BETA

1735 Amendments of Barbara THALER

Amendment 1 #

2023/2019(INI)

Motion for a resolution
Recital C
C. whereas Parliament requested that the Commission carefully assess the possible inclusion of electronically supplied services whose main feature is the provision of access to and use of copyright protected works or other protected subject matter into the scope of the Geo-blocking Regulation; whereas the Commission report on the first short-term review of the Geo-blocking Regulation stated that, as regards audiovisual content, a European consumer has on average access to only 14% of the films available online in the EU279a. The number of consumers trying to access audiovisual content offered in other Member States are rising steadily. Therefore, the Commission would engage in dialogue with stakeholders with a view to fostering the circulation of quality content across the EU; whereas this dialogue is included as Action 7 in the Media and Audiovisual Action Plan9 ; __________________ 9a COM(2020) 766 final 9 COM(2020)0784.
2023/07/13
Committee: IMCO
Amendment 71 #

2023/2019(INI)

Motion for a resolution
Paragraph 11
11. Recommends a broader and more detailed analysis to address concerns regarding the selective distribution and exclusive rights agreements that undermine the right of passive sale and competition in online and offline products and services distribution channels, with a particular focus on the possibility of cross-border passive sales for online services giving access to copyright-protected content, with the aim to facilitate cross-border access to audiovisual content and thus, provide a wider choice of content across Europe;
2023/07/13
Committee: IMCO
Amendment 111 #

2023/2019(INI)

Motion for a resolution
Paragraph 16
16. Believes that the Portability Regulation12 delivered substantial benefits to consumers who expect to receive continued access to their services when they are temporarily present in another Member State; welcomescalls on the Commission’s ongoing to present concrete solutions as outcome of the stakeholder dialogue on access to and the availability of audiovisual content across the EU, with the aim of diversifying audiovisual content available online; emphasises that further actions are needed to meet consumers expectations concerning the cross-catalogue availability of and cross-border access to sports events via streaming services; calls, therefore, on the Commission and, the Member States and the audiovisual industry to carefully assess all options that willand to commit towards reduceing the unjustified and discriminatory geo- blocking barriers for access to audiovisual services and sports events, while taking into account the potential impact on diversity and the available financing of the creative sector; reminds the Commission to present Parliament with the outcome of its stakeholder dialogue on possibly extending the scope of the Geo-blocking Regulation to audiovisual content; __________________ 12 Regulation (EU) 2017/1128 of 14 June 2017 on cross-border portability of online content services in the internal market, OJ L 168, 30.6.2017, p.1.
2023/07/13
Committee: IMCO
Amendment 31 #

2023/0323(COD)

Proposal for a regulation
Recital 4
(4) Although jJudicial claims related to late payment are already facilitated by Regulations (EC) No 805/200436 , (EC) No 1896/200637 , (EC) No 861/200738 and (EU) No 1215/201239 of the European Parliament and of the Council, in order to discourage late payment in commercial transactions it is necessary to lay down complementary provisions. The procedures introduced there are used differently in the Member States. The European order for payment procedure in particular is not used in the same way in all Member States, with the duration of the procedure varying greatly39a. However, greater use of these instruments would allow companies to obtain their compensation more quickly. The European procedures referred above are not sufficiently well known among businesses, citizens, professionals and courts. For this reason, it is necessary to make the procedures more effective and better known. By shortening the respective deadlines and introducing electronic processing, the procedures will become more attractive. The Member States are also required to ensure compliance with the maximum duration of the procedure. __________________ 36 Regulation (EC) No 805/2004 of the European Parliament and of the Council of 21 April 2004 creating a European Enforcement Order for uncontested claims (OJ L 143, 30.04.2004, p. 15) 37 Regulation (EC) No 1896/2006 of the European Parliament and of the Council of 12 December 2006 creating a European order for payment procedure (OJ L 399, 30.12.2006, p. 1). 38 Regulation (EC) No 861/2007 of the European Parliament and of the Council of 11 July 2007 establishing a European Small Claims Procedure (OJ L 199, 31.7.2007, p. 1). 39 Regulation (EU) No 1215/2012 of the European Parliament and of the Council of 12 December 2012 on jurisdiction and the recognition and enforcement of judgments in civil and commercial matters (OJ L 351, 20.12.2012, p. 1). 39a Report from the Commission on the application of Regulation (EC) No 1896/2006 of the European Parliament and of the Council creating a European order for payment procedure
2023/12/18
Committee: IMCO
Amendment 33 #

2023/0323(COD)

Proposal for a regulation
Recital 8
(8) Provisions should be laid down to prevent late payments in commercial transactions, consisting in the delivery of goods or supply of services for remuneration, irrespective of whether they are carried out between undertakings or between undertakings and contracting authorities/entities, where the latter are the debtor, given these contracting authorities/entities handle a considerable. As the contracting authorities/awarding bodies process a considerable volume of payments to undertakings and since a significant amount of late payments has been experienced over the last years, it is necessary to set a mandatory payment period of 30 calendar days for these transactions. A longer payment period is often required between undertakings. Therefore, in B2B transactions, the payment period may not exceed 60 calendar days after receipt of the invoice. Due to the special features of the financing model in some sectors, it is nevertheless necessary to agree even longer payment periods. This applies in particular to seasonal goods and slow motion products. Taking into account the circumstances of an individual case, it should therefore be possible to agree longer payment periods in individual contracts. Such an agreement must be made expressly and may not be imposed unilaterally as general terms and conditions. Furthermore, the agreement must not be grossly unfair with regard to the interests of the creditor. It is already assumed that there is no gross inequity if the debtor is a small or medium-sized enterprise. Gross unfairness exists if the deviation from the standard period of 60 days occurs without an objective reason and violume of payments to undertakingates the principles of good faith and honesty. This is presumed to be the case if a payment period of more than 120 days has been agreed upon. The presumption can be rebutted in individual cases.
2023/12/18
Committee: IMCO
Amendment 64 #

2023/0323(COD)

Proposal for a regulation
Recital 17
(17) It should not be possible for the creditor to waive its right to obtain interests for late payments, as interests for late payments have a double function: to offset part of the damage suffered by the creditor, because of the delay, and to sanction the debtor for the breach of contract. To facilitate receipt of interest and compensation in case of late payment by the creditor, the right for the creditor to obtain them should be automatic, except when the payment delay is not due to the debtor’s fault.deleted
2023/12/18
Committee: IMCO
Amendment 95 #

2023/0323(COD)

Proposal for a regulation
Recital 32
(32) To provide sufficient time for all relevant actors to put in place the arrangements needed to comply with this Regulation, its application should be deferred. HowevIn order, to ensure better protectlegal certainty, the provisions of the creditors, commercial transactions that are to be paid after the date of entry into force of this Regulation, shall be subject to its provisions, even if the relevant contract was signed before its date of applicationis Regulation apply to transactions signed after its entry into force. In the case of long-term obligations, the provisions of this Regulation already apply to transactions concluded before the entry into force of this Regulation for the part of the remuneration to be paid after its entry into force. The relevant date is the date of receipt of the invoice.
2023/12/18
Committee: IMCO
Amendment 107 #

2023/0323(COD)

Proposal for a regulation
Article 1 – paragraph 4
4. With the exception of Article 3(1), this Regulation shall not affect the provisions laid down in Directive (EU) 2019/633.deleted
2023/12/18
Committee: IMCO
Amendment 119 #

2023/0323(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 2
(2) ‘public authority’ means any contracting authority, as defined in Article 6(1) of Directive 2014/23/EU, Article 2(1), point (1), of Directive 2014/24/EU or in Article 3(1) of Directive 2014/25/EU, regardless of the subject or value of the contract;
2023/12/18
Committee: IMCO
Amendment 157 #

2023/0323(COD)

Proposal for a regulation
Article 3 – paragraph 1
1. Between public authorities and undertakings the payment period shall not exceed 30 calendar days. In commercial transactions, the payment period shall not exceed 360 calendar days, from the date of the receipt of the invoice or an equivalent request for payment by the debtor, provided that the debtor has received the goods or services. This period shall apply both to the transactions between undertakings and between public authorities and undertakings. The same payment period shall also apply to the supply of non- perishable agricultural and food products on a regular and non-regular basis as referred to in Articles 3(1)(a), point (i), second indent and 3(1)(a), point (ii), second indent of Directive (EU) 2019/633, unless Member States provide for a shorter payment period for such productsAn agreement between undertakings whereby the payment period is fixed at more than 60 calendar days after receipt of the invoice is only valid, if it has been expressly agreed and is not grossly unfair with regard to the interests of the creditor. Fairness is presumed if the debtor is a small or medium-sized enterprise.
2023/12/18
Committee: IMCO
Amendment 174 #

2023/0323(COD)

Proposal for a regulation
Article 3 – paragraph 2
2. A procedure of acceptance or verification may be exceptionally provided for in national law only where strictly necessary dueGross unfairness exists if the deviation from the standard period of 60 days occurs without an objective reason and violates the principles of good faith and honesty. This is presumed to be the specific nature of the gocase if a payment periods or services. In that case, the contract shall describe the details of the procedure of acceptance or verification, including its durationf more than 120 days has been agreed. The presumption can be rebutted in individual cases.
2023/12/18
Committee: IMCO
Amendment 179 #

2023/0323(COD)

Proposal for a regulation
Article 3 – paragraph 3
3. Where the contract provides for a procedure of acceptance or verification, in accordance with paragraph 2, the maximum duration of that procedure shall not exceed 360 calendar days from the date of receipt of the goods or services by the debtor, even if such goods or services are supplied prior to the issuance of the invoice or an equivalent request for payment. In this case, the debtor shall initiate the procedure for acceptance or verification immediately upon reception from the creditor of the goods and/or the services that are the object of the commercial transaction. The payment period shall not exceed 360 calendar days after such procedure has taken place. An agreement between undertakings whereby the payment period is fixed at more than 60 calendar days after receipt of the invoice is only valid, if it has been expressly agreed and is not grossly unreasonable with regard to the interests of the creditor. Fairness is presumed if the debtor is a small or medium-sized enterprise.
2023/12/18
Committee: IMCO
Amendment 199 #

2023/0323(COD)

Proposal for a regulation
Article 3 – paragraph 4 a (new)
4a. The provisions on refusal of payment in the event of non-conforming goods or services shall remain unaffected.
2023/12/18
Committee: IMCO
Amendment 206 #

2023/0323(COD)

Proposal for a regulation
Article 4
Article 4 Payments to subcontractors in public procurement 1. For public works contracts falling within the scope of Directives 2014/23/EU, 2014/24/EU, 2014/25/EU, and 2009/81/EC56 of the European Parliament and of the Council, contractors shall provide evidence to contracting authorities or contracting entities within the meaning of those Directives that, where applicable, they have paid their direct subcontractors involved in the execution of the contract within the deadlines and under the conditions set out in this Regulation. The evidence may take the form of a written declaration by the contractor and shall be provided by the contractor to the contracting authority or contracting entity prior to, or at the latest together with, any request for payment. 2. Where the contracting authority or contracting entity has not received the evidence as provided for in paragraph 1 or has information of a late payment by the main contractor to its direct subcontractors, the contracting authority or contracting entity shall notify the enforcement authority of its Member State thereof without delay. __________________ 56 Directive 2009/81/EC of the European Parliament and of the Council of 13 July 2009 on the coordination of procedures for the award of certain works contracts, supply contracts and service contracts by contracting authorities or entities in the fields of defence and security, and amending Directives 2004/17/EC and 2004/18/EC.deleted
2023/12/18
Committee: IMCO
Amendment 229 #

2023/0323(COD)

Proposal for a regulation
Article 5 – paragraph 1
1. In case of late payment, the debtor shall be liable to pay interest for late payment, except where the debtor is not responsible for the payment delay.
2023/12/15
Committee: IMCO
Amendment 238 #

2023/0323(COD)

Proposal for a regulation
Article 5 – paragraph 3
3. It shall not be possible for the creditor to waive its right to obtain interest for late payment.deleted
2023/12/15
Committee: IMCO
Amendment 246 #

2023/0323(COD)

Proposal for a regulation
Article 5 – paragraph 6 – introductory part
6. WIf the re the conditions set out inquirements of paragraph 2 are satisfiedmet, interest for late payment shall start accruing from the last one ofon arrears shall commence on the day following the following events:
2023/12/15
Committee: IMCO
Amendment 261 #

2023/0323(COD)

Proposal for a regulation
Article 8 – paragraph 3
3. It shall not be possible for the creditor to waive its right to obtain the flat fee compensation laid down in paragraph 1.deleted
2023/12/15
Committee: IMCO
Amendment 268 #

2023/0323(COD)

Proposal for a regulation
Article 9 – paragraph 1 – introductory part
1. The following contractual terms and practices shall be null and void:
2023/12/15
Committee: IMCO
Amendment 271 #

2023/0323(COD)

Proposal for a regulation
Article 9 – paragraph 1 – point d
(d) intentionally delaying or preventing the moment of sending the invoice.deleted
2023/12/15
Committee: IMCO
Amendment 281 #

