/03/14
Committee: TRAN
Amendment 293 #

2021/0205(COD)

Proposal for a regulation
Article 5 b (new)
Article 5 b Additional requirements for aircraft operators operating short-haul flights with a sustainable alternative 1. Aircraft operators operating a short- haul flight with a sustainable alternative shall comply with higher minimum shares of sustainable aviation fuels. In a given reporting period, aircraft operators of short-haul flights with a sustainable alternative shall meet the following minimum shares as a weighted average across all flights operated. - 12,5% in 2025 - 35% in 2030 - 75% in 2035. 2. By 31 January 2023, the Commission shall draw up a list of all short-haul flights with a sustainable alternative that departed from a Union airport in the previous year. The Commission shall provide an estimate on the typical greenhouse gas emissions(including non- CO2 effects) for each short-haul flight with a sustainable alternative as well as each sustainable alternative, and the average duration of the journey by each mode. The list shall be updated every three months thereafter. In collecting this information, the Commission may request information from relevant aircraft operators, other transport operators and the competent authorities referred to in Article 10of this Regulation, which shall assist the Commission as necessary. This list shall be made available on a publicly accessible website in all of the Union’s official languages.
2022/03/14
Committee: TRAN
Amendment 294 #

2021/0205(COD)

Proposal for a regulation
Article 5 c (new)
Article 5 c Additional requirements for non- commercial air transport operators 1. An aircraft operator operating a non- commercial flight shall comply with higher minimum minimum shares of sustainable aviation fuels. In a given reporting period, aircraft operators of non-commercial flights shall meet the following minimum shares as a weighted average across all flights operated: - 12.5% in 2025 - 35% in 2030 - 75% in 2035.
2022/03/14
Committee: TRAN
Amendment 295 #

2021/0205(COD)

Proposal for a regulation
Article 5 d (new)
Article 5 d Customer information requirements for aircraft operators and system vendors 1. From 1 June 2023, aircraft operators, computerised reservation systems and system vendors covered under the scope of this Regulation shall provide their customers via their own selling platforms or via computerised reservation systems as defined in Regulation 80/2009, with information on the comparative environmental footprint of different transport modes for a particular journey. This information shall be presented in a clearly visible, neutral, comprehensive, understandable and user-friendly manner to the customer before booking a ticket and on the ticket itself and shall be provided for all flights. It shall contain an estimate of the greenhouse gas emissions, non-CO2 impact (for aviation), air pollutant emissions and noise pollution, and energy resource consumption, using average load factors, per passenger per kilometre travelled, and for all transport modes. Aircraft operators may also indicate the percentage of SAF used, if applicable, and if so, shall indicate the type of SAF. Aircraft operators shall require the customer to confirm that they have read such information before proceeding with the booking. 2. The methodology for such information shall be developed by the Commission, the Agency and the European Environment Agency by 31 January 2024 at the latest.
2022/03/14
Committee: TRAN
Amendment 312 #

2021/0205(COD)

Proposal for a regulation
Article 6 – paragraph 1
Union airports shall take necessary measures to facilitate the access of aircraft operators to sustainable aviation fuels containing shares of sustainable aviation fuels in accordance with Annex I and, shall provide all the infrastructure necessary for the delivery, electric powering and recharging, renewable hydrogen refuelling, storage and uplifting of such fuels in accordance with Annex I.
2022/03/14
Committee: TRAN
Amendment 318 #

2021/0205(COD)

Proposal for a regulation
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 mayshall request the Union airport to provide the information necessary to prove compliance with paragraph 1. The Union airport concerned shall provide the information without undue delay.
2022/03/14
Committee: TRAN
Amendment 322 #

2021/0205(COD)

Proposal for a regulation
Article 6 – paragraph 3
The Agency shall assess the information received and inform the Commission if such information allows it to conclude that the Union airport does not fulfil its obligations. Union airports shall take theall necessary measures to identify and address the lack of adequate airport infrastructure in 5without undue delay and at the latest 2 years after the entry into force of theis Regulation or after the year when they exceed one of the thresholds in Article 3(a), in order to ensure the requirements under this Regulation are complied with.
2022/03/14
Committee: TRAN
Amendment 340 #

2021/0205(COD)

Proposal for a regulation
Article 7 – paragraph 1 – point a
(a) The total amount of aviation fuel uplifted at each Union airport, expressed in tonnes of kerosene equivalent;
2022/03/14
Committee: TRAN
Amendment 341 #

2021/0205(COD)

Proposal for a regulation
Article 7 – paragraph 1 – point b
(b) The yearly aviation fuel required, per Union airport, expressed in tonnes of kerosene equivalent;
2022/03/14
Committee: TRAN
Amendment 346 #

2021/0205(COD)

Proposal for a regulation
Article 7 – paragraph 1 – point d
(d) The total amount of sustainable aviation fuel purchased from aviation fuel suppliers, for the purpose of operating their flights departing from Union airports, expressed in tonnes of kerosene equivalent.
2022/03/14
Committee: TRAN
Amendment 348 #

2021/0205(COD)

Proposal for a regulation
Article 7 – paragraph 1 – point e
(e) For each purchase of sustainable aviation fuel, the name of the aviation fuel supplier, the amount purchased expressed in tonnes of kerosene equivalent, 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.
2022/03/14
Committee: TRAN
Amendment 350 #

2021/0205(COD)

Proposal for a regulation
Article 7 – paragraph 1 – point e a (new)
(e a) For each short-haul flight with a sustainable alternative, proof that the percentages referred to in Article 5b were complied with.
2022/03/14
Committee: TRAN
Amendment 351 #

2021/0205(COD)

(e b) For each non-commercial flight, proof that the percentages referred to in Article 5c were complied with.
2022/03/14
Committee: TRAN
Amendment 352 #

2021/0205(COD)

Proposal for a regulation
Article 7 – paragraph 1 – point e c (new)
(e c) Proof of compliance with the power supply obligations set out in Article 5 a.
2022/03/14
Committee: TRAN
Amendment 353 #

2021/0205(COD)

Proposal for a regulation
Article 7 – paragraph 1 – point e d (new)
(e d) In order to assist the Commission with Article 5b(2), a list of the short haul flights they operated and the departure and arrival airports concerned.
2022/03/14
Committee: TRAN
Amendment 355 #

2021/0205(COD)

Proposal for a regulation
Article 7 – paragraph 2
The report shall be presented in accordance with the templates laid down in Annex II.
2022/03/14
Committee: TRAN
Amendment 357 #

2021/0205(COD)

Proposal for a regulation
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 without undue delay.
2022/03/14
Committee: TRAN
Amendment 360 #

2021/0205(COD)

Proposal for a regulation
Article 9 – paragraph 1 – point a
(a) The volumeamount of aviation fuel supplied at each Union airport expressed in tonnes of kerosene equivalent;
2022/03/14
Committee: TRAN
Amendment 361 #

2021/0205(COD)

Proposal for a regulation
Article 9 – paragraph 1 – point b
(b) The volumeamount of sustainable aviation fuel supplied at each Union airport expressed in tonnes of kerosene equivalent, and for each type of sustainable aviation fuel, as detailed in point c);
2022/03/14
Committee: TRAN
Amendment 362 #

2021/0205(COD)

Proposal for a regulation
Article 9 – paragraph 1 – point c
(c) The lifecycle emissions, origin of feedstock and conversion process of each sustainable aviation fuel type supplied at Union airports. When synthetic aviation fuel is being supplied, the origin of the carbon feedstock must also be reported, as well as the share of the carbon feedstock sourced from direct air carbon capture.
2022/03/14
Committee: TRAN
Amendment 364 #

2021/0205(COD)

Proposal for a regulation
Article 9 – paragraph 1 – point c a (new)
(c a) The percentage of each type of sustainable aviation fuel contained in each batch of conventional aviation fuel supplied at each Union airport;
2022/03/14
Committee: TRAN
Amendment 365 #

2021/0205(COD)

Proposal for a regulation
Article 9 – paragraph 1 – point c b (new)
(c b) The country or countries of origin of the feedstocks used in the manufacture of a batch of sustainable aviation fuel;
2022/03/14
Committee: TRAN
Amendment 366 #

2021/0205(COD)

Proposal for a regulation
Article 9 – paragraph 1 – point c c (new)
(c c) The country or countries in which a batch of sustainable aviation fuel was manufactured.
2022/03/14
Committee: TRAN
Amendment 368 #

2021/0205(COD)

Proposal for a regulation
Article 9 – paragraph 2 – subparagraph 1 (new)
The Commission shall ensure that the information contained in the Union database pursuant to this Article and as outlined in paragraph 1 shall be made available on a publicly accessible website no later than 31 June each year, in disaggregated and summary format.
2022/03/14
Committee: TRAN
Amendment 369 #

2021/0205(COD)

Proposal for a regulation
Article 9 – paragraph 2 a (new)
2.From 1 January 2023 and every quarter thereafter, aviation fuel suppliers shall report to the Commission and the Agency the following information relative to the previous quarter: (a) The average aromatic, naphtalene and sulphur content of aviation fuel for each batch supplied at a Union airport;
2022/03/14
Committee: TRAN
Amendment 374 #

2021/0205(COD)

(2) The Agency shall send the data received pursuant to Articles 7, 8 and 9 to the competent authorities of the Member States. The Agency shall also send to the competent authorities data aggregated for the aircraft operators and aviation fuels suppliers for which the authorities are competent pursuant to paragraphs 3, 4, 5, 5b and 5c.
2022/03/14
Committee: TRAN
Amendment 381 #

2021/0205(COD)

Proposal for a regulation
Article 11 – paragraph 2 a (new)
(2 a) Member States shall ensure that any aircraft operator failing to comply with the obligations laid down in Article 5d and Article 8 is liable to an administrative fine. This fine shall not exceed 1% of total turnover of the operator in the preceding business year and in fixing the amount, shall give regard to the gravity and the duration of the infringement. Particular attention shall be paid to the ability of non- commercial air transport flight operators to pay such fines.
2022/03/14
Committee: TRAN
Amendment 383 #

2021/0205(COD)

Proposal for a regulation
Article 11 – paragraph 2 b (new)
(2 b) Member States shall ensure that any Union airport failing to comply with the obligations laid down in Article 6 is liable to an administrative fine.
2022/03/14
Committee: TRAN
Amendment 384 #

2021/0205(COD)

Proposal for a regulation
Article 11 – paragraph 3
(3) Member States shall ensure that any aviation fuel supplier failing to comply with the obligations laid down in Article 4 relative to the minimum or maximum share of sustainable aviation fuels and in Article 4a relative to the maximum share of aromatics and sulphur of conventional aviation fuels is liable to an administrative fine. That fine shall be at least twice as high as the multiplication of the difference between the yearly average price of conventional aviation fuel and sustainable aviation fuel per tonne and of the quantity of aviation fuels not complying with the minimum or maximum share referred to in Article 4 and Annex I;
2022/03/14
Committee: TRAN
Amendment 387 #

2021/0205(COD)

Proposal for a regulation
Article 11 – paragraph 4
(4) Member States shall ensure that any aviation fuel supplier failing to comply with the obligations laid down in Article 4 relative to the minimum share of synthetic aviation fuels and in Article 4a relative to the maximum share of aromatics and sulphur of conventional aviation fuels is liable to an administrative fine. That fine shall be at least twice as high as the multiplication of the difference between the yearly average price of synthetic aviation fuel and conventional aviation fuel per tonne and of the quantity of the aviation fuel not complying with the minimum share referred to in Article 4 and Annex I;
2022/03/14
Committee: TRAN
Amendment 395 #

2021/0205(COD)

Proposal for a regulation
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 guarantee.
2022/03/14
Committee: TRAN
Amendment 397 #

2021/0205(COD)

Proposal for a regulation
Article 11 – paragraph 7 a (new)
(7 a) If an aircraft operator, aviation fuel supplier or Union airport is found to repeatedly and consistently infringe the requirements set out in this Regulation, Member States shall be entitled to increase the penalties referred to in this Article.
2022/03/14
Committee: TRAN
Amendment 399 #

2021/0205(COD)

Proposal for a regulation
Article 11 a (new)
Article 11 a Allocation of penalties to support Sustainable Aviation Fuels in the aviation sector The penalties referred to in Article 11(1) shall be used to support the following activities: - testing, development and uptake of synthetic aviation fuels, direct air capture, and renewable electric and renewable hydrogen technologies in aviation; - increasing the production of renewable electricity used in the production of SAF; - the construction of appropriate SAF infrastructure, and renewable electric and renewable hydrogen storage facilities; - enabling an effective modal shift from road to rail in the transport of aviation fuel to airports; - testing, development and uptake of electric ground-based vehicles and auxiliary electrical power units; - efforts to reduce the non-CO2 impacts of aviation.
2022/03/14
Committee: TRAN
Amendment 413 #

2021/0205(COD)

Proposal for a regulation
Article 12 – paragraph 1 – point f a (new)
(f a) The climate-mitigating impact of this Regulation’s provisions
2022/03/14
Committee: TRAN
Amendment 416 #

2021/0205(COD)