2023/0323(COD)

Proposal for a regulation
Article 9 – paragraph 2
2. Member States shall ensure that adequate and effective means exist to end the contractual terms and practices referred to in paragraph 1practices like intentionally delaying or preventing the moment of sending the invoice.
2023/12/15
Committee: IMCO
Amendment 298 #

2023/0323(COD)

Proposal for a regulation
Article 12 – paragraph 1
1. Creditors shall obtain an enforceable title, including through an expedited procedure and irrespective of the amount of debt, within 930 calendar days of the lodging of the action or application at the court or other competent authority, provided that the debt and the procedure are not disputed.
2023/12/15
Committee: IMCO
Amendment 301 #

2023/0323(COD)

Proposal for a regulation
Article 12 – paragraph 3
3. This Article shall be without prejudice to the provisions of Regulation (EC) 1896/2006 and Regulation (EC) No 861/2007.
2023/12/15
Committee: IMCO
Amendment 302 #

2023/0323(COD)

Proposal for a regulation
Article 13
Article 13 Enforcement authorities 1. Each Member State shall designate one or more authorities responsible for the enforcement of this Regulation (‘enforcement authority’). 2. Where appropriate, enforcement authorities shall take measures necessary to ensure that the deadlines for payments are complied with. 3. Enforcement authorities shall cooperate effectively with each other and with the Commission and shall provide each other with mutual assistance in investigations that have a cross-border dimension. 4. Enforcement authorities shall coordinate their activities with other authorities responsible for enforcing other Union or national legislation including through exchange of information obligations. 5. Enforcement authorities shall forward the complaints received regarding late payments in the agricultural and food sector to the competent enforcement authorities under Directive (EU) 2019/633.deleted
2023/12/15
Committee: IMCO
Amendment 340 #

2023/0323(COD)

Proposal for a regulation
Article 14
Article 14 Powers of enforcement authorities 1. Enforcement authorities shall have the necessary resources and expertise to perform their duties, and shall have the following powers: (a) the power to initiate and conduct investigations on their own initiative or based on a complaint; (b) the power to require creditors and debtors to provide all necessary information to conduct investigations related to late payments in commercial transactions; (c) the power to carry out unannounced on-site inspections within the framework of their investigations; (d) the power to take decisions finding an infringement of this Regulation and requiring the debtor to pay interest for late payment as provided for in Article 5 or requiring the debtor to compensate the creditor as provided for in Article 8; (e) the power to impose, or initiate proceedings for the imposition of fines and other penalties and interim measures on the subjects responsible for the infringement; (f) the power to require the debtor to bring the infringement to an end; (g) the power to publish its decisions referred to in paragraphs (d), (e) and (f). 2. Member States shall lay down the rules on penalties applicable to infringements of this Regulation and shall take all measures necessary to ensure that they are implemented. The penalties provided for shall be effective, proportionate and dissuasive. 3. Member States shall, [by …/without delay], notify the Commission of those rules and of those measures and shall notify it, without delay, of any subsequent amendment affecting them.deleted
2023/12/15
Committee: IMCO
Amendment 358 #

2023/0323(COD)

Proposal for a regulation
Article 15
Article 15 Complaints and confidentiality 1. Creditors may address complaints either to the enforcement authority of the Member State in which they are established or to the enforcement authority of the Member States in which the debtor is established. The enforcement authority to which the complaint is addressed shall be competent to enforce this Regulation. 2. Organisations officially recognised as representing creditors or organisations with a legitimate interest in representing undertakings shall have the right to submit a complaint to the enforcement authorities referred to in Article 13 at the request of one or more of their members or, where appropriate, at the request of one or more members of their member organisations, where those members consider that they have been affected by an infringement of this Regulation. 3. Where the complainant so requests, the enforcement authority shall take the necessary measures for the appropriate protection of the identity of the complainant. The complainant shall identify any information for which it requests confidentiality. 4. The enforcement authority that receives the complaint shall inform the complainant within a reasonable period of time after the receipt of the complaint of how it intends to follow up on the complaint. 5. Where an enforcement authority considers that there are insufficient grounds for acting on a complaint, it shall inform the complainant of the reasons of its decision within a reasonable period of time after the receipt of the complaint. 6. Where an enforcement authority considers that there are sufficient grounds for acting on a complaint, it shall initiate, conduct and conclude an investigation of the complaint within a reasonable period of time. 7. Where an enforcement authority finds that a debtor has infringed this Regulation, it shall require the debtor to bring the illegal practice to an end.deleted
2023/12/15
Committee: IMCO
Amendment 378 #

2023/0323(COD)

Proposal for a regulation
Article 17 – paragraph 1
1. To the extent possible, Member States shall use digital tools for effective enforcement of this RegulationMember States shall use digital tools as soon as possible for the effective enforcement of this Regulation and of Regulations (EC) No 805/2004, (EC) No 1896/2006, (EC) No 861/2007 and (EU) No 1215/2012. It shall be possible to submit all forms digitally by 2027. Applicants shall be informed of their entitlement to interest on arrears in accordance with Article 5 and compensation for debt collection costs in accordance with Article 8 by means of a separate, clearly recognizable notice as part of the electronic application. In this context, separate reference shall be made to Article 8 (4) and (5).
2023/12/15
Committee: IMCO
Amendment 387 #

2023/0323(COD)

Proposal for a regulation
Article 17 a (new)
Article 17a Amendments to Regulation (EC) No 1896/2006 Regulation (EC) No 1896/2006 is amended as follows: (1) Article 7 is amended as follows: (a) paragraph 5 is replaced by the following: "The application shall be submitted electronically." (b) paragraph 6 is replaced by the following: "The application shall be signed electronically in accordance with Article [2(2)] of Regulation (EU) No 910/2014 of the European Parliament and of the Council of 23 July 2014 on electronic identification and trust services for electronic transactions in the internal market . This signature shall be recognized in the Member State of origin without any further conditions being imposed. Member States shall introduce alternative electronic communication systems that allow secure identification of users. In this case, an electronic signature shall not be required." (2) Article 12(1) is amended as follows: "If the conditions set out in Article 8 are fulfilled, the court shall issue a European order for payment using form E as set out in Annex V within 14 days of the lodging of an application. In calculating the 14- day period, the time taken by the claimant to complete, correct or amend the application shall not be taken into account." (3) Article 16(2) is amended as follows: "The statement of opposition shall be sent to the defendant within 14 days from the date of service of the order for payment."
2023/12/15
Committee: IMCO
Amendment 389 #

2023/0323(COD)

Proposal for a regulation
Article 17 b (new)
Article 17b Amendments to Regulation (EC) No 861/2007 Regulation (EC) No 861/2007 is amended as follows: (1) Article 7 is amended as follows: (a) paragraph 1 is replaced by the following: "Within 14 days of receiving the defendant's or claimant's replies within the time limit laid down in Article 5(3) or (6), the court shall give judgment or proceed as follows: (a) invite the parties to provide further information relating to the claim within a specified period, which shall not exceed 14 days; (b) take evidence in accordance with Article 9; c) summon the parties to an oral hearing, which shall take place within 14 days of the summons." (b) paragraph 2 shall be replaced by the following: "Member States shall introduce alternative electronic communication systems that allow secure identification of users. In this case, an electronic signature shall not be required." 2. The following paragraph 5 shall be added to Article 13: "5. The documents referred to in Article 5(2) and (6) and judgments given in accordance with Article 7 shall be served by electronic means from 1 January 2027. Service shall be evidenced by an acknowledgement of receipt stating the date of receipt. All correspondence other than that referred to in paragraph 1 between the court and the parties or other persons involved in the proceedings shall be transmitted by electronic means with acknowledgement of receipt. Member States shall provide the technical means necessary for this by 1 January 2027." 3. Article 18(2) is amended as follows; "The time limit for requesting a review of the judgment shall be 14 days. It shall commence on the day on which the defendant actually became aware of the content of the judgment and was in a position to act accordingly, but no later than the day of the first enforcement measure that resulted in the defendant's assets being wholly or partially withdrawn from his disposal. An extension of this period is excluded."
2023/12/15
Committee: IMCO
Amendment 404 #

2023/0323(COD)

Proposal for a regulation
Article 20 – paragraph 3
3. Commercial transactions carried out afterntracts concluded after the date of application of this Regulation shall be subject to the provisions of this Regulation. Long-term contracts concluded before the date of application of this Regulation shall be subject to the provisions of the presentis Regulation, including when the underlying contract has been concluded before that dat for the part of the remuneration to be paid after its entry into force for transactions concluded before the entry into force of this Regulation for the part of the remuneration invoiced after its entry into force.
2023/12/15
Committee: IMCO
Amendment 23 #

2023/0266(COD)

Proposal for a regulation
Recital 5 a (new)
(5 a) Most greenhouse gases related to transport and logistics are emitted during the vehicle operation, production of an energy carrier and the manufacturing of a vehicle.
2024/01/18
Committee: ENVITRAN
Amendment 24 #

2023/0266(COD)

Proposal for a regulation
Recital 5 b (new)
(5 b) Greenhous gas emissions of vehicle manufacturing, maintenance and disposal contribute significantly to the total life cycle emissions of a vehicle.
2024/01/18
Committee: ENVITRAN
Amendment 25 #

2023/0266(COD)

Proposal for a regulation
Recital 5 c (new)
(5 c) Counting emissions from the construction and dismantling of energy production infrastructure related to renewable energies such as solar cell, windmill and hydropower production and construction is necessary to allow a fair comparison between all renewable energy carriers.
2024/01/18
Committee: ENVITRAN
Amendment 26 #

2023/0266(COD)

Proposal for a regulation
Recital 5 d (new)
(5 d) Adding the contribution of emissions from the construction and dismantling of infrastructure to produce energy from fossil fuels, renewables or nuclear energy is relevant for a holistic comparison of all available energy carriers for transport operations.
2024/01/18
Committee: ENVITRAN
Amendment 27 #

2023/0266(COD)

Proposal for a regulation
Recital 5 e (new)
(5 e) Data for vehicles construction is not easily available from vehicle manufacturers, in particular from those located outside the Union. Nonetheless, this characteristic is relevant since it enables to account for the entire spectrum of emissions related to a transport activity while addressing carbon leakage with regards to the manufacturing of vehicles.
2024/01/18
Committee: ENVITRAN
Amendment 28 #

2023/0266(COD)

Proposal for a regulation
Recital 6
(6) Laying down harmonised rules for accounting greenhouse gas emissions of freight and passenger transport services is therefore appropriate to attain comparable figures for greenhouse gas emissions of transport services and to avoid misleading information on their performance resulting from the possibility to choose between various emissions calculation methods and input data. Such rules should ensure a level playing field between transport modes, segments, and the Union’s national networks. It should also help create incentives to behavioural change among businesses and customers to reduce greenhouse emissions from transport services through the uptake and use of comparable and reliable greenhouse emissions data. The only way to fulfill these requirements is to use a methodology for calculation of the full life cycle greenhouse gas emissions.
2024/01/18
Committee: ENVITRAN
Amendment 33 #

2023/0266(COD)

Proposal for a regulation
Recital 6 a (new)
(6 a) In order to allow companies, customers and individuals to compare different modes of transport according to their respective greenhouse gas emissions, the Commission should develop a methodolgy which allows to include greenhouse gas emmissions of vehicle construction, maintenance and disposal by 2028.
2024/01/18
Committee: ENVITRAN
Amendment 51 #

2023/0266(COD)

Proposal for a regulation
Recital 10 a (new)
(10 a) A full life cycle based assessment should be considered and should include emissions on a well-to-wheel basis, emissions released during the transport, infrastructure construction process, in the process of transport vehicles production, consumption of other materials, water, and end of life disposal. The full life cycle approach shall avoid a possible misleading and incomplete representation of transport service emissions.
2024/01/18
Committee: ENVITRAN
Amendment 54 #

2023/0266(COD)

Proposal for a regulation
Recital 11
(11) A proper method for calculating the full life cycle greenhouse gas emissions of transport services is one of the key aspects for the harmonised Union framework set out by this Regulation. The method should ensure that the emissions calculations performed across a transport chain provide comparable and accurate greenhouse gas emissions data, by following a single set of methodological steps. It should also adequately account for the needs of the transport market, in order to avoid unnecessary complexity, excessive burden and costs, and be accepted by stakeholders.
2024/01/18
Committee: ENVITRAN
Amendment 56 #

2023/0266(COD)

Proposal for a regulation
Recital 12
(12) EN ISO standard 14083:2023, published by the European Committee for Standardisation57 in April 2023, and transposing ISO standard 14083:2023, was chosen to be the reference methodology for calculating greenhouse gas emissions of transport services under this Regulation. The analysis showed that ISO standard 14083:2023 proved to be the most relevant and proportional in addressing the objectives of this Regulation. The quantification of emissions is performed on a well-to-wheel basis, which includes greenhouse gas emissions stemming from energy provision and vehicle use during transport and hub operations. This omits emissions stemming from the production, maintenance and disposal of vehicles and is therefore incomplete. _________________ 57 https://www.cencenelec.eu
2024/01/18
Committee: ENVITRAN
Amendment 58 #