Proposal for a regulation
Article 13
By way of derogation from Article 4, from 1 January 2025 until 31 December 2029, for each reporting period, an aviation fuel supplier may supply the minimum share of sustainable aviation fuel defined in Annex I as a weighted average over all the aviation fuel it supplied across Union airports for that reportingArticle 13 deleted Transitional period.
2022/03/14
Committee: TRAN
Amendment 423 #

2021/0205(COD)

Proposal for a regulation
Article 14 – paragraph 1
By 1 January 20287 and every fiveour 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 Directive, 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 levelaluation of this Regulation, and shall, if appropriate submit legislative proposals to amend this Regulation. The report shall be made public.
2022/03/14
Committee: TRAN
Amendment 428 #

2021/0205(COD)

Proposal for a regulation
Article 14 – paragraph 1 a (new)
For the purpose of this Article, the Commission shall report on (a) the evolution of the aviation technology and fuels market, in particular the evolution of sustainable aviation fuels, and its impact on the internal aviation market of the Union; (b) the evolution of aviation activities, including aviation fuels and power supply facilities at airports in relation to their impact on both greenhouse gas and non- CO2 emissions, as well as air quality and noise pollution in and around airports; (c) the possible upwards revision of the minimum shares referred to in Article 4 and Annex I, and the level of fines, as well as the minimum shares in Articles 5b and 5c; (d) the possible revision downwards of the maximum levels of aromatics and sulphur in Article 4a; (e) the possible revision downwards of the maximum shares referred to in Annex I, taking into consideration breaches of the total permitted volumes referred to in Annex Ia.
2022/03/14
Committee: TRAN
Amendment 433 #

2021/0205(COD)

Proposal for a regulation
Article 14 – paragraph 1 b (new)
The report referred to in this Article shall also include information on: (a) the development of a potential policy framework for the uptake of sustainable aviation fuels at ICAO level and work on updating existing aviation agreements to incorporate equivalence in sustainable aviation fuel mandates; (b) the technological developments in the aviation industry which are relevant to this Regulation, including with regards to the reduction of the impact of the aviation sector on both CO2 and non-CO2 emissions; (c) the nature of Member State spending of the revenues generated from the penalties referred to in Article 11(1) and pursuant to Article 11a; (d) Potential regulatory changes required to ensure adequate safety training for aircraft operator, aviation fuel supplier or Union airport staff brought about as a result of the increased uptake of sustainable aviation fuel; (d a) an assessment of multipliers based on the Energy Efficiency Ratio (EER) and greenhouse gas savings potential.
2022/03/14
Committee: TRAN
Amendment 434 #

2021/0205(COD)

Proposal for a regulation
Article 14 – paragraph 1 c (new)
The Commission shall be empowered, through delegated acts as from 1 January 2023, to establish multipliers for the accounting of the different types of sustainable aviation fuels, based on the Energy Efficiency Ratio and further scientific evidence on average greenhouse gas savings potential.
2022/03/14
Committee: TRAN
Amendment 436 #

2021/0205(COD)

Proposal for a regulation
Article 14 a (new)
Article 14 a Contribution towards EU environmental objectives 1. The Commission in cooperation with the Agency and the European Environment Agency shall report annually on the increase or decrease in total greenhouse gas emissions and the non-CO2 impacts of aviation due to air transport, as well as the lifecycle environmental impact of sustainable aviation fuel production 2. If growth in these aspects is found to be stronger than the climate-mitigating impact of the use of sustainable aviation fuels required under this Regulation, the Commission shall come forward with legislative proposals to increase the requirements on the use of sustainable aviation fuels and propose demand management measures in order to reduce overall fuel demand for aviation fuel.
2022/03/14
Committee: TRAN
Amendment 439 #

2021/0205(COD)

Proposal for a regulation
Annex I – title
Annex I (shares in tonnes of kerosene equivalent)
2022/03/14
Committee: TRAN
Amendment 441 #

2021/0205(COD)

Proposal for a regulation
Annex I – point a
(a) From 1 January 2025, a minimum share of 2% of SAF, consisting of: i) a maximum of 0.75% of advanced biofuels, ii) a maximum of 1.20% of biofuels produced from RED Annex IX, part B feedstocks, iii) a minimum share of 0.1% of synthetic aviation fuels;
2022/03/14
Committee: TRAN
Amendment 447 #

2021/0205(COD)

Proposal for a regulation
Annex I – point b
(b) From 1 January 2030, a minimum share of 58% of SAF, of whichconsisting of: i) a maximum of 5.50% of advanced biofuels, ii) a maximum of 1.20% of biofuels produced from RED Annex IX, part B feedstocks, iii) a minimum share of 0.72.5% of synthetic aviation fuels; where these are produced with a carbon feedstock, 30% of that carbon feedstock must be produced by direct air carbon capture;
2022/03/14
Committee: TRAN
Amendment 456 #

2021/0205(COD)

Proposal for a regulation
Annex I – point c
(c) From 1 January 2035, a minimum share of 2057% of SAF, of whichconsisting of: i) a maximum of 11% of advanced biofuels, ii) a maximum of 1.20% of biofuels produced from RED Annex IX, part B feedstocks, iii) a minimum share of 45% of synthetic aviation fuels; where these are produced with a carbon feedstock, 65% of that carbon feedstock must be produced by direct air carbon capture.
2022/03/14
Committee: TRAN
Amendment 461 #

2021/0205(COD)

Proposal for a regulation
Annex I – point d
(d) From 1 January 2040, a minimum share of 32100% of SAF, of whichconsisting of: i) a maximum of 13% of advanced biofuels, ii) a maximum of 1.20% of biofuels produced from RED Annex IX, part B feedstocks, iii) a minimum share of 86% of synthetic aviation fuels; where these are produced with a carbon feedstock, 100% of that carbon feedstock must be produced by direct air carbon capture;
2022/03/14
Committee: TRAN
Amendment 465 #

2021/0205(COD)

Proposal for a regulation
Annex I – point e
(e) From 1 January 2045, a minimum volume share of 38100% of SAF, of whichconsisting of: i) a maximum of 5% of advanced biofuels, ii) a maximum of 0.1% of biofuels produced from RED Annex IX, part B feedstocks, iii) a minimum share of 1195% of synthetic aviation fuels.; where these are produced with a carbon feedstock, 100% of that carbon feedstock must be produced by direct air carbon capture;
2022/03/14
Committee: TRAN
Amendment 467 #

2021/0205(COD)

Proposal for a regulation
Annex I – point f
(f) From 1 January 2050, a minimum volume share of 63100% of SAF, of which a minimumconsisting of: i) a share of 28100% of synthetic aviation fuels; where these are produced with a carbon feedstock, 100% of that carbon feedstock must be produced by direct air carbon capture;
2022/03/14
Committee: TRAN
Amendment 470 #

2021/0205(COD)

Proposal for a regulation
Annex II a (new)
Annex III – Template for aircraft operator reporting 1 tonne of H2 = 2.8 tke (tonnes of kerosene equivalent) 1 kWh = 8.4 x 10^-5 tke 1 tke = energy released when 1 tonne of kerosene is burned =42.8 GJ (gigajoules) = 42.8 x 10^9 J (joules)
2022/03/14
Committee: TRAN
Amendment 471 #

2021/0205(COD)

Proposal for a regulation
Annex Ia (new)
Annex Ia (new) - Total permitted annual volumes of advanced biofuels and biofuels for the purposes of Article 4 (in Mtoe) Total permitted annual volume of Total permitted annual volume of advanced biofuels as defined in biofuels produced from feedstock Article 2, second paragraph, point listed in part B of Annex IX to 34 of Directive (EU) 2018/2001 (in Directive (EU) 2018/2001 (in Mtoe) Mtoe) From 1 January 2025 to 31 0.14 0.65 December 2029 From 1 January 2030 to 31 1.8 0.65 December 2034 From 1 January 2035 to 31 4.5 0.65 December 2039 From 1 January 2040 to 31 5.8 0.65 December 2044 From 1 January 2045 to 31 5.8 0.65 December 2049
2022/03/10
Committee: TRAN
Amendment 472 #

2021/0205(COD)

Proposal for a regulation
Annex II
Annex II – Template for aircraft operator reporting ICAO code Yearly Actual Yearly non- Total yearly Union of Union aviation fuel aviation fuel tanked non-tanked airportUnion airport required uplifted quantity quantity airport (tonnes of (tonnes) of (tonnes of (tonnes) of kerosene kerosene kerosene kerosene equivalent) equivalent) equivalent) equivalent) Template 2 Amount Lifecycle Fuel (tonnes) of (tonnes) Conversion Characteristic emissions Type of SAF supplier kerosene technology s and origin equivalent)
2022/03/10
Committee: TRAN
Amendment 6 #

2020/2070(INI)

Motion for a resolution
Citation 16 a (new)
- having regard to 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, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU, Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013,
2020/05/14
Committee: ITRE
Amendment 8 #

2020/2070(INI)

Motion for a resolution
Recital A
A. whereas buildings are responsible for approximately 40 % of energy consumption and 36 % of CO2 emissions in the EUthe cheapest energy is the one we do not have to generate, use and pay for, and the energy efficiency first principle should be streamlined into all legislation and processes; whereas buildings are responsible for approximately 40 % of energy consumption and 36 % of CO2 emissions in the EU and their deep renovation is hence crucial to achieve the EU’s 2050 net zero greenhouse gas emissions objective;
2020/05/14
Committee: ITRE
Amendment 9 #

2020/2070(INI)

Motion for a resolution
Recital A a (new)
Aa. whereas Integrated Renovation Programmes (IRPs) aim to be holistic, putting energy efficiency first, and to focus on the broader neighbourhood ecosystems, comprising of high energy reduction targets for individual buildings, and are based on best practice and understood as consisting of three main pillars: 1) Construction typology and building materials; i.e. requiring in-depth knowledge of age, use and construction method of buildings and the energy savings potential they represent, and a descriptions of the types of materials to be used throughout the course of a renovation, including their life-cycle impact; 2) Provision of and access to sustainable energy sources, namely on- site and nearby renewables, including district heating or cooling systems or using the thermal storage capacity of buildings, vehicle-to-X services and other flexibility options enabling sector integration; 3) Community/societal benefits, namely the integration of local communities into all energy renovation projects and programmes in order to tackle issues such as energy poverty, lack of technical and/or financial resources, information gaps; the implementation of this three-pillar approach ensures that as IRPs are devised and implemented, they will focus on the wider benefits that can be provided through energy renovations to people and communities such as energy efficiency, climate change resilience, industrial competitiveness, sustainability, social inclusion and accessibility;
2020/05/14
Committee: ITRE
Amendment 18 #

2020/2070(INI)

Motion for a resolution
Recital A b (new)
Ab. whereas the World Health Organisation (WHO) estimates that people spend approximately 90% of their time indoors in residential and non- residential buildings and that over half a million Europeans die prematurely every year because of poor indoor air quality 1j, and the importance of people’s healthy home has become central especially during the current COVID-19 crisis; __________________ 1j World Health Organisation 2018 "Over half a million premature deaths annually in the European Region attributable to household and ambient air pollution"
2020/05/14
Committee: ITRE
Amendment 25 #

2020/2070(INI)

Motion for a resolution
Recital A c (new)
Ac. whereas the European Parliament called "for the Energy Efficiency Directive (EED) and Energy Efficiency of Buildings Directive (EPBD) to be revised in line with the EU’s increased climate ambition, and for their implementation to be reinforced, through binding national targets, paying special attention to vulnerable citizens while also taking into account the need for economic predictability for the sectors concerned"1a; __________________ 1aEuropean Parliament resolution of 15 January 2020 on the European Green Deal (2019/2956(RSP)), paragraph 22
2020/05/14
Committee: ITRE
Amendment 49 #

2020/2070(INI)

Motion for a resolution
Paragraph 2
2. Demands that building policies be holistic and inclusive, include IRPs that integrate social services, mobility, industrial and energy functions of buildings, and enable on-site or nearby renewables production, and demand-side flexibility, as well as guarantee an adequate indoor environmental quality and using excess heat and cold from nearby industrial facilities, local transport systems, or canals, rivers and other waterways where sustainable, with the aim of achieving a highly energy efficient and decarbonised building stock;
2020/05/14
Committee: ITRE
Amendment 54 #

2020/2070(INI)

Motion for a resolution
Paragraph 2 a (new)
2a. Highlights the role that energy communities already play in bringing citizens together, informing and engaging them in starting their own renovations and/or generation of renewable energy, and calls on a comprehensive package of policy measures to scale up these approaches;
2020/05/14
Committee: ITRE
Amendment 62 #

2020/2070(INI)

Motion for a resolution
Paragraph 3 a (new)
3a. Notes the importance to implement measures to avoid segregation and carry out social impact analyses with IRPs, with an emphasis on gender-based and household-based analyses, with particular account taken of gender disparity in income and financial resources; highlights the need for statistical data broken down by gender and household types, as well as more research to ascertain exactly how housing policies can support individuals and groups in a vulnerable situation, with a special focus on women;
2020/05/14
Committee: ITRE
Amendment 68 #

2020/2070(INI)

Motion for a resolution
Paragraph 4
4. Highlights the success of one-stop- shops, for providing tailored information and advice to citizens, to aggregate projects and replicable models, inform about third party financing, coordinate and accompany renovations, as well as provide capacity building for municipalities, and the active involvement of local actors such as energy communities, consumer organisations and housing cooperatives;
2020/05/14
Committee: ITRE
Amendment 76 #

2020/2070(INI)

Motion for a resolution
Paragraph 5
5. Welcomes the European Green Deal proposal on platforms; stresses that they must be inclusive encompassing a broad range of stakeholders such as local authorities, communities, architects, engineers, craftsmen, construction industry representatives, trade unions, consumer, employer’s and women’s organisations, renewable energy producers, energy communities and cooperatives, NGOs, educational and financial institutions, social housing bodies, owners, residents and tenants associations and gain consensus on the basis of community needs;
2020/05/14
Committee: ITRE
Amendment 80 #

2020/2070(INI)

Motion for a resolution
Paragraph 5 a (new)
5a. Underlines that regional platforms should set measurable targets and work towards roadmaps and hold regular exchanges with existing EED, EPBD and RED 1b Concerted Action platforms, as well as existing agencies and bodies in the Member States to maximise their impact; __________________ 1bDirective (EU) 2018/2002 of 11 December 2018 amending Directive 2012/27/EU on energy efficiency; Directive (EU) 2018/844 of 30 May 2018 amending Directive 2010/31/EU on the energy performance of buildings and Directive 2012/27/EU on energy efficiency; Directive (EU) 2018/2001 of 11 December 2018 on the promotion of the use of energy from renewable source
2020/05/14
Committee: ITRE
Amendment 81 #

2020/2070(INI)

Motion for a resolution
Paragraph 5 b (new)
5b. Takes note of the New Leipzig Charter to be adopted during the German Presidency and shares the view that cities play a key role in dramatically reducing greenhouse gas emissions and enhancing energy efficiency; considers that renovation of buildings will contribute largely to these objectives while promoting just, green and productive cities through resilient neighbourhoods; calls on the German Presidency of the Council of the EU, the Commission and Member States to ensure that cities will be equipped with the necessary and directly accessible funding resources for renovation measures especially in the light of necessary economic recovery;
2020/05/14
Committee: ITRE
Amendment 87 #

2020/2070(INI)

Motion for a resolution
Paragraph 6 a (new)
6a. Calls on the Member States to empower their local administration to roll out IRPs at neighbourhood and community level, while putting citizens at centre stage and requiring local authorities to provide feedback on results achieved, as well as on best practices for future policy design to the national level;
2020/05/14
Committee: ITRE
Amendment 95 #

2020/2070(INI)

Motion for a resolution
Paragraph 7 a (new)
7a. Calls on Member States to consider limits on rent increases; calls on Member States and the Commission to introduce a regulatory framework to avoid renovictions by requiring an appropriate share of deeply renovated building floor area to be reserved for marginalised communities and those at risk of, or in energy poverty;
2020/05/14
Committee: ITRE
Amendment 96 #

2020/2070(INI)

Motion for a resolution
Paragraph 7 b (new)
7b. Calls on the Commission and Member States to regulate speculative ownership of rental property especially in European capital cities through its financial legislative framework;
2020/05/14
Committee: ITRE
Amendment 97 #

2020/2070(INI)

Motion for a resolution
Paragraph 7 c (new)
7c. Calls on the Commission to set up a support service for citizens led renovation projects, as well as to issue implementing guidelines to Member States regarding the notions of enabling framework and level playing field for energy communities introduced by the Electricity Market Directive and the Renewable Energy Directive 1c to ensure a successful implementation and to fully recognise the benefits of citizen energy projects; __________________ 1cDirective (EU) 2019/944 of 5 June 2019 on common rules for the internal market for electricity and amending Directive 2012/27/EU; Directive (EU) 2018/2001 of 11 December 2018 on the promotion of the use of energy from renewable source
2020/05/14
Committee: ITRE
Amendment 113 #

2020/2070(INI)

Motion for a resolution
Paragraph 9 a (new)
9a. Highlights that a clear and ambitious regulatory pathway to 2050 with adequate incentives and targets to achieve a highly energy efficient building stock, is a pre-condition for institutional investors to consider building renovations as sustainable long term investments;
2020/05/14
Committee: ITRE
Amendment 117 #

2020/2070(INI)

Motion for a resolution
Paragraph 9 b (new)
9b. Welcomes the Smart Finance for Smart Buildings initiative but regrets that it has not achieved its full potential, as its criteria are too complex and as blending with other funds and instruments remains a challenge for authorities and project developers;
2020/05/14
Committee: ITRE
Amendment 121 #

2020/2070(INI)

Motion for a resolution
Paragraph 10
10. Considers that more than EUR 75 billion a year in EU incentives is required to ensure an energy-efficienta European Building Renovation Fund supported by at least EUR 75 billion a year in EU incentives in addition to existing funds on European, national and regional level as well as private investment is required to ensure deep renovations towards a highly energy-efficient and decarbonised building stock by 2050;
2020/05/14
Committee: ITRE
Amendment 129 #

2020/2070(INI)

Motion for a resolution
Paragraph 10 a (new)
10a. Welcomes findings demonstrating that there is a price premium for highly energy efficient buildings1h , which ensures building owners have a return on investment; __________________ 1hHyland et al “The value of domestic building energy efficiency” (2013); Mangold et al “Socio-economic impact of renovation and retrofitting of the Gothenburg building stock” (2016)
2020/05/14
Committee: ITRE
Amendment 145 #

2020/2070(INI)

Motion for a resolution
Paragraph 12
12. Underlines the need to increase absorption rates of funds by removing barriers, especially through technical assistance; regrets that the size of projects under ELENA remains large, and that smaller projects and projects dealing with communities need further support and aggregation;
2020/05/14
Committee: ITRE
Amendment 149 #

2020/2070(INI)

Motion for a resolution
Paragraph 12 a (new)
12a. Considers the EU City Facility a potentially very powerful support mechanism for cities to develop IRPs, which should be continued and provide support also to smaller projects;
2020/05/14
Committee: ITRE
Amendment 152 #

2020/2070(INI)

Motion for a resolution
Paragraph 13
13. Considers that all IRPs should set aside funds for vulnerable and marginalised citizens; allowing them to benefit from adequate, healthy and energy efficient housing and be part of neighbourhood renovation programmes; asks for the development and sharing of best practices with innovative finance instruments such as on-built financing and schemes, including Energy Efficient Mortgages, EuroPACE loans and REnOnBill loans;
2020/05/14
Committee: ITRE
Amendment 158 #

2020/2070(INI)

Motion for a resolution
Paragraph 14
14. Acknowledges the role that new business models such as energy performance contracting, citizens led renovations, energy communities and energy service companies can play in renovations; underlines the need to link the funding intensity to the energy efficiency level achieved as required by the EPBD 1k and suggests adding a premium on energy plus buildings; urges the Commission to issue implementing guidelines on the relevant provisions within the Clean Energy for All Europeans package, notably to create an enabling framework by requiring regular consultations to understand market needs, blending of private and public funds, clear templates for contracts and specific procurement procedures with further clarifications on correctly accounting for building efficiency related public investments; __________________ 1kDirective (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 Directive 2012/27/EU on energy efficiency
2020/05/14
Committee: ITRE
Amendment 168 #

2020/2070(INI)

Motion for a resolution
Paragraph 15
15. Calls on the Commission to regularly revise energy efficiency targets upwards as required by the Energy Efficiency Directive 1l, propose binding minimum annual renovation rates for buildings and policy measures ensuring deep renovations creating financial triggers and investment stability; __________________ 1lDirective 2012/27/EU 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, Article 1, paragraph 2, point 6
2020/05/14
Committee: ITRE
Amendment 171 #

2020/2070(INI)

Motion for a resolution
Paragraph 15 a (new)
15a. Calls on European Institutions to ensure that the respective funds of the new multi-annual financial framework (MFF) prioritise dedicated amounts for energy efficiency and building renovations, with clear conditions and timeframes including technical assistance to ensure adequate absorption rates; highlights the importance of EU guarantees for investments, the blending of funding sources, as well as grant components to trigger residential energy efficiency renovations; calls on Member States to reserve dedicated amounts for energy efficiency in buildings in the respective Partnership Agreements signed with the European Commission;
2020/05/14
Committee: ITRE
Amendment 176 #

2020/2070(INI)

Motion for a resolution
Paragraph 15 b (new)
15b. Calls on the Commission to lift financial and non-financial barriers to higher absorption rates of regional funds set aside for integrated building renovation by 2021;
2020/05/14
Committee: ITRE
Amendment 180 #

2020/2070(INI)

Motion for a resolution
Paragraph 16 a (new)
16a. Calls on the Commission to study the feasibility of requiring Member States using ETS revenues for building renovations, including safeguarding mechanisms against fluctuations, and the feasibility of earmarking a portion of the auctioning revenue at EU level for a European Building Renovation Fund; calls on the latter to provide support for project developers throughout the project cycle and set a fixed grant proportion to make renovations attractive and affordable for citizens;
2020/05/14
Committee: ITRE
Amendment 182 #

2020/2070(INI)

Motion for a resolution
Paragraph 17
17. Calls on the Commission to revise EU State aid rules in order to foster IRPscreate an enabling framework for energy efficiency measures and to foster IRPs, including the installation or refurbishment of district heating systems through simplified procedures and adequate thresholds, as well as scrapping schemes for fossil fuel heating devices when replaced by individual or collective renewables based, or excess heating;
2020/05/14
Committee: ITRE
Amendment 190 #

2020/2070(INI)

Motion for a resolution
Paragraph 17 a (new)
17a. Calls on the Commission to study the feasibility of linking property transfer taxes to building energy performance in the framework of the Energy Tax Directive;
2020/05/14
Committee: ITRE
Amendment 201 #

2020/2070(INI)

Motion for a resolution
Paragraph 18
18. Highlights the need to decrease costs, speed up duration, effectivity, reliability and integration to increase IRPs through creating renovation markets, industrially produced, prefabricated elements, and to engage in serial and district renovation (including those integrating renewable energy generation capacity), and to engage in serial and district renovations; underlines the role of off-site prefabrication of components in acceleration, scale and cost effectiveness;
2020/05/14
Committee: ITRE
Amendment 207 #

2020/2070(INI)

Motion for a resolution
Paragraph 18 a (new)
18a. Notes that best practices on building renovations in different buildings segments exist in Member States that now need replication and being lifted up to bigger scale to achieve results;
2020/05/14
Committee: ITRE
Amendment 208 #

2020/2070(INI)

Motion for a resolution
Paragraph 18 b (new)
18b. Emphasises the need for innovation and IRPs; points to the Danish best practice concerning heat decarbonisation through community- owned district heating networks powered by solar heat, heat pumps and biomass; notes that plus-energy buildings can be constructed using heat pump technology in combination with ice storage and hybrid solar panels and highlights European leadership on building integrated photovoltaics; suggests that renewable energy technologies are recognised as key strategic value chain;
2020/05/14
Committee: ITRE
Amendment 210 #

2020/2070(INI)

Motion for a resolution
Paragraph 19
19. Underlines the importance of the energy efficiency first principle being streamlined into all policies and measures also in decarbonising heating and cooling, electrification of residual demand through renewable energy combined with heat pumps or efficient district heating systems, as well as in load management and flexibility; underlines the need to plan IRPs in order to achieve synergies for example concerning building accessibility, fire safety, mobility (including pre-cabling for electric vehicle charging), improving building’s climate resilience, including through creating green spaces, roofs and walls, that improve water management and help increase urban biodiversity;
2020/05/14
Committee: ITRE
Amendment 229 #

2020/2070(INI)

Motion for a resolution
Paragraph 20
20. Considers that energy-efficient buildings should be safe and sustainable; underlines the importance of embodied energy, sustainability in buildings, resource efficiency, and life-cycle approaches in line with the circular economy and the need for the Strategy on a Sustainable Built Environment taking a holistic and integrated approach;
2020/05/14
Committee: ITRE
Amendment 238 #

2020/2070(INI)

Motion for a resolution
Paragraph 20 a (new)
20a. Acknowledges the potential of certified wood as a sustainable building material and carbon sink in the limits of sustainable availability;
2020/05/14
Committee: ITRE
Amendment 243 #

2020/2070(INI)

Motion for a resolution
Paragraph 21
21. Calls on the Commission to further identify best practices for IRPs to also include historic and heritage buildings, while ensuring real savings through verification;
2020/05/14
Committee: ITRE
Amendment 245 #

2020/2070(INI)

Motion for a resolution
Paragraph 21 a (new)
21a. Underlines the need to ensure energy savings through verification by certified experts, as this will ensure high quality renovations, improved investment opportunities and higher cost effectiveness; 1i __________________ 1iEuropean Court of Auditors Special Report 28 April 2020: "Energy efficiency in buildings: greater focus on cost- effectiveness still needed"
2020/05/14
Committee: ITRE
Amendment 247 #

2020/2070(INI)

Motion for a resolution
Paragraph 22
22. Calls on the Member States to maximise the reuse, recycling, and recuperation of materials, including in their procurement strategies;, by increasing Green Public Procurement (GPP) 1m targets and through streamlining energy efficiency, environmental and social criteria for building renovations, while ensuring a level playing field in public tenders; __________________ 1mCommission Communication on Public procurement for a better environment (COM(2008)0400)
2020/05/14
Committee: ITRE
Amendment 256 #