2023/0266(COD)

Proposal for a regulation
Recital 12
(12) EN ISO standard 14083:2023, published by the European Committee for Standardisation57 in April 2023, and transposing ISO standard 14083:2023, was chosen to be the reference methodology for calculating well-to-wheel greenhouse gas emissions of transport services under this Regulation. The analysis showed that ISO standard 14083:2023 proved to be the most relevant and proportional in addressing the objectives of this Regulation. The quantification of emissions is performed on a well-to-wheel basis, which includes greenhouse gas emissions stemming from energy provision and vehicle use during transport and hub operations. _________________ 57 https://www.cencenelec.eu
2024/01/18
Committee: ENVITRAN
Amendment 65 #

2023/0266(COD)

Proposal for a regulation
Recital 13 a (new)
(13 a) A methodology should be developed for calculating the full life cycle emissions related to the construction of infrastructure used by the vehicle and the emissions related to production, maintenance and end of life of the vehicle. The Commission may take into consideration international standards like ISO 14067 consistent with International Standards of Life cycle assessment (ISO 14040 and ISO 14044 ), International EPD System PCR on transport services or European Sustainability Reporting Standards (ESR) and Commission Environmental Footprint methods. The life cycle methodologyy should be introduced through a delegated act.
2024/01/18
Committee: ENVITRAN
Amendment 67 #

2023/0266(COD)

Proposal for a regulation
Recital 13 a (new)
(13 a) In order to avoid competitive disadvantages for vehicles and materials produced in Europe, the Commission, should include emissions stemming from the production and disposal of vehicles. The Commission should, in cooperation with Member States, request the European Committee for Standardisation to revise the standard accordingly, once the methodology is developed.
2024/01/18
Committee: ENVITRAN
Amendment 83 #

2023/0266(COD)

Proposal for a regulation
Recital 19
(19) The development and maintenance of the EU databases of default values for greenhouse gas emission intensity and greenhouse gas emission factorsestablished by this Regulation, as well as the technical quality check of external databases and datasets operated by third parties should be undertaken by a neutral and competent body operating at Union level. Given its remit, the European Environmental Agency is best placed to provide the necessary assistance for the proper implementation of this part of the Regulation. Where relevant, this work may rely on contribution from and be supported by other sectorial EU bodies, in accordance of separate Union law.
2024/01/18
Committee: ENVITRAN
Amendment 89 #

2023/0266(COD)

Proposal for a regulation
Recital 21
(21) Regulation (EU) 2015/75758 and Directive 2003/87/EC59 require the collection, calculation and annual reporting of CO2 emissions from ships and aircrafts, respectively. Regulation (EU) 2015/757 and Directive 2003/87/EC may be to certain extent complementary to the provisions set out in this Regulation, especially in terms of producing fuel burnt data as an input for quantifying emissions of transport services. Input data for generating greenhouse gas emissions of transport services may also originate from the implementation of other legislative frameworks, such as Regulation (EU) 2019/124260and , Regulation (EU) 2019/63161 and Regulation (EU) 2023/2405. _________________ 58 Regulation (EU) 2015/757 of the European Parliament and of the Council of 29 April 2015 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending Directive 2009/16/EC (OJ L 123, 19.5.2015, p. 55–76) 59 Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC (OJ L 275, 25.10.2003, p. 32–46) 60 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019) 61 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (recast) (Text with EEA relevance.) (OJ L 111, 25.4.2019, p. 13–53)
2024/01/18
Committee: ENVITRAN
Amendment 99 #

2023/0266(COD)

Proposal for a regulation
Recital 25
(25) Unless separate arrangements apply, aA data intermediary collecting information on greenhouse gas emissions of a transport service from a concerned entity or other relevant legal or natural person, anshould disclosing ite on the market, should not be considered liable in case this information breaches any of only data that are fulfilling the requirements related to the calculation and verification of greenhouse gas emissions of transport services, and the certification of calculation tools, set out by this Regulation. However, tThe data intermediary should make effort to prevent from inaccurate or incorrect information to be disclosed, and should respect rules related to the greenhouse gas emissions output data, communication and transparency. In addition, the data intermediary should provide the source of this information, to allow for the identification of the respective information provider. The data should be disclosed free of charge.
2024/01/18
Committee: ENVITRAN
Amendment 113 #

2023/0266(COD)

Proposal for a regulation
Recital 28 a (new)
(28 a) Greenhouse gas emissions accounting based on primary data may reveal the amount of fuel or energy consumed that is related to the assignments of specific customers, and therefore emissions can be reversely converted into the cost of operation. Especially in the freight transport sector, this negatively affects the negotiating power of SMEs. Therefore, large enterprises should not be allowed to request greenhouse gas emissions based on primary data from value chain partners, in particular from SMEs.
2024/01/18
Committee: ENVITRAN
Amendment 115 #

2023/0266(COD)

Proposal for a regulation
Recital 29
(29) In case the verificacollection, verification and distribution of information on greenhouse gas emissions data of transport services is organised in accordance with specific rules set out by other Union legislation, including a rRegulation (EU) 2023/2405 on ensuring a level playing field for sustainable air transport and implemented by the European Union Aviation Safety Agency, these rules shall be treated in an equivalent manner, under the condition that the verification assessment is established consistently with the requirements of this Regulationestablishing an environmental labelling scheme , these rules shall be treated in an equivalent manner.
2024/01/18
Committee: ENVITRAN
Amendment 117 #

2023/0266(COD)

Proposal for a regulation
Recital 30
(30) In order to allow for the efficient functioning of this Regulation, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of the developing of the methodology for calculating the full life cycle emissions related to the construction of infrastructure used by the vehicle and the emissions related to production, maintenance and end of life of the vehicle; the assessing and excluding certain elements of the reference methodology; submitting requests to the European Committee for Standardisation, establishing rules to conduct the technical quality check of external databases of default values, adapting metrics for output greenhouse gas emissions data and establishing further methods and criteria of accreditation of conformity assessment bodies. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making62 . In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. _________________ 62 Interinstitutional Agreement between the European Parliament, the Council of the European Union and the European Commission on Better Law-Making (OJ L 123, 12.5.2016, p. 1)
2024/01/18
Committee: ENVITRAN
Amendment 132 #

2023/0266(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point 1
(1) “greenhouse gas” means gaseous constituent of the atmosphere, both natural and anthropogenic, that absorbs and emits radiation at specific wavelengths within the spectrum of infrared radiation emitted by the Earth's surface, the atmosphere and clouds; as provided by the latest Intergovernmental Panel on Climate Change (IPCC) Assessment Report.
2024/01/18
Committee: ENVITRAN
Amendment 139 #

2023/0266(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point 16
(16) “greenhouse gas emission intensity” means a coefficient relating specified greenhouse gas activity data with the greenhouse gas emission
2024/01/18
Committee: ENVITRAN
Amendment 141 #

2023/0266(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point 17
(17) “greenhouse gas emission factor” coefficient relating greenhouse gas activity data with the greenhouse gas emission;
2024/01/18
Committee: ENVITRAN
Amendment 142 #

2023/0266(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point 17 a (new)
(17 a) "transport emissions" means emissions representing the greenhouse gas impact of a transport service stemming from: - "tank-to wheel emissions" - "energy carrier emissions" - "vehicle life-cycle emissions"
2024/01/18
Committee: ENVITRAN
Amendment 143 #

2023/0266(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point 18
(18) “well-to-wheel greenhouse emissions” means emissions representing the greenhouse gas impact stemming from both vehicle use and vehicle energy provision, a subset of transport emissions;
2024/01/18
Committee: ENVITRAN
Amendment 144 #

2023/0266(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point 19 a (new)
(19 a) "energy carrier emission" means all emissions of operational processes to provide the energy carrier for use in vehicles or at hubs. This include processes such as extracting, producing, processing, storing, and transporting of energy carriers as well as emissions from construction and dismantling of energy production infrastructure;
2024/01/18
Committee: ENVITRAN
Amendment 145 #

2023/0266(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point 19 a (new)
(19 a) “full life cycle emissions” means the emissions representing the sum of the corresponding share of emissions related to the construction of infrastructure used by the vehicle, the emissions related to production, maintenance and end of life of the vehicle and the well-to-wheel emissions;
2024/01/18
Committee: ENVITRAN
Amendment 146 #

2023/0266(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point 19 b (new)
(19 b) "vehicle life-cycle emissions" means the emissions associated to materials used to construct vehicles, the actual construction activities, transport of vehicles, maintenance activities and disposal activities;
2024/01/18
Committee: ENVITRAN
Amendment 155 #

2023/0266(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point 23
(23) “default value” means secondary data value drawn from a published source verified by a conformity assessment body, which is taken as default in case of lack of primary or modelled data;
2024/01/18
Committee: ENVITRAN
Amendment 162 #

2023/0266(COD)

Proposal for a regulation
Article 4 – paragraph 1
1. The greenhouse gas emissions of transport services shall be calculated on the basis of the rules set out in Chapter III of this Regulation as full life cycle emissions including the corresponding share of emissions related to the construction of infrastructure used by the vehicle, the emissions related to production, maintenance and end of life of the vehicle and the well-to-wheel emissions. The corresponding share of emissions related to the construction of infrastructure used by the vehicle, the emissions related to production, maintenance and end of life of the vehicle shall be calculated based on a methodology developed by the Commission through a delegated act in accordance with Article 16. The well-to-wheel greenhouse gas emissions of transport services shall be calculated on the basis of the methodology defined in EN ISO 14083:2023 standard, in its up-to-date version, and the rules set out in Chapter III of this Regulation.
2024/01/18
Committee: ENVITRAN
Amendment 164 #

2023/0266(COD)

Proposal for a regulation
Article 4 – paragraph 1 a (new)
1 a. By [OP: Please insert a date: 36 months after the entry into force of this Regulation] the Commission shall adopt a delegated act establishing the methodology mentioned in paragraph 1(a) of this Article that shall be based on latest international standards.
2024/01/18
Committee: ENVITRAN
Amendment 166 #

2023/0266(COD)

Proposal for a regulation
Article 4 – paragraph 1 a (new)
1 a. The Commission shall develop a methodology for calculating vehicle life- cycle emissions, not later than 36 month after entry into force of this Regulation.
2024/01/18
Committee: ENVITRAN
Amendment 170 #

2023/0266(COD)

Proposal for a regulation
Article 4 – paragraph 2
2. The Commission shall assess the need for an adjustment of any component of the standards referred to in paragraph 1 and 1a, not later than 36 months after the date of application of this Regulation.
2024/01/18
Committee: ENVITRAN
Amendment 171 #

2023/0266(COD)

Proposal for a regulation
Article 4 – paragraph 3
3. The Commission mayshall launch a compliance check to assess any amendment to the standards referred to in paragraph 1 and 1a. The compliance check shall be initiated by the Commission, which, where appropriate, may act at the request of a Member State.
2024/01/18
Committee: ENVITRAN
Amendment 179 #

2023/0266(COD)

Proposal for a regulation
Article 4 – paragraph 6
6. The Commission is empowered to adopt implementinga delegated acts in accordance with Article 176 to supplement this Regulation with a view to clarify the reference methodology referred to in paragraph 1, to ensure its uniform implementation on the market as regards the approach for determining appropriate emission-relevant parameters for calculating greenhouse gas emissions before a service is provided, and, where applicable, other technical parameters related to the allocation of emissions or aggregation of data elements that are not explicitly explained in that methodology.
2024/01/18
Committee: ENVITRAN
Amendment 183 #

2023/0266(COD)

Proposal for a regulation
Article 5 – paragraph 1
1. Entities referred to in Article 2 shall prioritise the use of primary data for calculating greenhouse gas emissions of a transport service provided by itself. Calculations for subcontracted transport chain elements may use secondary data.
2024/01/18
Committee: ENVITRAN
Amendment 191 #

2023/0266(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point b a (new)
(b a) default greenhouse gas emission factors for vehicle life-cycle emissions are derived from the central EU database of default greenhouse gas emission factors, referred to in Article 8;
2024/01/18
Committee: ENVITRAN
Amendment 192 #

2023/0266(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point c a (new)
(c a) entities referred to in Article 2 have not been issued labels pursuant to Article 14 of Regulation (EU) 2023/2405.
2024/01/18
Committee: ENVITRAN
Amendment 205 #

2023/0266(COD)

Proposal for a regulation
Article 6 – paragraph 1
1. The Commission with the assistance of the European Environmental Agency and other sectoral EU bodies, shall establish a core EU database of default emission intensity values referred to in Article 5 (2), point (a)(i)verified in accordance with this Regulation.
2024/01/18
Committee: ENVITRAN
Amendment 215 #

2023/0266(COD)

Proposal for a regulation
Article 6 – paragraph 2
2. The Commission shall ensure the maintenance, update and, continuous development and an appropriate level of security of the database referred to in paragraph 1, taking into account for the evolution of the technological state-of-the- art in the transport sector and of new methodological approaches for calculating greenhouse gas emissions.
2024/01/18
Committee: ENVITRAN
Amendment 222 #