2020/2070(INI)

Motion for a resolution
Paragraph 22 a (new)
22a. Calls on Member States to phase out fossil fuel based heating technologies as part of their national energy and climate plans (NECPs) by 2030;
2020/05/14
Committee: ITRE
Amendment 261 #

2020/2070(INI)

Motion for a resolution
Paragraph 23
23. Underlines the importance of co- benefits with renovation requirements at trigger points, as such requirements do not only lead to energy savings but also raise the property value and support to overcome barriers such as split incentives; highlights that minimum energy performance standards (MEPS) for worst- performing rented buildings especially benefit occupants that are in or at risk of energy poverty; and could help to lift up to 4 million citizens out of this situation1d ; __________________ 1dSWD (2016)414 accompanying the Proposal for a Directive of the European Parliament and of the Council amending Directive 2010/31/EU on the energy performance of buildings, p. 95-97
2020/05/14
Committee: ITRE
Amendment 264 #

2020/2070(INI)

Motion for a resolution
Paragraph 23 a (new)
23a. Underlines that progressively tightened MEPs help to operationalise long-term renovation strategies especially when correctly planned and phased-in, create investment security to the market, especially if accompanied by capacity building, tailored advice, technical assistance and financial support;
2020/05/14
Committee: ITRE
Amendment 281 #

2020/2070(INI)

Motion for a resolution
Paragraph 25 a (new)
25a. Calls on the Commission to support skills and innovation for IRPs through targeted Marie Skłodowska-Curie actions and the Erasmus+ Programme and to establish a Horizon Europe mission on the renovation of communities and neighbourhoods, as well as the EACE Agency to promote and implement a Strategic Skills Alliance for the construction sector aiming to design and deliver common training content to tackle existing skill gaps; equally calls on individuals, enterprises and organisations to make use of the Skills & Education Guarantee Pilot and similar schemes for training, upgrading skills and education in the renovation sectors;
2020/05/14
Committee: ITRE
Amendment 288 #

2020/2070(INI)

Motion for a resolution
Paragraph 26
26. Calls on the Commission to release in-depth impact assessments of building, occupier and tenure typologies by 2022 with a clear timeline for the introduction of MEPS for buildingsprogressively tightened-up MEPS;
2020/05/14
Committee: ITRE
Amendment 292 #

2020/2070(INI)

Motion for a resolution
Paragraph 26 a (new)
26a. Calls on the Commission and Member States to introduce mandatory digital Building Renovation Passports by 2025;
2020/05/14
Committee: ITRE
Amendment 293 #

2020/2070(INI)

Motion for a resolution
Paragraph 26 b (new)
26b. Calls for the upcoming revision of the Energy Efficiency Directive to include increased ambition in Articles 3, 5 and 18 and to develop a new approach to defining the building standards compliant with EU energy and climate targets when revising the Energy Performance of Buildings Directive 1e ; __________________ 1eDirective 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, Directive (EU) 2018/844 of 30 May 2018 amending Directive 2010/31/EU on the energy performance of buildings and Directive 2012/27/EU on energy efficiency
2020/05/14
Committee: ITRE
Amendment 294 #

2020/2070(INI)

Motion for a resolution
Paragraph 26 c (new)
26c. Calls on Commission to review the impact of the Energy Performance Certificates (EPC) across EU Member States and amend existing provisions to strengthen them; notes that reliability, consistency and comparability of EPCs across the EU should be improved so that EPCs can become a trusted market tool to assess performance and quality of buildings, especially for the financial sector1f ; __________________ 1f"Energy Performance Certificates across Europe - From design to implementation", Buildings Performance Institute Europe - BPIE
2020/05/14
Committee: ITRE
Amendment 303 #

2020/2070(INI)

Motion for a resolution
Paragraph 27 a (new)
27a. Highlights the benefits of smart homes, which are understood as those integrated into a wider digital energy eco- system comprised of renewable-powered buildings with smart appliances, home automation appliances, electric heat pumps, battery storage, charging stations for electric vehicles and smart meters among other digital technologies, which can enable integration and savings in various sectors of the economy;
2020/05/14
Committee: ITRE
Amendment 347 #

2020/2070(INI)

Motion for a resolution
Paragraph 32
32. Welcomes the Member States’ long-term renovation strategies (LTRSs) in setting out milestones towards the climate neutrality objective; confirms its dedication to closely follow implementation of this and all other provisions of the Energy Performance of Buildings Directive 1g and expects the Commission to use the implementation and enforcement tools at its disposal; __________________ 1gDirective (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 Directive 2012/27/EU on energy efficiency
2020/05/14
Committee: ITRE
Amendment 353 #

2020/2070(INI)

Motion for a resolution
Paragraph 32 a (new)
32a. Highlights that a highly energy efficient decarbonised building stock should be achieved through significantly reducing energy due to the implementation of strong and enabling energy efficiency policies, while covering residual needs with renewable energy in order to achieve the transition to a highly energy efficient, fully renewables based economy and ensure alignment with the objective of limiting global warming to under 1.5oC;
2020/05/14
Committee: ITRE
Amendment 360 #

2020/2070(INI)

Motion for a resolution
Paragraph 33 a (new)
33a. Concurs with the analysis that there are a large number of benefits that accompany energy efficiency renovations in buildings such as better learning, faster recuperation, and lifting people out of energy poverty; points to improved indoor and outdoor air quality, emission reductions, energy efficiency increase, improved thermal comfort, the reduction of import dependence and energy poverty; calls on a systematic inclusion of these benefits in IRPs and calls for a binding 45% energy efficiency target by 2030;
2020/05/14
Committee: ITRE
Amendment 372 #

2020/2070(INI)

Motion for a resolution
Paragraph 35
35. Calls on the Commission to assess the LTRSs and issue recommendations to the Member States, which should revise their LTRSs every 5 years in line with the UNFCC stock-taking cycle and its ratchet-up architecture, to make sure that the objective of an highly energy efficient and climate neutral building stock by 2050 is met;
2020/05/14
Committee: ITRE
Amendment 375 #

2020/2070(INI)

Motion for a resolution
Paragraph 35 a (new)
35a. Calls on Member States to embrace LTRSs as a tool to set out an economic stimulus and recovery path, requiring their ambitious, detailed and urgent finalisation; underlines the need to set milestones and objectives in line with EU climate objectives and to achieve a highly energy-efficient and decarbonised building stock by 2050; calls on Member States to define concrete actions to realise identified potentials for high-efficiency cogeneration and district heating;
2020/05/14
Committee: ITRE
Amendment 4 #

2020/2058(INI)

Draft opinion
Recital A
A. whereas in the field of transport, more than EUR 700 billion in investment is needed for the Trans-European Transport Network alone between now and 2030 and additional investments are required for the deployment of innovative strategies, charging infrastructure and fully renewables-based and sustainable alternative fuels;
2020/06/16
Committee: TRAN
Amendment 10 #

2020/2058(INI)

A a. whereas CO2 emissions from transport in the Union, including international aviation but excluding international shipping, were 28 % above 1990 levels in 2017, representing 27 % of total EU-28 greenhouse gas emissions, including international aviation and maritime emissions1a _________________ 1ahttps://www.eea.europa.eu/data-and- maps/indicators/transport-emissions-of- greenhouse-gases/transport-emissions-of- greenhouse-gases-12
2020/06/16
Committee: TRAN
Amendment 22 #

2020/2058(INI)

Draft opinion
Paragraph -1 (new)
-1. Believes the time is ripe for a more fundamental reshaping of EU transport financing with a view to establishing a net zero-emission transport sector by 2050 and guarantee full alignment with the Paris Agreement and the sustainable development goals;
2020/06/16
Committee: TRAN
Amendment 24 #

2020/2058(INI)

Draft opinion
Paragraph 1
1. Acknowledges the need for comprehensive actions to be taken in the transport sector to reduce specific emissions and sphase out emissions and achieve carbon neutrality. Stresses the need to strengthen support for research on and innovation in zero-emissions mobility solutions;
2020/06/16
Committee: TRAN
Amendment 48 #

2020/2058(INI)

Draft opinion
Paragraph 3
3. Points out that transport projecto be effective transport projects can but do not always require large-scale investment and therefore, that in order to attract investors, legal certainty and stable targets are crucial; stresses that the investments made so far must not be put at risk by shifting funding conditions unless these investments go against the ‘do no harm’ principle; and expects the SEIP to provide a realistic and future-proof support framework for investments; that is fully in line with the Paris agreement’s goal of keeping temperature increases to below 1.5 degrees Celsius;
2020/06/16
Committee: TRAN
Amendment 60 #

2020/2058(INI)

Draft opinion
Paragraph 4
4. Stresses that to ensure sufficient investment in sustainable transport infrastructure, it is essential that all relevant EU funds (the CEF, InvestEU, the European Structural and Investment Funds, etc.) and European Investment Bank lending are climate-proofed and tailored to the specific needs of the sector and that the Member States commit to proper funding;
2020/06/16
Committee: TRAN
Amendment 87 #

2020/2058(INI)

Draft opinion
Paragraph 6
6. Calls on the Commission to boost the use of InvestEU for transport and tourism. Reiterates that the provisional agreement on the regulation setting up the InvestEU Programme contains a general provision - applicable to all transport-related financing - ensuring that "Projects that are inconsistent with the achievement of the climate objectives shall not be eligible for support" and that financing and investment operations "shall be screened to determine if they have an environmental, climate or social impact and if so, shall be subject to climate, environmental and social sustainability proofing"
2020/06/16
Committee: TRAN
Amendment 88 #

2020/2058(INI)

Draft opinion
Paragraph 6 a (new)
6 a. Considers that cost-benefit analyses for transport projects must no longer be focussed on short-term economic analyses but on the comprehensive understanding of all short- and long-term external costs, guided by the recent study on externalities and cost internalisation commissioned by the Commission, which revealed that the overall size of transport external costs is estimated to be close to EUR 1 000 billion annually. 1a _________________ 1aStudy on Sustainable Transport Infrastructure Charging and Internalisation of Transport Externalities (https://ec.europa.eu/transport/themes/sus tainable-transport/internalisation- transport-external-costs_en).
2020/06/16
Committee: TRAN
Amendment 62 #

2020/0374(COD)

Proposal for a regulation
Recital 32
(32) To safeguard the fairness and contestability of core platform services provided by gatekeepers, it is necessary to provide in a clear and unambiguous manner for a set of harmonised obligations with regard to those services. Such rules are needed to address the risk of harmful effects of unfair practices imposed by gatekeepers, to the benefit of the business environment in the services concerned, to the benefit of users and ultimately to the benefit of society as a whole. Given the fast-moving and dynamic nature of digital markets, and the substantial economic power of gatekeepers, it is important that these obligations are effectively applied without being circumvented. To that end, the obligations in question should apply to any practices by a gatekeeper, irrespective of its form and irrespective of whether it is of a contractual, commercial, technical or any other nature, including through product design or by presenting end-user choices in a non-neutral manner, or by otherwise subverting or impairing user autonomy, decision-making, or choice via the structure, function or manner of operation of a user interface or a part thereof, insofar as a practice corresponds to the type of practice that is the subject of one of the obligations of this Regulation.
2021/06/02
Committee: TRAN
Amendment 66 #

2020/0374(COD)

Proposal for a regulation
Recital 37
(37) Because of their position, gatekeepers might in certain cases restrict the ability of business users of their online intermediation services to offer their goods or services to end users under more favourable conditions, including price, through other online intermediation servicedistribution channels. Such restrictions have a significant deterrent effect on the business users of gatekeepers in terms of their use of alternative online intermediation servicedistribution channels, limiting inter-platform contestability, which in turn limits choice of alternative online intermediation channels for end users. To ensure that business users of online intermediadistribution services of gatekeepers can freely choose alternative online intermediation services and differentiate the conditions under which they offer their products or services to their end users, it should not be accepted that gatekeepers limit business users from choosing to differentiate commercial conditions, including price. Such a restriction should apply to any measure with equivalent effect, such as for example increased commission rates or de- listing or less favourable ranking of the offers of business users.
2021/06/02
Committee: TRAN
Amendment 77 #

2020/0374(COD)

Proposal for a regulation
Recital 75
(75) In the context of proceedings carried out under this Regulation, the undertakings concerned should be accorded the right to be heard by the Commission and the decisions taken should be widely publicised. While ensuring the rights to good administration and the rights of defence of the undertakings concerned, in particular, the right of access to the file and the right to be heard, it is essential that confidential information be protected. Furthermore, while respecting the confidentiality of the information, the Commission should ensure that any information relied on for the purpose of the decision is disclosed to an extent that allows the addressee of the decision to understand the facts and considerations that led up to the decision. Finally, under certain conditions certain business records, such as communication between lawyers and their clients, may be considered confidential if the relevant conditions are met. Other parties with sufficient interest should also have a right to be heard. Parties that are directly affected by the obligations contained in Articles 5 and 6 should be considered to have sufficient interest. Consumer associations that apply to be heard shall be regarded as having a sufficient interest, where the proceedings concern products or services used by end users.
2021/06/02
Committee: TRAN
Amendment 81 #

2020/0374(COD)

Proposal for a regulation
Recital 77
(77) The advisory committee established in accordance with Regulation (EU) No 182//2011 should also deliver opinions on certain individual decisions of the Commission issued under this Regulation. The Commission should involve third parties in this committee, representing both affected business users and end- users, such as consumer rights organisations. In order to ensure contestable and fair markets in the digital sector across the Union where gatekeepers are present, the power to adopt acts in accordance with Article 290 of the Treaty should be delegated to the Commission to supplement this Regulation. In particular, delegated acts should be adopted in respect of the methodology for determining the quantitative thresholds for designation of gatekeepers under this Regulation and in respect of the update of the obligations laid down in this Regulation where, based on a market investigation the Commission has identified the need for updating the obligations addressing practices that limit the contestability of core platform services or are unfair. It is of particular importance that the Commission carries out appropriate consultations and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 201636 . 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. _________________ 36Interinstitutional 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).
2021/06/02
Committee: TRAN
Amendment 108 #

2020/0374(COD)

(b) allow business users to offer the same products or services to end users through third party online intermediation services or through their own direct sales channels at prices or conditions that are different from those offered through the online intermediation services of the gatekeeper;
2021/06/02
Committee: TRAN
Amendment 114 #

2020/0374(COD)

Proposal for a regulation
Article 5 – paragraph 1 – point e
(e) refrain from requiring business users or end users to use, offer or interoperate with an identification service of the gatekeeper in the context of services offered by the business users using the core platform services of that gatekeeper;
2021/06/02
Committee: TRAN
Amendment 131 #

2020/0374(COD)

Proposal for a regulation
Article 6 – paragraph 1 – point e
(e) refrain from technically restricting, or restricting in any other way, the ability of end users to switch between and subscribe to different software applications and services to be accessed using the operating system of the gatekeeper, including as regards the choice of Internet access provider for end users;
2021/06/02
Committee: TRAN
Amendment 146 #

2020/0374(COD)

Proposal for a regulation
Article 9 – paragraph 2 – point a
(a) public morality;deleted
2021/06/02
Committee: TRAN
Amendment 150 #

2020/0374(COD)

Proposal for a regulation
Article 10 – paragraph 2 – point a
(a) there is an imbalance of rights and obligations on business users and end users and the gatekeeper is obtaining an advantage from business users that is disproportionate to the service provided by the gatekeeper to business users; or
2021/06/02
Committee: TRAN
Amendment 151 #

2020/0374(COD)

Proposal for a regulation
Article 11 – paragraph 1
1. A gatekeeper shall ensure that the obligations of Articles 5 and 6 are fully and effectively complied with. While the obligations of Articles 5 and 6 apply in respect of core platform services designated pursuant to Article 3, their implementation shall not be undermined by any behaviour of the undertaking to which the gatekeeper belongs, regardless of whether this behaviour is of a contractual, commercial, technical or any other nature. The end-user’s rights or choices laid down in Articles 5 and 6 must be presented in a neutral manner and must not be undermined through product design or by impairing user autonomy, decision-making, or choice via the structure, function or manner of operation of a user interface or a part thereof.
2021/06/02
Committee: TRAN
Amendment 152 #

2020/0374(COD)

Proposal for a regulation
Article 11 – paragraph 3
3. A gatekeeper shall not degrade the conditions or quality of any of the core platform services provided to business users or end users who avail themselves of the rights or choices laid down in Articles 5 and 6, or make the exercise of those rights or choices unduly difficult. The end- user’s rights or choices laid down in Articles 5 and 6 must be presented in a neutral manner and must not be undermined through product design or by impairing user autonomy, decision- making, or choice via the structure, function or manner of operation of a user interface or a part thereof.
2021/06/02
Committee: TRAN
Amendment 173 #

2020/0374(COD)

Proposal for a regulation
Article 30 – paragraph 1 – point b – indent 1 (new)
- Before taking decisions under Article 1, the Commission may, if it deems it necessary, hear and grant applications from third parties where they demonstrate sufficient interest. Applications to be heard on the part of such third parties shall, where sufficient interest is demonstrated, be granted. Member State authorities may also ask the Commission to hear third parties with sufficient interest.
2021/06/02
Committee: TRAN
Amendment 174 #

2020/0374(COD)

Proposal for a regulation
Article 30 – paragraph 3
3. The Commission shall base its decisions only on objections on which gatekeepers, undertakings and associations of undertakings concerned and interested third parties have been able to comment.
2021/06/02
Committee: TRAN
Amendment 175 #

2020/0374(COD)

Proposal for a regulation
Article 30 – paragraph 4 – indent 1 (new)
- Other parties who can demonstrate sufficient interest shall be entitled to lodge complaints with regard to the non- designation of gatekeepers and non- compliance and systematic non- compliance by gatekeepers with their obligations under this Regulation.
2021/06/02
Committee: TRAN
Amendment 179 #

2020/0374(COD)

Proposal for a regulation
Article 33 a (new)
Article 33 a Amendment to Directive (EU) 2020/1818 1. In the Annex I to Directive (EU) 2020/1828 of the European Parliament and of the Council1a, the following point is added: ‘(67) Regulation (EU) 20XX/XXXX of the European Parliament and of the Council of DD MMM YYYY on contestable and fair markets in the digital sector.’ _________________ 1aDirective (EU) 2020/1828 of the European Parliament and of the Council of 25 November 2020 on representative actions for the protection of the collective interests of consumers and repealing Directive 2009/22/EC
2021/06/02
Committee: TRAN
Amendment 61 #

2020/0360(COD)

Proposal for a regulation
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. Energy infrastructures remain in place for decades, it is therefore essential that they are future-proof and do not result in stranded assets. 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 based on renewable sources and the decarbonisation of the gas sector. The TEN-E policy canshould ensure that the Union energy infrastructure development supports the required energy transition to climate neutrality including through climate proofing and prioritising of projects that are in line with the energy efficiency first principle.
2021/04/30
Committee: REGI
Amendment 68 #

2020/0360(COD)

Proposal for a regulation
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. Therefore, the natural gas infrastructure no longer needs support through the TEN-E policy. The planning of energy infrastructure should reflect this changing gas landscape. _________________ 27 SWD(2020) 176 final
2021/04/30
Committee: REGI
Amendment 73 #

2020/0360(COD)

Proposal for a regulation
Recital 13
(13) The Commission’s communication on energy system integration underlines the need for integrated energy infrastructure planning across energy carriers, infrastructures, and consumption sectors. Such system integration starts from the point of departure of applying the energy efficiency first principle and taking a holistic approach beyond individual sectors. It also addresses the decarbonisation needs of the hard to abate sectors, such as parts of industry or certain modes of transport, where direct electrification is, currently, technically or economically challenging. Such investments include hydrogen and electrolysers, which are progressing towards commercial large-scale deployment. The Commission’s Hydrogen Strategy gives priority to hydrogen production from additional renewable electricity, which is the cleanest solution and is most compatible with the EU climate neutrality objective. In a transitional phase however, other forms of low-carbon hydrogen are needed to more rapidly replace existing hydrogen and kick-start an economy of scale.
2021/04/30
Committee: REGI
Amendment 79 #

2020/0360(COD)

Proposal for a regulation
Recital 15
(15) Moreover, a new infrastructure category should be created for smart gas grids to support investments which integrate renewable and low carbon gases such as biogas, biomethane, and hydrogen, in the network and help manage a resulting more complex system, building on innovative digital technologies.deleted
2021/04/30
Committee: REGI
Amendment 84 #

2020/0360(COD)

Proposal for a regulation
Recital 16
(16) Regulation (EU) No 347/2013 requires a candidate project of common interest to prove a significant contribution to at least one criterion from a set of criteria in the process for the elaboration of the Union list, which may, but does not need to, include sustainability. That requirement, in line with the specific needs of the internal energy market at the time, enabled development of projects of common interest which addressed only security of supply risks even if they did not demonstrate benefits in terms of sustainability. However, given the evolution of the Union infrastructure needs and the decarbonisation goals, the Conclusions of the 2020 July European Council, according to which “Union expenditure should be consistent with Paris Agreement objectives and the "do no harm" principle of the European Green Deal, sustainability in terms of the integration of renewable energy sources into the grid or the reduction of greenhouse gas emissions, as relevant, should be assessed in order to ensure that TEN-E policy is coherent with energy and climate policy objectives of the Union. The sustainability of CO2 transport networks is addressed by their purpose to transport carbon dioxide.
2021/04/30
Committee: REGI
Amendment 93 #

2020/0360(COD)

Proposal for a regulation
Recital 20
(20) The Union-wide ten-year network development plan process as basis for the identification of projects of common interest in the categories of electricity and gas has proven to be effective. However, while the European Network of Transmission System Operators for Electricity and for Gas (ENTSOs) and transmission system operators have an important role to play in the process, more transparency and scrutiny is required, in particular as regards defining the scenarios for the future, identifying long-term infrastructure gaps and bottlenecks and assessing individual projects, to enhance trust in the process. Therefore, due to the need for independent validation and expertise, the Agency for the Cooperation of Energy Regulators (‘the Agency’) and the Commission should have an increased role in the process, including in the process for drawing up the Union-wide ten-year network development plan pursuant to Regulation (EU) 2019/943 of the European Parliament and of the Council31 and Regulation (EC) No 715/2009 of the European Parliament and of the Council32 . _________________ 31Regulation (EU) 2019/943 of the European Parliament and of the Council of 5 June 2019 on the internal market for electricity (OJ L 158, 14.6.2019, p. 54). 32Regulation (EC) No 715/2009 of the European Parliament and of the Council of 13 July 2009 on conditions for access to the natural gas transmission networks and repealing Regulation (EC) No 1775/2005 (OJ L 211, 14.8.2009, p. 36).
2021/04/30
Committee: REGI
Amendment 94 #

2020/0360(COD)

Proposal for a regulation
Recital 23
(23) Following close consultations with all Member States and stakeholders, the Commission has identified 13 strategic trans-European energy infrastructure priorities, the implementation of which is essential for the achievement of the Union’s 2030 and 2050 energy and climate policy targets. Those priorities cover different geographic regions or thematic areas in the field of electricity transmission and storage, offshore grids for renewable energy, hydrogen transmission and storage, electrolysers, smart gas grids, smart electricity grids, and carbon dioxide transportelectricity grids.
2021/04/30
Committee: REGI
Amendment 97 #

2020/0360(COD)

Proposal for a regulation
Recital 25
(25) Regional groups should be established for the purpose of proposing and reviewing projects of common interest, leading to the establishment of regional lists of projects of common interest for each energy infrastructure category. In order to ensure broad consensus, those regional groups should ensure close cooperation between Member States, national regulatory authorities, project promoters and relevant stakeholders, and each regional group should therefore set up a committee to monitor the work conducted by the regional group. This committee should be involved at all stages of implementation of this regulation. In the context of that cooperation, national regulatory authorities should, where necessary, advise the regional groups, inter alia on the feasibility of the regulatory aspects of proposed projects and on the feasibility of the proposed timetable for regulatory approval. The regional groups should strive for utmost transparency and accountability.
2021/04/30
Committee: REGI
Amendment 98 #

2020/0360(COD)

Proposal for a regulation
Recital 25 a (new)
(25 a) In order to increase efficiency and pan-European integration the cooperation between the regional groups should be strengthened and further encouraged. The Commission plays an important role to facilitate this cooperation also in view of addressing possible impacts of projects on other regional groups.
2021/04/30
Committee: REGI
Amendment 100 #

2020/0360(COD)

Proposal for a regulation
Recital 26
(26) AFor each energy infrastructure category, a new Union list of project of common interest (‘Union list’) should be established every two years. Projects of common interest that are completed or that no longer fulfil the relevant criteria and requirements as set out in this Regulation should not appear on the next Union list. For that reason, existing projects of common interest that are to be included in the next Union list should be subject to the same selection process for the establishment of regional lists and for the establishment of the Union list applied to proposed projects. However the resulting administrative burden should be reduced as much as possible, for example by using to the extent possible information submitted previously, and by taking account of the annual reports of the project promoters. To that end, existing projects of common interest that have made significant progress should benefit from a streamlined inclusion process in the Union-wide ten-year network development plan.
2021/04/30
Committee: REGI
Amendment 109 #

2020/0360(COD)

Proposal for a regulation
Recital 46
(46) Projects of common interest should be eligible to receive Union financial assistance for studies and, under certain conditions, for works pursuant to Regulation (EU)… [on a Connecting Europe Facility as proposed by COM(2018)438] in the form of grants or in the form of innovative financial instruments to ensure that tailor-made support can be provided to those projects of common interest which are not viable under the existing regulatory framework and market conditions. It is important to avoid any distortion of competition, in particular between projects contributing to the achievement of the same Union priority corridor. Such financial assistance should ensure the necessary synergies with the Structural Funds, in order to finance smart energy distribution networks and with the Union renewable energy financing mechanism pursuant to Commission Implementing Regulation (EU) 2020/129441 . A three-step logic should apply to investments in projects of common interest. First, the market should have the priority to invest. Second, if investments are not made by the market, regulatory solutions should be explored, if necessary the relevant regulatory framework should be adjusted, and the correct application of the relevant regulatory framework should be ensured. Third, where the first two steps are not sufficient to deliver the necessary investments in projects of common interest, it should be possible to grant Union financial assistance where the project of common interest fulfils the applicable eligibility criteria. Union financial assistance should be made available to stakeholders for their empowerment in the form of grants for capacity building, skilling and training. Projects of common interest may also be eligible under the InvestEU programme, which is complementary to grant financing. _________________ 41Commission Implementing Regulation (EU) 2020/1294 of 15 September 2020 on the Union renewable energy financing mechanism (OJ L 303, 17.9.2020, p. 1).
2021/04/30
Committee: REGI
Amendment 111 #