2023/0266(COD)

Proposal for a regulation
Article 6 – paragraph 3 a (new)
3 a. 12 month after establishing the core EU database the option to apply cut- off criteria as laid out in point 5.2.3 of ISO 14083:2023 shall cease to exist.
2024/01/18
Committee: ENVITRAN
Amendment 233 #

2023/0266(COD)

Proposal for a regulation
Article 7 – paragraph 3
3. The technical quality check is required as from 124 months after the date of the application of this Regulationmentioned in paragraph 1, at the latest. A record of positive assessment of that quality check shall be valid for two years.
2024/01/18
Committee: ENVITRAN
Amendment 237 #

2023/0266(COD)

Proposal for a regulation
Article 7 – paragraph 4 a (new)
4 a. Access to the database referred to in paragraph 1, to consult or use default emission intensity values shall be open to the public and free of charge.
2024/01/18
Committee: ENVITRAN
Amendment 245 #

2023/0266(COD)

Proposal for a regulation
Article 8 – paragraph 1
1. The Commission, with the assistance of the European Environmental Agency and other sectoral EU bodies, shall establish a central EU database of default greenhouse gas emission factors referred to in Article 5(2), point (b)verified in accordance with this Regulation.
2024/01/18
Committee: ENVITRAN
Amendment 246 #

2023/0266(COD)

Proposal for a regulation
Article 8 – paragraph 1
1. The Commission, with the assistance of the European Environmental Agency, shall establish a central EU database of default greenhouse gas emission factors referred to in Article 5(2), point (b) and (ba).
2024/01/18
Committee: ENVITRAN
Amendment 253 #

2023/0266(COD)

Proposal for a regulation
Article 8 – paragraph 2
2. The Commission, with the assistance of the European Environmental Agency and other sectoral EU bodies, shall ensure the maintenance, update and, continuous development and an appropriate level of security of the database referred to in paragraph 1, taking into account the evolution of the technological state-of-the-art in the transport sector and of new methodological approaches for calculating greenhouse gas emissions.
2024/01/18
Committee: ENVITRAN
Amendment 261 #

2023/0266(COD)

Proposal for a regulation
Article 9 – paragraph 1
1. Output data shall be established using the reference methodology and input data in accordance with Articles 4 to 8 of this Regulation except for entities referred to in Article 2 who have been issued labels pursuant to Article 14 of Regulation (EU) 2023/2405 and who may use the output data established under the labelling scheme for the purpose of this Regulation.
2024/01/18
Committee: ENVITRAN
Amendment 273 #

2023/0266(COD)

Proposal for a regulation
Article 10 – paragraph 1
1. Concerned entities shall disclose output data in a clear and unambiguous manner. When concerned entities disclose output data, in the communication accompanying this disclosure they shall include the following statement “Well-to- wheelFull life cycle greenhouse gas emissions calculated in accordance with Regulation [reference to this Regulation] of the European Parliament and the Council”, at least in one of the official languages of the EU, and where possible, in an official language of a Member State on the territory of which the service is performed.
2024/01/18
Committee: ENVITRAN
Amendment 290 #

2023/0266(COD)

Proposal for a regulation
Article 10 – paragraph 5
5. The output data and evidence referred to in paragraph 54 shall be established in a clear and unambiguous manner, at least in one of the official languages of the Union. Where possible, they shall be made available in the form of a weblink, QR code or equivalent.
2024/01/18
Committee: ENVITRAN
Amendment 293 #

2023/0266(COD)

Proposal for a regulation
Article 10 – paragraph 7
7. Any recipient of output data and of evidence referred to in paragraph 54, shall take measures to ensure the confidentiality of relevant commercial data that are processed and communicated in accordance with this Regulation, and ensure that such data may be accessed, processed and disclosed only when authorised.
2024/01/18
Committee: ENVITRAN
Amendment 302 #

2023/0266(COD)

Proposal for a regulation
Article 12 – paragraph 1
1. Output data referred to in Article 9 shall be subject to verification of its conformity with the requirements laid down in Articles 4 to 9 of this Regulation, in accordance with Article 13, only upon request of the conformity assessment body, another concerned entity or its customers.
2024/01/18
Committee: ENVITRAN
Amendment 321 #

2023/0266(COD)

Proposal for a regulation
Article 13 – paragraph 8
8. Where other Union legislation lays down specific rules on the verification assessment of output data, those rules shall be treated in an equivalent manner, under the condition that the verification assessment is established consistently with this Regulation. The verification of the output date established under article 14 of Regulation (EU) 2023/2405 are deemed equivalent with this Regulation.
2024/01/18
Committee: ENVITRAN
Amendment 330 #

2023/0266(COD)

Proposal for a regulation
Article 16 – paragraph 3
3. The delegation of power referred to in Article 4(1a), Article 4(4), Article 4(5), Article 4(6), Article 9(4) and Article 15(4) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
2024/01/18
Committee: ENVITRAN
Amendment 334 #

2023/0266(COD)

Proposal for a regulation
Article 18 – paragraph -1 (new)
-1 The Commission shall carry out an impact assessment regarding the bureaucratic burden created for the application of this Regulation by [OP: please insert a date: 2 years after the entry in force of this Regulation].
2024/01/18
Committee: ENVITRAN
Amendment 340 #

2023/0266(COD)

Proposal for a regulation
Article 18 a (new)
Article18a Annex - International Standards By [OP: Please insert a date: 12 months after the date of adoption of the Delegated act provided in Article 1a] the Commission shall adopt a delegated act establishing an Annex to this Regulation including the up-to date International Standards referred to in this Regulation.
2024/01/18
Committee: ENVITRAN
Amendment 190 #

2023/0085(COD)

Proposal for a directive
Article 1 – paragraph 1
1. This Directive applies to explicit environmental claims made by traders about products or traders in business-to- consumer commercial practices as defined in Article 2 d) of Directive 2005/29/EC.
2023/11/14
Committee: ENVIIMCO
Amendment 229 #

2023/0085(COD)

Proposal for a directive
Article 1 – paragraph 2 a (new)
2 a. This Directive does not apply to the marketing of trade fair, congress and event services.
2023/11/14
Committee: ENVIIMCO
Amendment 263 #

2023/0085(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 17
(17) ‘environmental performance’ means the performance of a certain product or product group or trader or sector related to the environmental aspects or environmental impacts of that product or product group or the activities of that trader or sector;deleted
2023/11/14
Committee: ENVIIMCO
Amendment 305 #

2023/0085(COD)

Proposal for a directive
Article 3 – paragraph 1 – point d
(d) where a claim is made on environmental performance, take into account all environmental aspects or environmental impacts which are significant to assessing the environmental performance;deleted
2023/11/14
Committee: ENVIIMCO
Amendment 318 #

2023/0085(COD)

Proposal for a directive
Article 3 – paragraph 1 – point f
(f) provide information whether the product or trader which is subject to the claim performs significantly better regarding environmental impacts, environmental aspects or environmental performance which is subject to the claim than what is common practice for products in the relevant product group or traders in the relevant sector;deleted
2023/11/14
Committee: ENVIIMCO
Amendment 445 #

2023/0085(COD)

Proposal for a directive
Article 5 – paragraph 3
3. Where the explicit environmental claim is related to a final product, and the use phase is among the most relevant life- cycle stages of that product, the claim shall include if applicable information on how the consumer should use the product in order to achieve the expected environmental performance of that product. That information shall be made available together with the claim.
2023/11/14
Committee: ENVIIMCO
Amendment 446 #

2023/0085(COD)

Proposal for a directive
Article 5 – paragraph 4
4. Where the explicit environmental claim is related to future environmental performance of a product or trader it shall include a time-bound commitment for improvements inside own operations and value chains.deleted
2023/11/14
Committee: ENVIIMCO
Amendment 549 #

2023/0085(COD)

Proposal for a directive
Article 8 – paragraph 3
3. From [OP: Please insert the date = the date of transposition of this Directive] no new national or regional environmental labelling schemes shall be established by public authorities of the Member States. However, national or regional environmental labelling schemes established prior to that date may continue to award the environmental labels on the Union market, provided they meet the requirements of this Directive. From the date referred to in the first subparagraph, environmental labelling schemes may only be established under Union law.deleted
2023/11/14
Committee: ENVIIMCO
Amendment 604 #

2023/0085(COD)

Proposal for a directive
Article 9
Review of the substantiation of explicit Member States shall ensure that the information used for substantiation of explicit environmental claims is reviewed and updated by traders when there are circumstances that may affect the accuracy of a claim, and no later than 5 years from the date when the information referred to in Article 5(6) is provided. In the review, the trader shall revise the used underlying information to ensure that the requirements of Articles 3 and 4 are fully complied with. The updated explicit environmental claim shall be subject to verification in accordance with Article 10.Article 9 deleted environmental claims
2023/11/14
Committee: ENVIIMCO
Amendment 614 #

2023/0085(COD)

Proposal for a directive
Article 10 – paragraph 1
1. Member States shall set up procedures for verifying the substantiation and communication of explicit environmental claims made after the entry into force of this Directive against the requirements set out in Articles 3 to 7.
2023/11/14
Committee: ENVIIMCO
Amendment 654 #

2023/0085(COD)

Proposal for a directive
Article 10 – paragraph 7
7. The certificate of conformity shall be recognised by thall Member States and their respective competent authorities responsible for the application and enforcement of this Directive. Member States shall notify the list of certificates of conformity via the Internal Market Information System established by Regulation (EU) No 1024/2012.
2023/11/14
Committee: ENVIIMCO
Amendment 697 #

2023/0085(COD)

Proposal for a directive
Article 11 b (new)
Article11b Presumption of conformity with the verification and certification requirement 1. For the purpose of this Directive, an explicit environmental claim shall be presumed to be in conformity with the substantiation requirement laid down in Article 3 of this Directive if it conforms to European standards, the references of which have been included in Annex I to this Directive. 2. The Commission may amend Annex I by adopting delegated acts determining standards and methodologies which cover certain environmental aspects, environmental performance or environmental impacts to ensure that explicit environmental claims which conform to those satisfy the substantiation requirement laid down in Article 3. Those delegated acts shall be adopted in accordance with the procedure referred to in Article 18. 3. Explicit environmental claims in conformity with this Article are exempted from the preverification requirement laid down in Article 10. 4. However, the presumption of conformity with the general safety requirement under paragraph 1 shall not prevent market surveillance authorities from taking all appropriate measures under this Directive where there is evidence that, despite such presumption, the product is dangerous.
2023/11/14
Committee: ENVIIMCO
Amendment 773 #

2023/0085(COD)

Proposal for a directive
Article 17 – paragraph 3 – subparagraph 2
For the purposes of point (a), Member States shall ensure that whenproportionate penalties are to be imposed in accordance with Article 21 of Regulation (EU) 2017/2394115 , the maximum amount of such fines being at least at 4 % of the trader’s annual turnover in the Member State or Member States concerned. _________________ 115 OJ L 345, 27.12.2017, p. 1.
2023/11/14
Committee: ENVIIMCO
Amendment 811 #

2023/0085(COD)

They shall apply those measures from [OP please insert the date = 2436 months after the date of entry into force of this Directive].
2023/11/14
Committee: ENVIIMCO
Amendment 71 #

2023/0083(COD)

Proposal for a directive
Recital 2 a (new)
(2a) For this reason, this Directive seeks the highest possible level of harmonization. Only full harmonization will ensure that consumers in the EU will have the same rights everywhere concerning warranties and their rights to repair. Harmonized rules will ensure effective consumer protection through clearer information and enforcement at a European level, regardless of the place of residence.
2023/09/08
Committee: IMCO
Amendment 93 #

2023/0083(COD)

Proposal for a directive
Recital 11
(11) Directive (EU) 2019/771 imposes an obligation on sellers to repair goods in the event of a lack of conformity which existed at the time that the goods were delivered and which becomes apparent within the liability period. Under that Directive, consumers are not entitled to have defects repaired which fall outside that obligation. As a consequence, a large number of defective, but otherwise viable, goods are prematurely discarded. In order to encourage consumers to repair their good in such situations, this Directive should impose an obligation on producers to repair goods to which reparability requirements imposed by Union legal acts apply. That repair obligation should be imposed, upon the consumer’s request, on the producers of such goods, since they are the addressees of those reparability requirements. That obligation should apply to producers established both inside and outside the Union in relation to goods placed on the Union market. However, that obligation cannot persist for an unlimited amount of time, since that may limit the economic choice of a producer to no longer produce a specific product. Therefore that obligation should only be enforceable for a time period of 10 years and only if the product in question is still being produced at the time of the repair request. The economic freedom of choice to stop manufacturing a product must be guaranteed. In that case the repair becomes factually impossible.
2023/09/08
Committee: IMCO
Amendment 120 #

2023/0083(COD)