2020/0360(COD)

Proposal for a regulation
Recital 50 – indent 2
— to amend annexes to this Regulation so as to adopt and review for each energy infrastructure category the Union list of projects of common interest, while respecting the right of the Member States and third countries to approve projects of common interest or projects of mutual interest related to their territory.
2021/04/30
Committee: REGI
Amendment 112 #

2020/0360(COD)

Proposal for a regulation
Recital 50 – point 1
Taking into account the need to ensure the achievement of the objectives of this Regulation, in view of the number of project on Union lists so far, the total number of projects of common interest should remain manageable, and therefore should not significantly exceed 220. The Commission, when preparing and drawing up delegated acts, should ensure the simultaneous, timely and appropriate transmission of relevant documents to the European Parliament and to the Council. Where they consider this necessary, the European Parliament and the Council may each send experts to meetings of the Commission expert groups dealing with the preparation of delegated acts to which Member States' experts are invited. The discussions in the regional groups are instrumental for the Commission to adopt the delegated acts establishing the lists of projects of common interest. Therefore, it is appropriate, to the extent possible and compatible with the framework of this Regulation, that the European Parliament and Council are informed about and may send experts to the meetings of regional groups in line with the 2016 Interinstitutional Agreement on Better Law Making44 . _________________ 44OJ L 123, 12.5.2016, p. 1–14. Interinstitutional Agreement between the European Parliament, the Council of the European Union and the European Commission on Better Law-Making.
2021/04/30
Committee: REGI
Amendment 116 #

2020/0360(COD)

Proposal for a regulation
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, and carbon dioxide set out in Annex II (‘energy infrastructure categories’);
2021/04/30
Committee: REGI
Amendment 127 #

2020/0360(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 9
(9) ‘smart gas grid’ means a gas network that makes use of innovative digital solutions to integrate in a cost efficient manner a plurality of low-carbon and renewable gas sources in accordance with consumers’ needs and gas quality requirements in order to reduce the carbon footprint of the related gas consumption, enable an increased share of renewable and low-carbon gases, and create links with other energy carriers and sectors;deleted
2021/04/30
Committee: REGI
Amendment 139 #

2020/0360(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 16
(16) 'climate adaptationproofing’ is a process that ensures that the resilienco prevent infrastructure from being vulnerable to the potential adverse impacts of climate change of energy infrastructure is ensured through a climate vulnerability and risk assessment, including through relevant adaptation measureslong-term climate impacts whilst ensuring that the ‘energy efficiency first’ principle is respected and that the level of greenhouse gas emissions arising from the project is consistent with the climate neutrality objective in 2050.
2021/04/30
Committee: REGI
Amendment 140 #

2020/0360(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 16 a (new)
(16 a) ‘energy efficiency first’ means taking utmost account in energy planning, and in policy and investment decisions, of alternative cost-efficient energy efficiency measures to make energy demand and energy supply more efficient, in particular by means of cost- effective end-use energy savings, demand response initiatives and more efficient conversion, transmission and distribution of energy, whilst still achieving the objectives of those decisions.
2021/04/30
Committee: REGI
Amendment 147 #

2020/0360(COD)

Proposal for a regulation
Article 3 – paragraph 1 a (new)
1 a. Each Group shall set up a committee to monitor the work conducted by the Group (‘energy infrastructure committee’) within three months of the date of establishing the Group.The energy infrastructure committee shall be involved in the preparation, implementation, monitoring and evaluation of the projects. The energy infrastructure committee shall be consulted before decisions are taken by the decision-making body of the Group as referred to in paragraph 1.
2021/04/30
Committee: REGI
Amendment 148 #

2020/0360(COD)

Proposal for a regulation
Article 3 – paragraph 2
2. Each Group shall adopt its own rules of procedure, having regard to the provisions set out in Annex III, which shall also include rules regarding the prevention of any conflict of interest and the application of the principle of transparency.
2021/04/30
Committee: REGI
Amendment 149 #

2020/0360(COD)

Proposal for a regulation
Article 3 – paragraph 2 a (new)
2 a. Groups shall cooperate with each other, where appropriate, and the Commission shall ensure and facilitate cooperation in particular when projects have an impact on other Groups.
2021/04/30
Committee: REGI
Amendment 150 #

2020/0360(COD)

Proposal for a regulation
Article 3 – paragraph 3 – introductory part
3. The decision-making body of each Group shall adopt, after prior consultation of the energy infrastructure committee, shall adopt for each energy infrastructure category as set out in Annex II a regional list of proposed projects of common interest drawn up in accordance with the process set out in Section 2 of Annex III, the contribution of each project to implementing the energy infrastructure priority corridors and areas and their fulfilment of the criteria set out in Article 4.
2021/04/30
Committee: REGI
Amendment 152 #

2020/0360(COD)

Proposal for a regulation
Article 3 – paragraph 3 – subparagraph 1 – point b a (new)
(b a) it shall make public its methodology, including the criteria and weighting used to rank projects for its draft and final regional lists which clearly demonstrate coherence with the energy efficiency first principle.
2021/04/30
Committee: REGI
Amendment 154 #

2020/0360(COD)

Proposal for a regulation
Article 3 – paragraph 4 – introductory part
4. The Commission shall be empowered to adopt delegated acts in accordance with Article 20 of this Regulation amending annexes to this Regulation in order to establish for each energy infrastructure category as set out in Annex II the Union list of projects of common interest (‘Union list’), subject to the second paragraph of Article 172 of the Treaty on the Functioning of the European Union.
2021/04/30
Committee: REGI
Amendment 156 #

2020/0360(COD)

Proposal for a regulation
Article 3 – paragraph 5 – point b
(b) ensure cross-regional coordination and consistency, taking into account the opinion of the Agency for the Cooperation of Energy Regulator (‘the Agency’) as referred to in point (12) of Section 2 of Annex III;
2021/04/30
Committee: REGI
Amendment 157 #

2020/0360(COD)

Proposal for a regulation
Article 3 – paragraph 5 – point d a (new)
(d a) ensure that the projects have been ranked in accordance with the energy efficiency first principle.
2021/04/30
Committee: REGI
Amendment 188 #

2020/0360(COD)

Proposal for a regulation
Article 4 – paragraph 3 – point c
(c) for carbon dioxide transport projects falling under the energy infrastructure categories set out in point (5) of Annex II, the project is to contribute significantly to all of the following specific criteria: (i) avoid carbon dioxide emissions while maintaining security of energy supply; (ii) increase the resilience and security of carbon dioxide transport; (iii) efficient use of resources, by enabling the connection of multiple carbon dioxide sources and storage sites via common infrastructure and minimising environmental burden and risks.deleted
2021/04/30
Committee: REGI
Amendment 201 #

2020/0360(COD)

Proposal for a regulation
Article 4 – paragraph 3 – point f
(f) for smart gas grid projects falling under the energy infrastructure category set out in point (2) of Annex II, the project is to contribute significantly to sustainability by enabling and facilitating the integration of renewable and low- carbon gases, such as biomethane, or renewable hydrogen, into the gas distribution and transmission networks in order to reduce greenhouse gas emissions. Furthermore, the project is to contribute significantly to at least one of the following specific criteria: (i) network security and quality of supply by improving the efficiency and interoperability of gas transmission and distribution in day-to-day network operation by, among others, addressing challenges resulting from the injection of gases of different qualities through the deployment of innovative technologies and cybersecurity; (ii) market functioning and customer services; (iii) facilitating smart energy sector integration through the creation of links to other energy carriers and sectors and enabling demand response.deleted
2021/04/30
Committee: REGI
Amendment 221 #

2020/0360(COD)

Proposal for a regulation
Article 4 – paragraph 5 – subparagraph 1 – point a
(a) the urgency of each proposed project in order to meet the Union energy policy targets of decarbonisation, market integration, competition, sustainability and security of supply, and the principle of energy efficiency first;
2021/04/30
Committee: REGI
Amendment 223 #

2020/0360(COD)

Proposal for a regulation
Article 4 – paragraph 5 – subparagraph 2
As regards smart electricity grids and smart gas grids projects falling under the energy infrastructure category set out in points (1)(d) and point (2) of Annex II, ranking shall be carried out for those projects that affect the same two Member States, and due consideration shall also be given to the number of users affected by the project, the annual energy consumption and the share of generation from non- dispatchable resources in the area covered by those users.
2021/04/30
Committee: REGI
Amendment 228 #

2020/0360(COD)

Proposal for a regulation
Article 5 – paragraph 1 – point a
(a) feasibility and design studies including, as regards, climate adaptationproofing and compliance with environmental legislation and with the principle of energy efficiency first and of “do no significant harm”;
2021/04/30
Committee: REGI
Amendment 233 #

2020/0360(COD)

Proposal for a regulation
Article 5 – paragraph 4 – subparagraph 1 – point a
(a) the progress achieved in the development, construction and commissioning of the project, in particular with regard to permit granting and consultation procedures as well as compliance with environmental legislation, with the principle that the project “does not do significant harm” to the environment, and climate adaptation measures taken as identified in the climate proofing process;
2021/04/30
Committee: REGI
Amendment 240 #

2020/0360(COD)

Proposal for a regulation
Article 10 – paragraph 1 – point a – paragraph 1
The pre-application procedure shall include the preparation of any environmental reports by the project promoters, as necessary, including the climate adaptationproofing documentation.
2021/04/30
Committee: REGI
Amendment 248 #

2020/0360(COD)

Proposal for a regulation
Article 11 – paragraph 1 – subparagraph 2
Prior to submitting their respective methodologies, the ENTSO for Electricity and the ENTSO for Gas shall conduct an extensive consultation process involving the energy infrastructure committees of the Groups and at least the organisations representing all relevant stakeholders, including the entity of distribution system operators in the Union (‘EU DSO entity’), all relevant hydrogen stakeholders and, where it is deemed appropriate the national regulatory authorities and other national authorities.
2021/04/30
Committee: REGI
Amendment 271 #

2020/0360(COD)

Proposal for a regulation
Article 12 – paragraph 3
3. The ENTSO for Electricity and ENTSO for Gas shall invite the energy infrastructure committees of the Groups and the organisations representing all relevant stakeholders, including the Union DSO entity and all relevant hydrogen stakeholders, to participate in the scenarios development process.
2021/04/30
Committee: REGI
Amendment 280 #

2020/0360(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 2
Prior to submitting their respective reports, the ENTSO for Electricity and the ENTSO for Gas shall conduct an extensive consultation process involving the energy infrastructure committees of the Groups and all relevant stakeholders, including the Union DSO entity, all relevant hydrogen stakeholders and all the Member States representatives part of the priority corridors defined in Annex I.
2021/04/30
Committee: REGI
Amendment 308 #

2020/0360(COD)

Proposal for a regulation
Article 18 – paragraph 5 a (new)
5 a. Support for empowerment of stakeholders in view of fulfilling their role in the energy infrastructure committee as referred to in paragraph 1a of Article 3 shall be eligible for Union financial assistance in the form of grants for capacity building, skilling and training.
2021/04/30
Committee: REGI
Amendment 327 #

2020/0360(COD)

Proposal for a regulation
Annex I – Part 4 – point 12
(12) Cross-border carbon dioxide network: development of carbon dioxide transport infrastructure between Member States and with neighbouring third countries in view of the deployment of carbon dioxide capture and storage. Member States concerned: all;deleted
2021/04/30
Committee: REGI
Amendment 329 #

2020/0360(COD)

Proposal for a regulation
Annex I – Part 4 – point 13
(13) Smart gas grids: Adoption of smart gas grid technologies across the Union to efficiently integrate a plurality of renewable and low-carbon gas sources into the gas network, support the uptake of innovative solutions for network management and facilitating smart energy sector integration and demand response. Member States concerned: all.deleted
2021/04/30
Committee: REGI
Amendment 339 #

2020/0360(COD)

Proposal for a regulation
Annex II – paragraph 1 – point 2
(2) concerning smart gas grids: (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: 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.deleted
2021/04/30
Committee: REGI
Amendment 362 #

2020/0360(COD)

Proposal for a regulation
Annex II – paragraph 1 – point 5
(5) concerning carbon dioxide: (a) dedicated pipelines, other than upstream pipeline network, used to transport carbon dioxide from more than one source, i.e. industrial installations (including power plants) that produce carbon dioxide gas from combustion or other chemical reactions involving fossil or non-fossil carbon-containing compounds, for the purpose of permanent geological storage of carbon dioxide pursuant to Directive 2009/31/EC of the European Parliament and of the Council61 ; (b) facilities for liquefaction and buffer storage of carbon dioxide in view of its further transportation. This does not include infrastructure within a geological formation used for the permanent geological storage of carbon dioxide pursuant to Directive 2009/31/EC and associated surface and injection facilities; (c) any equipment or installation essential for the system in question to operate properly, securely and efficiently, including protection, monitoring and control systems. _________________ 61 OJ L 140, 5.6.2009, p. 114.deleted
2021/04/30
Committee: REGI
Amendment 367 #

2020/0360(COD)

(1) with regard to energy infrastructure falling under the competency of national regulatory authorities, each Group shall be composed of representatives of the Member States, including from regional and local level, national regulatory authorities, TSOs, as well as the Commission, the Agency and the ENTSO for Electricity or the ENTSO for Gas, as relevant.
2021/04/30
Committee: REGI
Amendment 368 #

2020/0360(COD)

Proposal for a regulation
Annex III – Part 1 – point 1 – paragraph 1
For the other energy infrastructure categories, each Group shall be composed of the representatives of the Member States, including from regional and local level, project promoters concerned by each of the relevant priorities designated in Annex I and the Commission.
2021/04/30
Committee: REGI
Amendment 370 #

2020/0360(COD)

Proposal for a regulation
Annex III – Part 1 – point 2
(2) depending on the number of candidate projects for the Union list, regional infrastructure gaps and market developments, the Groups and the decision-making bodies of the Groups may split, merge or meet in different configurations, as necessary, to discuss matters common to all Groups or pertaining solely to particular regions. Such matters may include issues relevant to cross-regional coordination and consistency or the number of proposed projects included on the draft regional lists at risk of becoming unmanageable.
2021/04/30
Committee: REGI
Amendment 371 #

2020/0360(COD)

Proposal for a regulation
Annex III – Part 1 – point 5
(5) each Group shall invite, as appropriate, the organisations representing relevant stakeholders — and, where deemed appropriate, directly the stakeholders— including producers, distribution system operators, suppliers, consumers and organisations for environmental protection. The Group may organise hearings or consultations, where relevant for the accomplishments of its tasks. set up a committee for monitoring of the work conducted by the Group (‘energy infrastructure committee’). The energy infrastructure committee shall be invited to meetings of the Group regularly and at least once per year. Meeting documents shall be made available to the energy infrastructure committee at least 10 working days prior to the meeting. Members of the energy infrastructure committee may take the floor during the meeting. The energy infrastructure committee shall be composed of the organisations representing relevant stakeholders — and, where deemed appropriate, directly the stakeholders— including producers, distribution system operators, suppliers, consumers and organisations for environmental protection, civil society organisations and of relevant researchers and independent scientists. The energy infrastructure committee shall seek for covering different territorial levels including European, national, cross- border, regional or local. The energy infrastructure committee shall be independent from the Group, and it shall have an observatory role.Conflict of interest shall be excluded. The Group may organise hearings and shall consult the energy infrastructure committee for the accomplishments of its tasks including for establishing regional lists for each energy infrastructure category. The Group shall provide financial and administrative support to the energy infrastructure committee in order to facilitate the committee’s work.
2021/04/30
Committee: REGI
Amendment 375 #

2020/0360(COD)

Proposal for a regulation
Annex III – Part 2 – point 6
(6) proposed carbon dioxide transport projects falling under the category set out in point (5) of Annex II shall be presented as part of a plan, developed by at least two Member States, for the development of cross-border carbon dioxide transport and storage infrastructure, to be presented by the Member States concerned or entities designated by those Member States to the Commission.deleted
2021/04/30
Committee: REGI
Amendment 378 #

2020/0360(COD)

Proposal for a regulation
Annex III – Part 2 – point 11
(11) the Group shall meet to examine and rank the proposed projects based on a transparent assessment of the projects, using the criteria set out in Article 4 and taking into account the assessment of the regulators, the input from the energy infrastructure committee or the assessment of the Commission for projects not falling within the competency of national regulatory authorities.
2021/04/30
Committee: REGI
Amendment 389 #

2020/0360(COD)

Proposal for a regulation
Annex IV – point 1 – point g
(g) for smart gas grids, a project involves transmission system operators, transmission and distribution system operators or distribution system operators from at least two Member States. Distribution system operators can be involved only with the support of the transmission system operators, of at least two Member States, that are closely associated to the project and ensure interoperability.deleted
2021/04/30
Committee: REGI
Amendment 395 #

2020/0360(COD)

Proposal for a regulation
Annex IV – point 2 – point c
(c) for projects of mutual interest in the category set out in point (5) of Annex II, the project can be used to transport anthropogenic carbon dioxide by at least two Member States and a third country.deleted
2021/04/30
Committee: REGI
Amendment 400 #

2020/0360(COD)

Proposal for a regulation
Annex IV – point 6
(6) concerning smart gas grid projects falling under the category set out in point (2) of Annex II, the criteria listed in Article 4 shall be evaluated as follows: (a) level of sustainability measured by assessing the share of renewable and low- carbon gases integrated into the gas network, the related greenhouse gas emission savings towards total system decarbonisation and the adequate detection of leakage. (b) quality and security of supply measured by assessing the ratio of reliably available gas supply and peak demand, the share of imports replaced by local renewable and low-carbon gases, the stability of system operation, the duration and frequency of interruptions per customer. (c) facilitation of smart energy sector integration measured by assessing the cost savings enabled in connected energy sectors and systems, such as the heat and power system, transport and industry.deleted
2021/04/30
Committee: REGI
Amendment 28 #

2020/0006(COD)

Proposal for a regulation
Recital 2
(2) The transition to a climate-neutral and circular economy constitutes one of the most important policy objectivesregulatory framework governing the Union’s cohesion policy for the Union. On 12 December 2019, the European Council endorsed the objective of achieving a climate-neutral Union by 2050, in line with the objectives of the Paris Agreement. While fighting climate change and environmental degradation will benefit all in the long term and provides opportunities and challenges for aperiod from 2021 to 2027, in the context of the next multi-annual financial framework, contributes to the fulfilment of the Union’s commitments to implement the Paris Agreement to limit global temperature increase to below 1.5°C and the United Nations Sustainable Development Goals by concentrating Union funding on green objectives as well inas the medium term, not all regions and Member States start their transiEuropean Pillar of Social Rights. This Regulation implements one of the priorities set out in the Communication fromon the same point or have the same capacity to respond. Some are more advanced than others, whereas the transition entails a wider social and economic impact for those regions that rely heavily on fossil fuels - especially coal, lignite, peat and oil shale - or greenhouse gas intensive industries. Such a situation not only creates the risk of a variable speed transition in the Union as regards climate action, but also of growing disparities between regions, detrimental to the objectives of social, economic and territorial cohesionEuropean Green Deal (‘the European Green Deal’)11 and is part of the Sustainable Europe Investment Plan12 providing dedicated financing under the Just Transition Mechanism in the context of cohesion policy to address the economic and social challenges of the transition to a climate-neutral fully renewables-based, highly resource- and energy-efficient and circular economy as early as possible and by 2050 at the very latest, and to support and accompany European regions and people with social, labour market and economic support.
2020/06/17
Committee: TRAN
Amendment 31 #

2020/0006(COD)

(3) In order to be successful, the transition has to be fairinclusive and socially acceptable for all, reduce inequalities and leave no one behind. Therefore, both the Union and the Member States must take into account its economic and social implications from the outset, and deploy all possible instruments to mitigate adverse consequencesas well as the different regional and local actors should take into account its social, labour market and economic implications from the outset, and deploy all possible instruments to mitigate adverse consequences and enhance the positive ones, such as the creation of new, decent and sustainable jobs or the improvement of air quality. The Union budget has an important role in that regard.
2020/06/17
Committee: TRAN
Amendment 37 #

2020/0006(COD)

Proposal for a regulation
Recital 5
(5) This Regulation establishes the Just Transition Fund (‘JTF’) which is one of the pillars of the Just Transition Mechanism implemented under cohesion policy. The aim of the JTF is not only to mitigate the adverse effects of the climate transition by supporting the most affected territories andut also to create and enhance the future positive effects by supporting the most affected territories as well as the people living there and in particular the workers concerned. In line with the JTF specific objective, actions supported by the JTF should directly contribute to alleviate the impact of the transition by financing the diversification and modernisation of thfacilitating and catalysing the transition by creating new sustainable employment opportunities, by mitigating adverse lsocial economysequences and by mitigatfinancing the negative repercussions on employment. diversification, sustainability and modernisation of the local economy. This is reflected in the JTF specific objective, which is established at the same level and listed together with the policy objectives set out in Article [4] of Regulation EU [new CPR].
2020/06/17
Committee: TRAN
Amendment 39 #

2020/0006(COD)

(6) In view of the importance of tackling climate change in line with the Union’s commitments to implement the Paris Agreement, the commitment regarding the United Nations Sustainable Development Goals and the increased ambition of the Union as proposed in the European Green Deal, the JTF should provide a key contribution to mainstream climate actions. Resources from the JTF own envelope are additional and come on top of the investments needed to achieve the overall target of 250% of the Union budget expenditure contributing to climate objectives. Resources transferred from the ERDF and ESF+ will contribute fully to the achievement of this target.
2020/06/17
Committee: TRAN
Amendment 49 #

2020/0006(COD)

Proposal for a regulation
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, and high modal shares of greenhouse gas intensive transport, which need to be phased out or which need to adapt due to the transition towards climate neutrality and that lack the financial means 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.
2020/06/17
Committee: TRAN
Amendment 55 #

2020/0006(COD)

Proposal for a regulation
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 economies and are sustainable in the long- term, taking into accountfully aligning with all the objectives of the Green Deal and the Paris climate deal objective of limiting global temperature rise to 1.5 degrees C. 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, gas, oil 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, while fostering the modal shift in transport, leading to significant emission reduction, in line with the EU 2030 climate objectives and EU climate neutrality by 205013 at the latest 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.
2020/06/17
Committee: TRAN
Amendment 62 #

2020/0006(COD)

Proposal for a regulation
Recital 11
(11) To protect citizensgroups of people who are the most vulnerable tolikely to require support to achieve 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 jobseekerspaying particular attention to the most vulnerable people as defined in the [ESF+ regulation], with the aim of helping them to adapt to new employment opportunities, and achieving gender balance across sectors, as well as providing active labour market and skills policies targeted towards future oriented sectors and employment, assistance to those affected by the transition, and personalised job-search assistance to all categories of jobseekers and ensuring equal access to all groups of people without discrimination and their active inclusion into the labour market.
2020/06/17
Committee: TRAN
Amendment 67 #

2020/0006(COD)

Proposal for a regulation
Recital 11 a (new)
(11a) The Member States and the Commission should ensure that the implementation of the priorities financed by the JTF also contributes to the promotion of equality between women and men in accordance with Article 8 TFEU. Evaluations have shown the importance of taking the gender equality objectives into account in all dimensions and in all stages of the preparation, monitoring, implementation and evaluation of operational programmes, in a timely and consistent manner while ensuring that specific actions are taken to promote gender equality, the economic independence of women, education and skills upgrading and the reintegration of female victims of violence into the labour market and into society.
2020/06/17
Committee: TRAN
Amendment 68 #

2020/0006(COD)

Proposal for a regulation
Recital 12
(12) In order to enhance the economic diversification of territories impacted bywhich require additional support to achieve the transition, the JTF should provide support to productive investment inwith job creation potential in green and sustainable SMEs. Productive investment should be understood as investment in fixed capital or immaterial assets of enterprises in view of producing goods and services thereby contributing to gross-capital formation and green, decent and sustainable 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 and if they support the overarching goal of the JTF which is to accelerate the transition to a climate- resilient, circular economy, by creating or supporting the adaptation of 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 ifprovided that 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 ifprovided that they result in the protection of a significant number of decent and sustainable jobs. Any such investment should be justified accordingly in the relevant territorial just transition plan, should be sustainable and should be consistent with the energy efficiency first principle as well as excluding any investments in fossil fuel infrastructure from the scope of the JTF. 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).
2020/06/17
Committee: TRAN
Amendment 75 #

2020/0006(COD)

Proposal for a regulation
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 should 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. Companies benefiting from JFT support should present operational transition plans including but not limited to promoting and actively supporting sustainable mobility within the company.
2020/06/17
Committee: TRAN
Amendment 90 #

2020/0006(COD)

Proposal for a regulation
Article 1 – paragraph 1
1. This Regulation establishes the Just Transition Fund (‘JTF’) to provide support to territories facing serious socio- economic challenges deriving from the transition process towards a climate- neutral economy of the Union by 2050he groups of people and the territories which require additional support to make the transition to a fully renewables-based , highly resource- and energy-efficient, circular and climate-neutral economy of the Union by 2050 and turn the challenges into opportunities, particularly in terms of the creation of new decent and sustainable green jobs and the up- and re- skilling of the workers, education and training to promote a new economic model which provides prosperity and well- being to all within the planetary boundaries.
2020/06/17
Committee: TRAN
Amendment 97 #

2020/0006(COD)