Proposal for a directive
Recital 17
(17) To ensure legal certainty, this Directive lists in Annex II relevant product groups covered by such reparability requirements under Union legal acts. In order to ensure coherence with future reparability requirements under Union legal acts, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of in particular adding new product groups to Annex II when new reparability requirements are adopted. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making18 . In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council should receive all documents at the same time as Member States' experts, and their experts systematically should have access to meetings of Commission expert groups dealing with the preparation of delegated acts. __________________ 18 Interinstitutional Agreement between the European Parliament, the Council of the European Union and the European Commission on Better Law-Making (OJ L 213,12.5.2016, p. 1)Commission may propose the revision of this Directive following the ordinary legislative procedure.
2023/09/08
Committee: IMCO
Amendment 144 #

2023/0083(COD)

Proposal for a directive
Recital 25
(25) In order to facilitate obtaining the European Repair Information Form, the online platform should include the possibility for consumers to directly request that form from the repairer through the online platform. This possibility should be displayed in a prominent manner on the online platform. To create awareness of national online repair platforms and to facilitate access to such platforms across the Union, Member States should ensure that their online platforms are accessible through relevant national webpages connected to the Single Digital Gateway established by Regulation (EU) 2018/1724 of the European Parliament and of the Council20 . To raise consumer awareness of the online platform, Member States should undertake appropriate steps, for instance sign-post the online platform on related national websites or carry out communication campaigns. __________________ 20 Regulation (EU) 2018/1724 of the European Parliament and of the Council of 2 October 2018 establishing a single digital gateway to provide access to information, to procedures and to assistance and problem-solving services and amending Regulation (EU) No 1024/2012 (OJ L 295, 21.11.2018, p. 1).deleted
2023/09/08
Committee: IMCO
Amendment 240 #

2023/0083(COD)

Proposal for a directive
Article 5 – paragraph 1
1. Member States shall ensure that upon the consumer’s request, the producer shall repair, for free or against a price or another kind of consideration, goods for which and to the extent that reparability requirements are provided for by Union legal acts as listed in Annex II. The producer shall not be obliged to repair such goods where repair is impossible. The producer may sub- contract repair in order to fulfil its obligation to repair.
2023/09/08
Committee: IMCO
Amendment 257 #

2023/0083(COD)

Proposal for a directive
Article 5 – paragraph 3
3. Producers shall ensure that independent repairers have access to spare parts and repair-related information and tools in accordance with the Union legal acts listed in Annex II. Producers shall ensure, that the software of their products does not restrict or impose barriers in the application of the product in the case of repair by independent repairers.
2023/09/08
Committee: IMCO
Amendment 273 #

2023/0083(COD)

Proposal for a directive
Article 5 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 15 to amend Annex II by updating the list of Union legal acts laying down reparability requirements in the light of legislative developments.
2023/09/08
Committee: IMCO
Amendment 283 #

2023/0083(COD)

Proposal for a directive
Article 6 – paragraph 1
Member States shall ensure that producers inform consumers of their obligation to repair pursuant to Article 5 and provide information on the repair services in an easily accessible, clear and comprehensible manner free of charge, for example through the online platform referred to in Article 7.
2023/09/08
Committee: IMCO
Amendment 305 #

2023/0083(COD)

Proposal for a directive
Article 7 – paragraph 3
3. Registration on the online platform for repairers, as well as for sellers of goods subject to refurbishment and for purchasers of defective goods for refurbishment, shall be voluntary. Member States shall determine the access to the platform in accordance with Union law. The use of the online platform shall be free of charge for consumers.
2023/09/08
Committee: IMCO
Amendment 312 #

2023/0083(COD)

Proposal for a directive
Article 8 – paragraph 2 – point b
(b) organisations having a legitimate interest in protecting consumers or the environment;deleted
2023/09/08
Committee: IMCO
Amendment 341 #

2023/0083(COD)

Proposal for a directive
Article 12 – paragraph 1 – introductory part
In Article 13(2) of Directive (EU) 2019/771 the following sentence is added:paragraph is added: (X) Where, in accordance with paragraph 2 of this Article, the consumer chooses the repair option as the remedy to bring the goods into conformity , the seller shall be liable for any lack of conformity which exists at the time the consumer received the repaired goods and which becomes apparent within 6 months after that time. This shall not apply if the seller has already successfully repaired the goods in accordance with Article 10. Without prejudice to Article 7(3), this paragraph shall also apply to goods with digital elements. This paragraph shall be without prejudice to other time limits under Article 10 and further claims of the consumer."
2023/09/08
Committee: IMCO
Amendment 343 #

2023/0083(COD)

Proposal for a directive
Article 12 – paragraph 1
Directive (EU) 2019/771
Article 13 – paragraph 2
In derogation from the first sentence of this paragraph, where the costs for replacement are equal to or greater than the costs for repair, the seller shall repair the goods in order to bring those goods in conformity.deleted
2023/09/08
Committee: IMCO
Amendment 351 #

2023/0083(COD)

Proposal for a directive
Article 12 – paragraph 1
Directive (EU) 2019/771
Article 10 – paragraph 3
Article 10 paragraph 3 of the Directive (EU) 2019/771 is deleted.
2023/09/08
Committee: IMCO
Amendment 361 #

2023/0083(COD)

Proposal for a directive
Article 15
1. is conferred on the Commission subject to the conditions laid down in this Article. 2. referred to in Article 5(4) shall be conferred on the Commission for a period of six years from [one month after the entry into force of this act]. The Commission shall draw up a report in respectArticle 15 deleted Exercise of the delegation ofThe power not later than nine months before the end of the six-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unlesto adopt delegated acts tThe European Parliament or the Council opposes such extension not later than three months before the end of each period. 3. to in Article 5(4) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to tpower to adopt delegated acts The delegation of the power specified in that decision. It shall take effect on the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. 4. the Commission shall consult experts designated by each Member State acting in accordance with the principles laid down in the Inter-institutional Agreement of 13 April 2016 on Better Law-Making. 5. act, the Commission shall notify it simultaneously to the European Parliament and to the Council. 6. to Article 5(4) shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.referred Before adopting a delegated act, As soon as it adopts a delegated A delegated act adopted pursuant
2023/09/08
Committee: IMCO
Amendment 199 #

2023/0053(COD)

Proposal for a directive
Recital 2
(2) The current framework, should be updated to be fit for the new era, sustainable, inclusive, smart and resilient. It should take into account the need to reduce emissions from transport, also through a greater uptake of alternatively powered vehicles, digitalisation, the demographic trends and technological developments to reinforce the competitiveness of the European Economy. It is important to simplify and digitise administrative procedures, in order to remove the remaining barriers, such as administrative burdens, to the free movement of the drivers taking up residence in a Member State other than the one issuing the licence. A harmonized Union standard driving licence framework should encompass both physical and mobile driving licences, and provide for their mutual recognition, where they were duly issued in accordance with this Directive.
2023/09/26
Committee: TRAN
Amendment 200 #

2023/0053(COD)

Proposal for a directive
Recital 2
(2) The current framework, should be updated to be fit for the new era, sustainable, inclusive, smart and resilient. It should take into account the need to reduce emissions from transport, digitalisation, the demographic trends and technological developments to reinforce the competitiveness of the European Economy. It is important to simplify and digitise administrative procedures, in order to remove the remaining barriers, such as administrative burdens, to the free movement of the drivers taking up residence in a Member State other than the one issuing the licence. A harmonized Union standard driving licence framework should encompass both physical and mobile driving licences of all categories, and provide for their mutual recognition, where they were duly issued in accordance with this Directive.
2023/09/26
Committee: TRAN
Amendment 201 #

2023/0053(COD)

Proposal for a directive
Recital 3 a (new)
(3a) In order to further harmonise and complete the “Community model”, the mutual recognition of driving licences issued by Member States should be extended to licences of motorised, wheeled or tracked agricultural or forestry vehicles having at least two axles as referred to in Article 3, point 8 of Regulation (EU) No 167/2013.
2023/09/26
Committee: TRAN
Amendment 205 #

2023/0053(COD)

Proposal for a directive
Recital 5
(5) This Directive establishes a legal basis for the storage of an obligatory set of personal data in the physical driving licences and their microchips or QR codes and the mobile driving licences, for the purposes of proving and verifying the person’s right to drive and identification, in order to guarantee a high level of road safety throughout the Union, and in compliance with Article 6(1)(e) and, where applicable, Article 9(2)(g) of Regulation (EU) 2016/679. Such data should be limited to what is necessary to prove a person’s right to drive, identify this person and verify the person’s driving rights and identity. This Directive also provides for additional safeguards to ensure the protection of personal data disclosed during the verification process.
2023/09/26
Committee: TRAN
Amendment 208 #

2023/0053(COD)

Proposal for a directive
Recital 10
(10) The digital transformation is one of the Union’s priorities. In the case of road transport, it will contribute to remove the remaining administrative barriers, such as the ones relating to the duration of issuing physical driving licences, to free movement of persons. Therefore, a separate Union standard should be established for the mobile driving licences issued within the Union. In order to facilitate digital transformation mobile driving licences should be issued as default fromin addition to the physical driving licence [date-of-adoption+4years], without prejudice to the applicant’s right to acquireresign either from a physical one or bor a digital one. The applicant should have right to acquire the type of the driving licence, which he or she initially resigned from. Member States should make sure th at the same timerequested document is delivered without undue delay and no later than within 2 weeks from the date it was requested.
2023/09/26
Committee: TRAN
Amendment 211 #

2023/0053(COD)

Proposal for a directive
Recital 12
(12) The Sustainable and Smart Mobility Strategy sets out a vision for the EU to significantly improve sustainability of mobility and transport. Emissions from the road transport sector include greenhouse gases emissions, air pollutants, noise and microplastics from tyre and road wear. Greater presence of alternatively fuelled vehicles is key to green transition. Their new models of a higher weight would be available in driving licence categories B, C or D, which has to be taken into consideration by this legislation. Driving style influences these emissions, with possible negative impacts on the environment and human health. Therefore, driving training should equip drivers to reduce their impact on emissions as well as to prepare them to drive zero- emission vehicles.
2023/09/26
Committee: TRAN
Amendment 214 #

2023/0053(COD)

Proposal for a directive
Recital 15 a (new)
(15a) Individual means of transport play a key role for millions of European citizens, including for people living in rural areas and among persons with reduced mobility. Therefore, Member States should consider appropriate infrastructure in urban, peri-urban and rural areas necessary to reduce road accidents and traffic congestion as well as targeted policies and support schemes for those at risk of transport poverty.
2023/09/26
Committee: TRAN
Amendment 221 #

2023/0053(COD)

Proposal for a directive
Recital 16
(16) The minimum ages of applicants for the different categories of driving licences should be set at Union level. Nevertheless, Member States should be allowed to set a higher age limit for the driving of certain categories of vehicles in order to further promote road safety. Member States should in exceptional circumstances be allowed to set lower age limits in order to take account of national circumstances. In particular, to allow for example the driving of fire service and public order maintenance related vehicles or pilot projects related to new vehicle technologies.
2023/09/26
Committee: TRAN
Amendment 254 #

2023/0053(COD)

Proposal for a directive
Recital 30
(30) It should be ensured that drivers who newly acquire their driving licence in a given category do not endanger road safety on account of their inexperience. For those novice drivers a probationary period of two years should be established, during which they should be subjected to stricter rules and penalties Union-wide when breaking them, due to for example the influence of alcohol or drugs, failing to use safety equipment, driving without a valid driving licence. Such stricter rules towards novice drivers might be enforced for example through national demerit points systems. The penalties for such conduct should be effective, proportionate, dissuasive and non-discriminatory and their severity should to the furthest extent possible take into account the Union’s mid- term and long-term goals of halving and nearly eliminating deaths and serious injuries. As regards any other restrictions on novice drivers, Member States should be allowed to freely implement additional rules in their territory.
2023/09/26
Committee: TRAN
Amendment 262 #

2023/0053(COD)

Proposal for a directive
Recital 34
(34) The EU driving licence network aims to guarantee the recognition of documents and acquired rights originating in Member States, combat document fraud, avoid the issuance of multiple licences and facilitate the enforcement of driving disqualifications. It should be equally used to exchange information from national demerit point systems on traffic offences committed by foreign drivers. In particular, Member States should be given the possibility to systematically verify that the reasons, that led to any previously imposed restrictions, suspensions, withdrawals or cancellations of a driving licence or the right to drive, have disappeared. The use of RESPER for the implementation of other acts of the Union should only be permitted as long as those uses are explicitly provided for by this Directive.
2023/09/26
Committee: TRAN
Amendment 271 #

2023/0053(COD)

Proposal for a directive
Article 1 – paragraph 2
2. This Directive does not apply to power-driven vehicles running on wheels or tracks, having at least two axles, the principal function of which lies in their tractive power, which are specially designed to pull, push, carry or operate certain tools, machines or trailers used in connection with agricultural or forestry operations, and the use of which for carrying persons or goods by road or drawing, on the road, vehicles used for the carriage of persons or goods is only a secondary function.deleted
2023/09/26
Committee: TRAN
Amendment 272 #

2023/0053(COD)

Proposal for a directive
Article 1 – paragraph 2
2. This Directive does not apply to power-driven vehicles running on wheels or tracks, having at least two axles, the principal function of which lies in their tractive power, which are specially designed to pull, push, carry or operate certain tools, machines or trailers used in connection with agricultural or forestry operations, and the use of which for carrying persons or goods by road or drawing, on the road, vehicles used for the carriage of persons or goods is only a secondary function.deleted
2023/09/26
Committee: TRAN
Amendment 275 #

2023/0053(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 12 d (new)
(12d) ‘motor caravan’ means a vehicle of category M with living accommodation space which contains the following equipment as a minimum: (a) seats and table; (b) sleeping accommodation which may be converted from the seats; (c) cooking facilities; (d) storage facilities. This equipment shall be rigidly fixed to the living compartment. However, the table may be designed to be easily removable1a. __________________ 1a Regulation (EU) 2018/858 of the European Parliament and of the Council, Annex I, Part A, point 5.1, page 97.
2023/09/26
Committee: TRAN
Amendment 282 #

2023/0053(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 12 c (new)
(12c) ‘ambulance’ means a vehicle of category M intended for the transport of sick or injured persons and having special equipment for such purpose, as referred to in Annex I, Part A, point 5.3. of Regulation (EU) No 2018/8581a; __________________ 1a Regulation (EU) 2018/858 of the European Parliament and of the Council, Annex I, Part A, point 5.3, page 97.
2023/09/26
Committee: TRAN
Amendment 283 #

2023/0053(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 11 a (new)
(11a) ‘tractor’ means a ‘tractor’ as defined in Article 3, point 8 of Regulation (EU) No 167/2013;
2023/09/26
Committee: TRAN
Amendment 286 #

2023/0053(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 12 a (new)
(12a) ‘alternatively fuelled vehicles’1a means a motor vehicle powered wholly or in part by an alternative fuel and which has been approved under the framework of Regulation EU 2018/858; __________________ 1a Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorised dimensions in national and international traffic and the maximum authorised weights in international traffic.
2023/09/26
Committee: TRAN
Amendment 288 #

2023/0053(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 12 b (new)
(12b) ‘alternative fuels’1a means fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute 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); (e) mechanical energy from on-board storage/on-board sources, including waste heat. __________________ 1a ‘alternative fuels’ 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); (e) mechanical energy from on- board storage/on-board sources, including waste heat.
2023/09/26
Committee: TRAN
Amendment 292 #

2023/0053(COD)

Proposal for a directive
Article 3 – paragraph 4
4. By [date-of-adoption+4 years], Member States shall ensure that onlyboth mobile driving licences and physical driving licence are issued by default. Until that date, Member States may decide to issue mobile driving licences.
2023/09/26
Committee: TRAN
Amendment 296 #

2023/0053(COD)

Proposal for a directive
Article 3 – paragraph 5
5. By way of derogation from paragraph 4, upon request of the applicant, Member States shall provide the opportunity for resigning from a physical driving licence to be issued instead of, or together with,or a mobile driving licence.
2023/09/26
Committee: TRAN
Amendment 302 #

2023/0053(COD)

Proposal for a directive
Article 4 – paragraph 4
4. Member States shall ensure that by 19 January 20303, all physical driving licences issued or in circulation fulfil all the requirements of this Directive.
2023/09/26
Committee: TRAN
Amendment 303 #

2023/0053(COD)

Proposal for a directive
Article 4 – paragraph 5 – subparagraph 1
Member States may decide to introduce a storage medium (microchip) as part of the physical driving licence. Where a Member State decides to introduce a microchip as part of their physical driving licence it may, where its national laws related to driving licences provide for it, also decide to store data additional to what is specified in Annex I, Part D, on the microchip. The retention period for the personal data stored in the microchip should be aligned with the validity of the driving licence.
2023/09/26
Committee: TRAN
Amendment 308 #

2023/0053(COD)

Proposal for a directive
Article 5 – paragraph 7 a (new)
7a. With a view to ensure the worldwide use and recognition of the European mobile driving licence, Member States shall work towards a corresponding amendment to the Geneva Convention on Road Traffic of September 19, 1949, the International Convention on Motor Transport of April 24, 1926 and the Vienna Convention on Road Traffic of November 8, 1968. The Commission shall provide assistance in this regard.
2023/09/26
Committee: TRAN
Amendment 332 #

2023/0053(COD)

Proposal for a directive
Article 6 – paragraph 1 – point c – point xi a (new)
(xia) category T: – all wheeled tractors; each wheeled tractor category described in point xi b (new) to xi h (new) is supplemented at the end by an ‘a’ or ‘b’ index according to its design speed: – ‘a’ for wheeled tractors with a maximum design speed below or equal to 40 km/h; – ‘b’ for wheeled tractors with a maximum design speed above 40 km/h;
2023/09/26
Committee: TRAN
Amendment 333 #

2023/0053(COD)

Proposal for a directive
Article 6 – paragraph 1 – point c – point xi b (new)
(xib) category T1: – wheeled tractors, with the closest axle to the driver having a minimum track width of not less than 1 150 mm, with an unladen mass, in running order, of more than 600 kg, and with a ground clearance of not more than 1 000 mm;
2023/09/26
Committee: TRAN
Amendment 334 #

2023/0053(COD)

Proposal for a directive
Article 6 – paragraph 1 – point c – point xi c (new)
(xic) category T2: – comprises wheeled tractors with a minimum track width of less than 1 150 mm, with an unladen mass, in running order, of more than 600 kg, with a ground clearance of not more than 600 mm; if the height of the centre of gravity of the tractor (measured in relation to the ground) divided by the average minimum track for each axle exceeds 0,90, the maximum design speed shall be restricted to 30 km/h;
2023/09/26
Committee: TRAN
Amendment 335 #

2023/0053(COD)

Proposal for a directive
Article 6 – paragraph 1 – point c – point xi d (new)
(xid) category T3’: – comprises wheeled tractors with an unladen mass, in running order, of not more than 600 kg;
2023/09/26
Committee: TRAN
Amendment 336 #

2023/0053(COD)

Proposal for a directive
Article 6 – paragraph 1 – point c – point xi e (new)
(xie) category T4: – comprises special purpose wheeled tractors;
2023/09/26
Committee: TRAN
Amendment 337 #

2023/0053(COD)

Proposal for a directive
Article 6 – paragraph 1 – point c – point xi f (new)
(xif) category T4.1: – tractors designed for working with high-growing crops, such as vines. They feature a raised chassis or section of chassis, enabling them to advance in parallel with the crop with left and right wheels on either side of one or more rows of the crop. They are intended for carrying or operating tools which may be fitted at the front, between the axles, at the rear or on a platform. When the tractor is in working position the ground clearance perpendicular to the crop rows exceeds 1 000 mm. Where the height of the centre of gravity of the tractor, measured in relation to the ground, using the tyres normally fitted, divided by the average minimum track of all of the axles exceeds 0,90, the maximum design speed shall not exceed 30 km/h;
2023/09/26
Committee: TRAN
Amendment 338 #

2023/0053(COD)

Proposal for a directive
Article 6 – paragraph 1 – point c – point xi g (new)
(xig) category T4.2: – tractors characterised by their large dimensions, primarily intended for working large areas of farmland;
2023/09/26
Committee: TRAN
Amendment 339 #

2023/0053(COD)

Proposal for a directive
Article 6 – paragraph 1 – point c – point xi h (new)
(xih) category T4.3: – four- wheel drive tractors whose interchangeable equipment is intended for agricultural or forestry use and which are characterised by a supporting frame, equipped with one or more power take- offs, having a technically permissible mass no greater than 10 tonnes, for which the ratio of this mass to the maximum unladen mass in running order is less than 2,5 and having the centre of gravity, measured in relation to the ground using the tyres normally fitted, of less than 850 mm;
2023/09/26
Committee: TRAN
Amendment 341 #

2023/0053(COD)

Proposal for a directive
Article 6 – paragraph 2 – subparagraph 1
With the prior agreement of the Commission, which shall assess the impact of the proposed measure on road safety, Member States may exclude from the application of this Article certain specific types of power-driven vehicles, including special vehicles for persons with disabilities or vehicles used in construction sector often classified as non-road mobile machinery.
2023/09/26
Committee: TRAN
Amendment 344 #

2023/0053(COD)

Proposal for a directive
Article 6 – paragraph 2 – subparagraph 2
Member States may exclude from the application of this Directive types of vehicles used by, or under the control of, the armed forces and, civil defence and rescue services. They shall inform the Commission thereof. Member States shall mutually recognise such an exclusion.
2023/09/26
Committee: TRAN
Amendment 357 #

2023/0053(COD)

Proposal for a directive
Article 7 – paragraph 1 – point d a (new)
(da) 18 years for categories C and CE, D1 and D1E, for professional drivers using driving licence nationally and internationally, under the condition of holding a Certificate for Professional Competence (CPC) referred to in Article 6(1) of Directive (EU) 2022/2561;
2023/09/26
Committee: TRAN
Amendment 368 #

2023/0053(COD)

Proposal for a directive
Article 7 – paragraph 1 – point e a (new)
(ea) 21 years for categories D and DE, for professional drivers using driving licence nationally and internationally, under the condition of holding a Certificate for Professional Competence (CPC) referred to in Article 6(1) of Directive (EU) 2022/2561.
2023/09/26
Committee: TRAN
Amendment 380 #

2023/0053(COD)

Proposal for a directive
Article 7 – paragraph 3 – subparagraph 1 (new)
Member States may mutually recognise the validity on their territory of driving licences issued to drivers under the minimum ages as set out in this paragraph.
2023/09/26
Committee: TRAN
Amendment 400 #

2023/0053(COD)

Proposal for a directive
Article 9 – paragraph 2 – point a a (new)
(aa) licences issued for categories B, BE, C, C1E, CE, D, D1E or DE shall be valid for combinations of vehicles in category T;
2023/09/26
Committee: TRAN
Amendment 405 #

2023/0053(COD)

Proposal for a directive
Article 9 – paragraph 2 – point g a (new)
(ga) two years after a driving licence, granted for category B, was issued for the first time it shall be valid for driving ambulances as defined in Article 2 (12c) and motor caravans as defined in Article 2 (12d) of this directive that are up to 4250 kg;
2023/09/26
Committee: TRAN
Amendment 407 #

2023/0053(COD)

Proposal for a directive
Article 9 – paragraph 2 – point h
(h) two years after a driving licence, granted for category B, was issued for the first time it shall be valid for driving the alternatively fuelled vehicles, as referred to in Article 2 of Council Directive 96/53/EC63 with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer. __________________ 63 Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorised dimensions in national and international traffic and the maximum authorised weights in international traffic (OJ L 235, 17.9.1996, p. 59)(12a) of this Directive for categories M and N established by Regulation EU 2018/858, that are intended to be used on public roads, including those designed and constructed in one or more stages with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer, and for the transport of passengers with a maximum seat capacity of 8 seats excluding the driver.
2023/09/26
Committee: TRAN
Amendment 421 #

2023/0053(COD)

Proposal for a directive
Article 9 – paragraph 2 – point h a (new)
(ha) two years after a driving licence granted for category BE was issued for the first time it shall authorise driving vehicles, as referred in Article 2 (12a) of this Directive for categories M and N established by Regulation EU 2018/858, that are intended to be used on public roads, including those designed and constructed in one or more stages, with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer. These vehicles may be combined with a trailer or semi-trailer where the maximum authorised mass of the trailer or semi-trailer does not exceed 3 500 kg;
2023/09/26
Committee: TRAN
Amendment 429 #

2023/0053(COD)

Proposal for a directive
Article 9 – paragraph 2 – point h b (new)
(hb) three years after a driving licence, granted for category C1, was issued for the first time, it shall be valid for driving the alternatively fuelled vehicles referred to in Article 2 (12a) with a maximum authorised mass above 7 500 kg but not exceeding 8 250 kg without a trailer and which are designed and constructed for the carriage of no more than eight passengers in addition to the driver. These vehicles may be combined with a trailer having maximum authorized mass which does not exceed 750 kg;
2023/09/26
Committee: TRAN
Amendment 434 #

2023/0053(COD)

Proposal for a directive
Article 9 – paragraph 2 – point h c (new)
(hc) three years after a driving licence, granted for category C1E, was issued for the first time, it shall be valid for the vehicles referred to in Article 9(2), point (hb) and its trailer or semi-trailer having a maximum authorised mass of over 750 kg provided that the authorised mass of the combination does not exceed 12 750 kg;
2023/09/26
Committee: TRAN
Amendment 435 #

2023/0053(COD)

Proposal for a directive
Article 9 – paragraph 2 – point h d (new)
(hd) four years after a driving licence, granted for category D1, was issued for the first time, it shall be valid for vehicles designed and constructed for the carriage of no more than 22 passengers in addition to the driver and with a maximum length not exceeding 8 meters.
2023/09/26
Committee: TRAN
Amendment 436 #

2023/0053(COD)