Proposal for a regulation
Article 3 – paragraph 1
1. The JTF shall support the Investment for jobs and growth goal in all Member States, respecting and supporting the overarching objectives of the European Green Deal, and in particular the Union-wide climate-neutrality objective as defined in the European Climate Law, in order to tackle climate and environmental challenges while ensuring a just transition that leaves no- one behind.
2020/06/17
Committee: TRAN
Amendment 117 #

2020/0006(COD)

Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point d
(d) investments in the deployment of technology and infrastructures for affordable clean energy and sustainable mobility, in greenhouse gas emission reduction, energy efficiency and renewable energy;
2020/06/17
Committee: TRAN
Amendment 127 #

2020/0006(COD)

Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point f
(f) investments in regeneration and decontamination of sites, land restoration and repurposing projects;, including but not limited to the creation of biodiversity hubs, benefiting sustainable tourism.
2020/06/17
Committee: TRAN
Amendment 152 #

2020/0006(COD)

Additionally, the JTF may support, in areas designated as assisted areas in accordance with points (a) and (c) of Article 107(3) of theTFEU and in compliance with Union State aid rules as set out in Articles 107 and 108 TFEU, 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) and have undergone an additional check for compliance with the European Social Pillar of Rights. Such investments shall only be eligible where they are necessary for the implementation of the territorial just transition plan, shall be sustainable and shall not increase or maintain dependency on fossil fuels.
2020/06/17
Committee: TRAN
Amendment 153 #

2020/0006(COD)

Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 3
The JTF may also support investments to achieve the reduction of greenhouse gas emissions from activities listed in Annex I to Directive 2003/87/EC of the European Parliament and of the Council provided that such investments have been approved as part of the territorial just transition plan based on the information required under point (i) of Article 7(2). Such investments shall only be eligible where they are necessary for the implementation of the territorial just transition plan, shall be sustainable and shall not increase or maintain dependency on fossil fuels.
2020/06/17
Committee: TRAN
Amendment 156 #

2020/0006(COD)

Proposal for a regulation
Article 5 – paragraph 1 – point a
(a) the decommissioning or, the construction of nuclear power stationsr lifetime extension of or any other form of investment in nuclear power stations, as well as the management or storage of nuclear waste;
2020/06/17
Committee: TRAN
Amendment 157 #

2020/0006(COD)

Proposal for a regulation
Article 5 – paragraph 1 – point b a (new)
(ba) industrial activities whose finished products or their use are incompatible with the objective of carbon neutrality
2020/06/17
Committee: TRAN
Amendment 158 #

2020/0006(COD)

Proposal for a regulation
Article 5 – paragraph 1 – point b b (new)
(bb) No Union funding shall be provided for activities relating to the scheduling of new fossil fuel extraction or peat production, including the re-opening of temporarily decommissioned extraction facilities in the NUTS 2 region in which the territory falls, during the duration of the programme.
2020/06/17
Committee: TRAN
Amendment 165 #

2020/0006(COD)

Proposal for a regulation
Article 5 – paragraph 1 – point d
(d) investment directly or indirectly related to the production, processing, distribution, storage or combustion of fossil fuels; or other fuels whose positive net climate impact has not been sufficiently and scientifically demonstrated at the time of the funding request.
2020/06/17
Committee: TRAN
Amendment 172 #

2020/0006(COD)

Proposal for a regulation
Article 5 – paragraph 1 – point e a (new)
(ea) projects that are inconsistent with the achievement of the climate objectives
2020/06/17
Committee: TRAN
Amendment 184 #

2020/0006(COD)

Proposal for a regulation
Article 7 – paragraph 1
1. Member States shall prepare, in full compliance with the partnership principle together with the relevant authorities of the territories concerned as well as local actors, 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. Those territories shall be those most negatively affected based on the economic, labour market 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).
2020/06/17
Committee: TRAN
Amendment 188 #

2020/0006(COD)

Proposal for a regulation
Article 7 – paragraph 2 – point a
(a) a description of the transition process at national level towards a climate- neutral economy by 2050, including a timelineclear date for the phase-out of all fossil fuels as well as a pre-2030 date for the phase-out of coal, and a precise timeline including 2030 milestones for key transition steps which are consistent with the latest version of the National Energy and Climate Plan (‘NECP’); and the need to fully decarbonise transport.
2020/06/17
Committee: TRAN
Amendment 193 #

2020/0006(COD)

Proposal for a regulation
Article 7 – paragraph 2 – point c
(c) an assessment of the transition challenges faced by the most negatively affected territories, including the social, labour market, economic, and environmental impact of the transition to aand the co-benefits, in particular in terms of health and well- being, of the transition to a fully renewables-based, highly energy- and resource-efficient, circular and climate- neutral economy, identifying the potential number of affected jobs and job losses as well as potential job creation, other social consequences, the development needs and objectives, to be reached by 2030 linked to the transformation orition to net zero emissions, the transition from fossil fuel use or to the closure of greenhouse gas-intensive activities in those territories;
2020/06/17
Committee: TRAN
Amendment 200 #

2020/0006(COD)

Proposal for a regulation
Article 7 – paragraph 2 – point d
(d) a description of the expected contribution of the JTF support to addressing the social, labour market, economic and environmental impacts of the transition to achallenges and opportunities of the transition to a fully renewables-based, highly resource- and energy-efficient, circular and climate- neutral economy; with a detailed list of actions planned;
2020/06/17
Committee: TRAN
Amendment 202 #

2020/0006(COD)

Proposal for a regulation
Article 7 – paragraph 2 – point e
(e) an assessment of its consistency with other national, regional or territorial strategies and plans; as well as the related Union strategies (the European Green Deal and the European Pillar of Social Rights) as well as the United Nations Sustainable Development Goal
2020/06/17
Committee: TRAN
Amendment 203 #

2020/0006(COD)

Proposal for a regulation
Article 7 – paragraph 2 – point e a (new)
(ea) a detailed list of the different partners and stakeholders consulted representing people living in the territory concerned, in particular workers, of the region concerned;
2020/06/17
Committee: TRAN
Amendment 213 #

2020/0006(COD)

Proposal for a regulation
Article 7 – paragraph 4 – subparagraph 1 a (new)
The territorial just transition plans shall exclude any public investment in fossil fuel infrastructure and shall offer an opportunity to further strengthen local economies and short economic routes
2020/06/17
Committee: TRAN
Amendment 79 #

2019/2187(INI)

Motion for a resolution
Recital F a (new)
Fa. whereas energy poverty is a persistent scourge, affecting more than 50 million of people in the EU21a and whereas COVID 19 is deepening the crisis with confinement leading to soaring energy consumptions and bills but also with a large number of workers who have lost their jobs or part of their income as a consequence ; whereas lower-income households also pay more for energy; __________________ 21aCommission communication of 11 December 2019 on The European Green Deal (COM(2019)0640), p. 9.
2020/09/09
Committee: EMPL
Amendment 86 #

2019/2187(INI)

Motion for a resolution
Recital F b (new)
Fb. whereas the renovation wave must play an important role in achieving energy saving, reducing costs and energy consumption and therefore helping alleviate energy poverty and improve comfort, sanitary and living conditions for all;
2020/09/09
Committee: EMPL
Amendment 164 #

2019/2187(INI)

Motion for a resolution
Paragraph 3 a (new)
3a. Calls on the EU and Member States to apply circular principles at building and product level with mandatory green criteria when considering options for renovation to favour construction products from low- carbon, sustainable and non-toxic materials that are also easy to repair and reuse and foster the fast transition to renewable sources of energy for heating and cooling;
2020/09/09
Committee: EMPL
Amendment 1 #

2017/0237(COD)

Council position
Recital 37
(37) However, a railway undertaking should not be obliged to pay compensation if it can prove that the delay was caused by extraordinary circumstances such as extreme weather conditions or major natural disasters endangering the safe operation of the service. Any such event should have the character of an exceptional natural catastrophe, as distinct from normal seasonal weather conditions such as autumnal storms or regularly-occurring urban flooding caused by tides or snowmelt. In addition, a railway undertaking should not be obliged to pay compensation if it can prove that the delay was caused by a major public health crisis, such as a pandemic. Furthermore, where the delay is caused by the passenger or by certain acts of third parties, the railway undertaking should not be obliged to provide compensation for the delay. Railway undertakings should prove that they could neither foresee nor avoid such events, nor could they prevent the delay, even if all reasonable measures had been taken, including appropriate preventive maintenance of their rolling stock. Strikes by the personnel of the railway undertaking, and actions or omissions by other railway operators using the same infrastructure, infrastructure manager or station manager should not affect the liability for delays. The circumstances in which railway undertakings are not obliged to pay compensation should be objectively justified. Where a communication or a document of the railway infrastructure manager, a public authority or other body independent from the railway undertakings, indicating the circumstances on which the railway undertaking relies in order to be exempt from the obligation to pay compensation, is available to railway undertakings, they should bring such communications or documents to the attention of passengers and, where relevant, to that of the authorities concerned.deleted
2021/03/02
Committee: TRAN
Amendment 2 #

2017/0237(COD)

Council position
Article 9 – paragraph 3 a (new)
3 a. Railway undertakings in cooperation with station managers and infrastructure managers shall indicate in timetables information about accessible train connections and stations.
2021/03/02
Committee: TRAN
Amendment 3 #

2017/0237(COD)

Council position
Article 12 – paragraph 1 – subparagraph 1
For the purpose of the first subparagraph the term ‘sole railway undertaking’ shall also include all railway undertakings which are eieither have at least half of their whollyshares owned by the same owner or which are wholly-owned subsidiary undertakings of one of the railway undertakings involved.
2021/03/02
Committee: TRAN
Amendment 4 #

2017/0237(COD)

Council position
Article 18 – paragraph 3 – subparagraph 1
Where the available re-routing options are not communicated to the passenger within 1060 minutes from the scheduled departure time of the delayed or cancelled service or the missed connection, the passenger shall be entitled to conclude such a contract with other providers of public transport services by rail, coach or bus. The railway undertaking shall reimburse the passenger for the necessary, appropriate and reasonable costs that he or she incurs.
2021/03/02
Committee: TRAN
Amendment 5 #

2017/0237(COD)

Council position
Article 19 – paragraph 1 – point a
(a) 250 % of the ticket price for a delay of 60 to 1190 minutes;
2021/03/02
Committee: TRAN
Amendment 6 #

2017/0237(COD)

Council position
Article 19 – paragraph 1 – point b
(b) 750 % of the ticket price for a delay of 9120 minutes or more.
2021/03/02
Committee: TRAN
Amendment 7 #

2017/0237(COD)

Council position
Article 19 – paragraph 10
10. A railway undertaking shall not be obliged to pay compensation if it can prove that the delay, missed connection or cancellation was caused directly by, or was inherently linked with: (a) extraordinary circumstances not connected with the operation of the railway, such as extreme weather conditions, major natural disasters or major public health crises, which the railway undertaking, in spite of having taken the care required in the particular circumstances of the case, was unable to avoid and the consequences of which it was unable to prevent; (b) fault on the part of the passenger; or (c) the behaviour of a third party which the railway undertaking, in spite of having taken the care required in the particular circumstances of the case, was unable to avoid and the consequences of which it was unable to prevent, such as persons on the track, cable theft, on-board emergencies, law enforcement activities, sabotage or terrorism. Strikes by the personnel of the railway undertaking, acts or omissions by another undertaking using the same railway infrastructure and acts or omissions of the infrastructure and station managers are not covered by the exemption referred to in point (c) of the first subparagraph.deleted
2021/03/02
Committee: TRAN
Amendment 8 #

2017/0237(COD)

Council position
Article 24 – paragraph 1 – point a – introductory part
(a) assistance in stations shall be provided during times rail services operate on condition that the railway undertaking, the station manager, the ticket vendor or the tour operator with which the ticket was purchased, or the Single Point of Contact referred to in point (f), where applicable, is notified of the passenger’s need for such assistance at least 124 hours before the assistance is needed. A single notification per journey shall be sufficientIn stations where daily traffic exceeds 10 000 passengers per day, no pre-notification is needed, however, the person in need of assistance shall be at the respective station at least 30 minutes before the departure of the train. In stations where daily traffic is between 2 000 and 10 000 passengers per day, the notification shall be reduced to maximum three hours. Such notifications shall be forwarded to all other railway undertakings and station managers involved in the person’s journey.;
2021/03/02
Committee: TRAN
Amendment 9 #

2017/0237(COD)

Council position
Article 24 – paragraph 1 – point a – paragraph 2
Where a ticket or season ticket permits multiple journeys, one notification shall be sufficient provided that adequate information on the timing of subsequent journeys is provided, and in any case at least 24 hours before the first time the assistance is needed. The passenger or his/her representative shall make all reasonable efforts to inform of any annulation of such subsequent journeys at least 12 hours in advance.
2021/03/02
Committee: TRAN
Amendment 10 #

2017/0237(COD)

Council position
Article 24 – paragraph 1 – point a – paragraph 3
Member States may allow the 24-hour period for notifications referred to in the first, second and third subparagraphs to be extended up to 36 hours, but not beyond 30 June 2026. In such cases, Member States shall notify the Commission of that permission and provide information on the measures taken or envisaged to reduce the period;deleted
2021/03/02
Committee: TRAN