Proposal for a directive
Article 9 – paragraph 2 – subparagraph 1 (new)
In its second implementation report to the European Parliament and the Council referred to in Article 20 of this directive, the Commission shall assess the impact of development and deployment of alternatively fuelled vehicles and/or the use of Article 9 (2) point (h) till point (hd) on road safety, and where necessary, update the mass thresholds by means of a delegated act in accordance with Article 21.
2023/09/26
Committee: TRAN
Amendment 451 #
2023/09/26
Committee: TRAN
Amendment 452 #

2023/0053(COD)

Proposal for a directive
Article 10 – paragraph 2 – subparagraph 1 – point a
(a) 15 years for categories AM, A1, A2, A, B, B1, BE and BET;
2023/09/26
Committee: TRAN
Amendment 464 #

2023/0053(COD)

Proposal for a directive
Article 10 – paragraph 2 – subparagraph 6
Member States shall reduce theWhile respecting the principle of subsidiarity, Member States may also set different periods of administrative validity set outas referred to in the first subparagraph to five years or less forfor holders of driving licences of holders residing on their territory and having reached the age of 70, in order toset individually by a Member State while reflecting upon their medical fitness condition and ability to drive safely, in order to further improve road safety measures by applying an increased frequency of medical checks or other specific measures, including refresher courses. This reduced period of administrative validity shall only be applied upon renewal of the driving licence.
2023/09/26
Committee: TRAN
Amendment 485 #

2023/0053(COD)

Proposal for a directive
Article 10 – paragraph 7 – subparagraph 1
No person may hold more than one physical driving licence. A person may however hold severalstore a mobile driving licences, provided that these are issued by the same Member State on several devices.
2023/09/26
Committee: TRAN
Amendment 489 #
2023/09/25
Committee: TRAN
Amendment 490 #

2023/0053(COD)

Proposal for a directive
Article 11 – paragraph 2
2. Subject to observance of the principle of territoriality of criminal and police laws, the Member State of normal residence may apply its national provisions on the restriction, suspension, withdrawal or cancellation of the right to drive to the holder of a driving licence issued by another Member State and, if necessary, exchange the licence for that purpose. Member States may, for the purposes of this paragraph, also exchange the driving licence of a driver having normal residence on their territory if he or she accumulated or lost the sufficient number of penalty points under their national demerit point system.
2023/09/25
Committee: TRAN
Amendment 492 #

2023/0053(COD)

Proposal for a directive
Article 11 a (new)
Article11a Interim driving licence 1. During the replacement, renewal or exchange of a driving licence that was issued by another Member State where the holder has his or her normal residence, the Member State performing the replacement, renewal or exchange shall issue an interim driving licence in a form of a certificate. The Commission shall propose standardised form of such a certificate through a delegated act by the end of 2025 with due regard to any risk of forgery of such a document in accordance with Article 21. 2. The certificate issued by a Member State under this Article shall be valid for a period of one month or shorter and be mutually recognised by Member States. Where the replacement, renewal or exchange of the driving licence is taking longer amount of time Member States may renew this certificate twice, each for the period of one month or shorter.
2023/09/25
Committee: TRAN
Amendment 497 #

2023/0053(COD)

Proposal for a directive
Article 12 – paragraph 10 a (new)
10a. The Commission may assess that a third country has professional driver training and/or certification rules and examination procedures, which are wholly or partially comparable to the Union one, and a level of road safety that is comparable to the Union, which allows for the Certificate of Professional Competence (CPC) issued by the third country to be exchanged with a new CPC issued by a Member State. Where the Commission identifies such a third country, it may assess the third country’s road transport framework in cooperation with the Member States. Member States shall have six months to provide their opinion on the road transport framework in place in the identified third country. The Commission shall proceed with the assessment once it has received an opinion from all Member States or once the time limit for sending the opinions has passed, whichever is earlier. The Commission may, after conducting the assessment referred to in the previous subparagraphs and by means of implementing decisions allow for the exchange of the third country CPC upon completion of the following criteria: - completing an additional competence training as defined in the implementing decision, conducted in one of the official EU languages, - any other additional criteria to ensure that the knowledge of the driver is aligned with the level required by Directive (EU) 2022/256, as defined by the implementing decision.
2023/09/25
Committee: TRAN
Amendment 510 #

2023/0053(COD)

Proposal for a directive
Article 14 – paragraph 1
1. By way of derogation from Article 7(1), points (b) and (d) respectively, Member States shall issue driving licences, in accordance with Article 10(1), for categories B, C and C1 marked with the Union code 98.02 specified in Annex I, Part E, to applicants who have reached the age of 17 years.
2023/09/25
Committee: TRAN
Amendment 521 #

2023/0053(COD)

Proposal for a directive
Article 14 – paragraph 2 – point b
(b) holds an EU driving licence of the relevant category issued more than five years ago;
2023/09/25
Committee: TRAN
Amendment 532 #

2023/0053(COD)

Proposal for a directive
Article 14 – paragraph 2 – point e
(e) in the case of a vehicle of category C and C1 has the qualification and training provided by Directive (EU) 2022/2561.;
2023/09/25
Committee: TRAN
Amendment 541 #

2023/0053(COD)

Proposal for a directive
Article 14 – paragraph 2 – subparagraph 1 (new)
Member States may decide to increase the duration of the training to 14-hours.
2023/09/25
Committee: TRAN
Amendment 546 #
2023/09/25
Committee: TRAN
Amendment 557 #

2023/0053(COD)

Proposal for a directive
Article 15 – paragraph 2
2. Member States shall lay down rules on penalties for novice drivers who drive with a blood alcohol or drug level exceeding 0.0g/mL and take all measures necessary to ensure that they are implemented. Those penalties shall be effective, proportionate, dissuasive and non-discriminatory.
2023/09/25
Committee: TRAN
Amendment 562 #

2023/0053(COD)

Proposal for a directive
Article 15 – paragraph 2 a (new)
2a. Member States shall lay down rules on penalties for novice drivers who - fail to use safety equipment, - drive without a valid driving licence and take all measures necessary to ensure that they are implemented. Member State may use for that purpose their national demerit point systems. Those penalties shall be effective, proportionate, dissuasive and non-discriminatory.
2023/09/25
Committee: TRAN
Amendment 570 #

2023/0053(COD)

Proposal for a directive
Article 15 – paragraph 5 a (new)
5a. For drivers obtaining a new category during their probationary period for category B, the probationary period for the new category can be reduced/merged based on the already completed probationary period, which cannot be shorter than six months.
2023/09/25
Committee: TRAN
Amendment 572 #

2023/0053(COD)

Proposal for a directive
Article 15 – paragraph 5 b (new)
5b. Member States are encouraged to include age-appropriate training on road safety rules and traffic risk awareness trainings as part of their elementary and secondary school curricula. Member States may use revenues earmarked under Directive 2015/413 to financially support such initiatives. The Commission may use the resources indicated in Article 8a of the same Directive to also financially support such initiatives.
2023/09/25
Committee: TRAN
Amendment 574 #

2023/0053(COD)

Proposal for a directive
Article 16 – paragraph 1 – subparagraph 2
Driving examiners already working in that capacity before 19 January 2013entry into force of this Directive shall be subject only to the requirements concerning quality assurance and regular periodic training measures.
2023/09/25
Committee: TRAN
Amendment 578 #

2023/0053(COD)

Proposal for a directive
Article 17 – paragraph 1 – subparagraph 1
For the purposes of this Directive, normal residence shall be the place where a person usually lives, that is for at least 185 days in each calendar year, because of personal andor occupational ties, orand, in the case of a person with no occupational ties, because of personal ties which show close links between that person and the place where he or she is living.
2023/09/25
Committee: TRAN
Amendment 581 #

2023/0053(COD)

Proposal for a directive
Article 17 – paragraph 4
4. By way of derogation from Article 10(1), point (e) and for the specific purpose of the first issuance of a driving licence of category B, an applicant whose Member State of normal residence is different from his or her Member State of citizenship may have his or her driving licence issued by the latter, where the Member State of normal residence does not provide for the possibility to pass the theoretical or practical tests in one of the official EU languages of the Member State of citizenship or with an interpreter.
2023/09/25
Committee: TRAN
Amendment 585 #

2023/0053(COD)

Proposal for a directive
Article 18 – paragraph 1
1. Member States shall apply the equivalences established by Commission Decision (EU) 2016/194564 between entitlements obtained before 19 January 2013entry into force of this Directive and the categories set out in Article 6 of this Directive. __________________ 64 Commission Decision (EU) 2016/1945 of 14 October 2016 on equivalences between categories of driving licences (OJ L 302, 9.11.2016, p. 62).
2023/09/25
Committee: TRAN
Amendment 586 #

2023/0053(COD)

Proposal for a directive
Article 18 – paragraph 2
2. Any entitlement to drive granted before 19 January 2013entry into force of this Directive shall not be removed or in any way qualified by the provisions of this Directive.
2023/09/25
Committee: TRAN
Amendment 590 #

2023/0053(COD)

Proposal for a directive
Article 20 – paragraph 1 – subparagraph 1 (new)
Member States shall equally share data on their best practices as regards road safety measures and risk awareness trainings, especially as regards novice drivers and within the lifelong training, self-assessment on physical and mental fitness and other types of medical fitness checks per age group, use of support system per age group through feedback interventions with prove of participation and recommendations provided by a driving instructor, traffic psychologist or driving examiner as well as measures to increase road safety measures among vulnerable road users, including practices on micro mobility vehicles registration.
2023/09/25
Committee: TRAN
Amendment 592 #

2023/0053(COD)

Proposal for a directive
Article 21 – paragraph 2
2. The power to adopt delegated acts referred to in Article 4(8), Article 5(6), Article 8(2), Article 10(89(2)(new), Article 10(8), Article 16(2) and Article 16(21(a)(new) shall be conferred on the Commission for a period of five years from [Date of entry into force of the Directive]. The Commission shall draw up a report in respect of the delegation of power no later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension no later than three months before the end of each period.
2023/09/25
Committee: TRAN
Amendment 593 #

2023/0053(COD)

Proposal for a directive
Article 21 – paragraph 3
3. The delegation of power referred to in Article 4(8), Article 5(6), Article 8(2), Article 10(89(2)(new), Article 10(8), Article 16(2) and Article 16(21(a)(new) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
2023/09/25
Committee: TRAN
Amendment 594 #

2023/0053(COD)

Proposal for a directive
Article 21 – paragraph 6
6. A delegated act adopted pursuant to Article 4(8), Article 5(6), Article 8(2), Article 10(89(2)(new), Article 10(8), Article 16(2) and Article 16(21(a)(new) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council, or if before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.
2023/09/25
Committee: TRAN
Amendment 599 #

2023/0053(COD)

Proposal for a directive
Article 23 – paragraph 1
Proposal for a Directive on the Driving licences
Article 14
(c) from the age of 17, a vehicle in licence category C and C1, provided they hold a CPC as referred to in Article 6(1) and only under the conditions laid down in Article 14(2) of Directive [REFERENCE- TO- THIS-DIRECTIVE];
2023/09/25
Committee: TRAN
Amendment 605 #

2023/0053(COD)

Proposal for a directive
Article 23 – paragraph 1 a (new)
Directive (EU) 2022/2561
Article 5 – paragraph 3 – point a
In Article 5, paragraph 3, point a is replaced by following: "3. Drivers of a vehicle intended for the carriage of passengers may drive: (a) from the age of 21: (i) a vehicle in driving licence categories D and D + E to carry passengers on regular services where the route does not exceed 50 kilometres and a vehicle in driving licence categories D1 and D1 + E, provided that they hold a CPC as referred to in Article 6(2). Any Member State may authorise drivers of vehicles in one of those categories to drive such vehicles within its territory from the age of 18, provided that they hold a CPC as referred to in Article 6(1); (ii) a vehicle in driving licence categories D and D + E, provided that they hold a CPC as referred to in Article 6(1). Any Member State may authorise drivers of vehicles in one of those categories to drive such vehicles within its territory from the age of 20, provided that they hold a CPC as referred to in Article 6(1). This may be reduced to the age of 18 where the driver drives such vehicles without passengers;lower the minimum age for categories D and DE for professional bus and coach drivers to 18 years on their territory, provided that drivers have undergone a full professional training and are holders of a Certificate for Professional Competence (CPC) according to the provisions of Article 6(1), of Directive (EU) 2022/2561;"
2023/09/25
Committee: TRAN
Amendment 622 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point A – point 2 – paragraph 1 – point i a (new)
(ia) basics of first aid
2023/09/25
Committee: TRAN
Amendment 624 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point A – point 2 – paragraph 1 – point i b (new)
(ib) risks involved in the interaction between different vehicle types due to different scale and driving dynamics.
2023/09/25
Committee: TRAN
Amendment 627 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point A – point 4 – introductory part
4. Specific provisions concerning categories C, CE, C1, C1E, D, DE, D1, D1E and D1ET
2023/09/25
Committee: TRAN
Amendment 637 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point f
(f) rules on vehicle weights and dimensions; rules on speed limiters, purpose and use of retarders/exhaust and brakes;
2023/09/25
Committee: TRAN
Amendment 644 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point h a (new)
(ha) defensive and eco-driving: distance to the vehicle in front; curve overtaking, change of lane, priority; rules, speed limits;
2023/09/25
Committee: TRAN
Amendment 648 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point A – point 4 – point 1 – point i
(i) safety factors relating to vehicle loading: controlling the load (stowing and fastening), difficulties with different kinds of load (for instance liquids, hanging loads, …), loading and unloading goods and the use of loading equipment (categories C, CE, C1, C1E, T only);
2023/09/25
Committee: TRAN
Amendment 651 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 5 – point 1 – point c – paragraph 1
The Union code marked on a driving licence of category A1, A2, A, B1, B and BE issued on the basis of a test of skills and behaviour taken on a vehicle with automatic transmission shall be removed if the holder passes a dedicated test of skills and behaviour or completes a dedicated training. This training may occur before or after the test of skills and behaviour on a vehicle with automatic transmission.
2023/09/25
Committee: TRAN
Amendment 654 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 5 – point 1 – point d – paragraph 1
Specific provisions concerning vehicles of category BE, C, CE, C1, C1E, D, DE, D1, D1E and D1ET
2023/09/25
Committee: TRAN
Amendment 658 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point g – paragraph 1
A category C vehicle with a maximum authorised mass of at least 12 000 kg, a length of at least 8 m, a width of at least 2,40 m and capable of a speed of at least 80 km/h; fitted with anti-lock brakes, equipped with digital or analog recording equipment as defined by Regulation (EU) No 165/2014; the cargo compartment shall consist of a closed box body which is at least as wide and as high as the cab; the vehicle shall be presented with a minimum of 10 000 kg real total mass;
2023/09/25
Committee: TRAN
Amendment 664 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point h – paragraph 1
Either an articulated vehicle or a combination of a category C test vehicle and a trailer of at least 7,5 m in length; both the articulated vehicle and the combination shall have a maximum authorised mass of at least 20 000 kg, a length of at least 14 m and a width of at least 2,40 m, shall be capable of a speed of at least 80 km/h, fitted with anti-lock brakes, equipped with digital or analog recording equipment as defined by Regulation (EU) No 165/2014; the cargo compartment shall consist of a closed box body which is at least as wide and as high as the cab; both the articulated vehicle and the combination shall be presented with a minimum of 15 000 kg real total mass;
2023/09/25
Committee: TRAN
Amendment 671 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point k – paragraph 1
A category D vehicle with a length of at least 10 m, a width of at least 2,40 m and capable of a speed of at least 80 km/h; fitted with anti-lock brakes and equipped with digital or analog recording equipment as defined by Regulation (EU) No 165/2014;
2023/09/25
Committee: TRAN
Amendment 680 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 5 – point 2 – point n a (new)
(na) Category T Vehicle combinations consisting of a Class T tractor and a trailer: (a) the maximum speed of the tractor determined by the design is more than 40 km/h, (b) maximum speed of the vehicle combination more than 40 km/h, (c) dual-line brake system, (d) trailer with at least a closed loading area (chassis without a closed floor not permitted), (e) length of the trailer when using a rigid drawbar trailer at least 4.5 m and (f) length of the vehicle combination at least 7.5 m.
2023/09/25
Committee: TRAN
Amendment 692 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 8 – introductory part
8. Skills and behaviour to be tested concerning categories C, CE, C1, C1E, D, DE, D1, D1E and D1ET
2023/09/25
Committee: TRAN
Amendment 693 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point f
(f) checking the safety factors relating to vehicle loading: body, sheets, cargo doors, loading mechanism (if available), cabin locking (if available), way of loading, securing load (categories C, CE, C1, C1E, T only);
2023/09/25
Committee: TRAN
Amendment 694 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 8 – point 1 – paragraph 1 – point g
(g) checking the coupling mechanism and the brake and electrical connections (categories CE, C1E, DE, D1E, T only);
2023/09/25
Committee: TRAN
Amendment 697 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 8 – point 2 – point a
(a) coupling and uncoupling, or uncoupling and re-coupling a trailer from its motor vehicle; the manoeuvre must involve the towing vehicle being parked alongside the trailer (i.e. not in one line) (categories CE, C1E, DE, D1E, T only);
2023/09/25
Committee: TRAN
Amendment 698 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 8 – point 2 – point c
(c) parking safely for loading/unloading at a loading ramp/platform or similar installation (categories C, CE, C1, C1E, T only);
2023/09/25
Committee: TRAN
Amendment 699 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point e
(e) changing direction: left and right turns; changing lanes, making a U turn;
2023/09/25
Committee: TRAN
Amendment 702 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point h
(h) special road features (if available): roundabouts: roundabouts; taking roundabout with a large vehicle; right and left driving; railway level crossings; tram/bus stops; pedestrian crossings; riding up-/downhill on long slopes; tunnels;
2023/09/25
Committee: TRAN
Amendment 704 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point i a (new)
(ia) the various trailer to truck coupling mechanisms, taking into account the fifth wheel coupling for articulated vehicles (for semi-trailers), and drawbar hitch coupling for drawbar trailers (rigid truck), as well as the standard operating procedures and protocols for connecting and disconnecting trailers from trucks while using these coupling mechanisms;
2023/09/25
Committee: TRAN
Amendment 706 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 8 – point 3 – paragraph 1 – point i b (new)
(ib) the precautions to be taken when entering and exiting a vehicle in a safe way;
2023/09/25
Committee: TRAN
Amendment 709 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 8 – point 4 – point a
(a) driving in such a way as to ensure safety and to reduce fuel/energy consumption and emissions during acceleration, deceleration, uphill and downhill driving, distance to the vehicle in front, curve overtaking, change of lane, priority rules, speed limits;
2023/09/25
Committee: TRAN
Amendment 713 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point a
(a) controls the vehicle; taking into account: proper use of safety belts, modern safety and driving aids, rear- view mirrors, head restraints; seat; proper use of lights and other equipment; proper use of clutch, gearbox, accelerator, braking systems (including third braking system, if available), steering; controlling the vehicle under different circumstances, at different speeds; steadiness on the road; the weight and dimensions and characteristics of the vehicle; the weight and type of load (categories BE, C, CE, C1, C1E, DE, D1E only); the comfort of the passengers (categories D, DE, D1, D1E only) (no fast acceleration, smoothly driving and no hard braking);
2023/09/25
Committee: TRAN
Amendment 714 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point a
(a) controls the vehicle; taking into account: proper use of safety belts, rear- view mirrors, head restraints; seat; proper use of lights and other equipment; proper use of clutch, gearbox, accelerator, braking systems (including third braking system, if available), steering; controlling the vehicle under different circumstances, at different speeds; steadiness on the road; the weight and dimensions and characteristics of the vehicle; the weight and type of load (categories BE, C, CE, C1, C1E, DE, D1E, T only); the comfort of the passengers (categories D, DE, D1, D1E only) (no fast acceleration, smoothly driving and no hard braking);
2023/09/25
Committee: TRAN
Amendment 719 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point b
(b) drives economically and in a safe and energy-efficient way, taking into account the revolutions per minute, changing gears, braking and accelerating including use of intrinsic in-vehicle driving and/or safety aids (categories B, BE, C, CE, C1, C1E, D, DE, D1, D1E only);
2023/09/25
Committee: TRAN
Amendment 721 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point c
(c) complies with observation rules: all-round observation; proper use of mirrors; including new technologies; far, middle, near distance vision;
2023/09/25
Committee: TRAN
Amendment 727 #

2023/0053(COD)

Proposal for a directive
Annex II – Part I – point B – point 9 – point 3 – point j
(j) controls braking and stopping: decelerating in time, braking or stopping according to circumstances; anticipation; using the various braking systems (only for categories C, CE, D, DE); using speed reduction systems other than the brakes including use of in-vehicle technologies (only for categories C, CE, D, DE).
2023/09/25
Committee: TRAN
Amendment 731 #
2023/09/25
Committee: TRAN
Amendment 746 #

2023/0053(COD)

Proposal for a directive
Annex III – point 3 a (new)
3 a. The Commission shall develop and promote evidence-based guidelines for family doctors and psychologists involved in assessing the functional capabilities of someone suspected of being an unfit driver and support Member States in developing and evaluating educational programmes for family doctors that are both effective and accepted by medical practitioners.
2023/09/25
Committee: TRAN
Amendment 768 #

2023/0053(COD)

Proposal for a directive
Annex III – point 11 – paragraph 2 – point 1 – paragraph 2
Neurological disturbances associated with diseasesevelopmental conditions, diseases or medical or surgical intervention affecting the central or peripheral nervous system, which lead to cognitive, behavioural, sensory or motor impairments and affect function, balance and coordination, shall accordingly be taken into account in relation to their functional effects and the risks of progression. In such cases, the issue or renewal of the licence may be subject to periodic assessment in the event of risk of deterioration.
2023/09/25
Committee: TRAN
Amendment 773 #

2023/0053(COD)

Proposal for a directive
Annex III – point 13 – paragraph 2 – point 1 – point a
(a) severe mental, cognitive or behavioural impairment, whether congenital or due to disease, trauma or neurosurgical operations;
2023/09/25
Committee: TRAN
Amendment 774 #

2023/0053(COD)

Proposal for a directive
Annex III – point 13 – paragraph 2 – point 1 – point b
(b) severe intellectual impairment;deleted
2023/09/25
Committee: TRAN
Amendment 777 #

2023/0053(COD)

Proposal for a directive
Annex III – point 13 – paragraph 2 – point 1 – point c
(c) severe behavioural problems, ageing-linked behavioural problems; or personality impairments leading to seriously impaired judgment, behaviour or adaptability,
2023/09/25
Committee: TRAN
Amendment 783 #

2023/0053(COD)

Proposal for a directive
Annex III – point 14 – paragraph 2 – point 1 – paragraph 1
Driving licences shall not be issued to, or renewed for, applicants or drivers who are dependent on alcohol or unable to refrain from drinking and driving, unless appropriate restrictionthe driver remains under proper medical supervision and takes pare applied through the use of technologies enabling to offset the dependency (for example, through the mandatory use of an alcohol interlock)t in alcohol interlock rehabilitation programme that requires the use of alcohol interlock to drive a motor vehicle, provided that he or she proves to be suitable for this measure.
2023/09/25
Committee: TRAN
Amendment 11 #

2022/2140(INI)

Draft opinion
Recital A a (new)
Aa. whereas equality between women and men is paramount and should never be compromised and the EU should remain a world leader in this field;
2023/02/16
Committee: TRAN
Amendment 12 #

2022/2140(INI)

Draft opinion
Recital A b (new)
Ab. whereas on 1 January 2021, there were 229 million women and 219 million men in the European Union1a, which should be reflected in tailored policy measures within transport decision making in each Member State; whereas the different body morphology of men and women, different mobility patterns of both sexes as well as specific needs of various age groups should be particularly taken into account while designing and implementing chosen transport policy measures; whereas their monitoring and reporting could serve as a basis for further modification of measures already in place, in particular thanks to best practice sharing and consultations with local stakeholders; _________________ 1a https://ec.europa.eu/eurostat/cache/digpu b/demography/bloc-1b.html?lang=en
2023/02/16
Committee: TRAN
Amendment 17 #

2022/2140(INI)

Draft opinion
Recital B
B. whereas there is a lack of the reliable gendersex-disaggregated data and gender analysis which are needed to further underpin policy initiatives to make the EU transport sector more inclusive and to ensure its accessibility to all user groups; whereas, at present the data available is not always comparable, standardised and cannot be efficiently used; whereas in order to sufficiently address gender differences, the data disaggregated by gender and socio-economic factors, such as income, family status and employment status could further serve as valuable input for science-based transport policy that adequately addresses gender differences2a; _________________ 2a https://www.europarl.europa.eu/RegData/ etudes/STUD/2021/701004/IPOL_STU(20 21)701004_EN.pdf
2023/02/16
Committee: TRAN
Amendment 23 #

2022/2140(INI)

Draft opinion
Recital C
C. whereas too little attention is stilla comprehensive understanding of the different users of transport is needed in any attempt to advance inclusion in transport in an equitable manner; whereas still to this day not enough attention is being paid to women’s needs in publiccollective transport or infrastructure planning, including safety issues;
2023/02/16
Committee: TRAN
Amendment 26 #

2022/2140(INI)

Draft opinion
Recital C a (new)
Ca. whereas understanding transport patterns and mobility needs are fundamental to the development of gender sensitive transport policies which should provide an enabling environment for both men and women to enjoy safe, accessible, reliable, sustainable and freely chosen mobility option;
2023/02/16
Committee: TRAN
Amendment 30 #

2022/2140(INI)

Draft opinion
Recital C b (new)
Cb. whereas differences in body structure and biology between men and women are a key issue with regard to vulnerability in car crashes;
2023/02/16
Committee: TRAN
Amendment 31 #

2022/2140(INI)

Draft opinion
Recital D
D. whereas EU legislation should further promote gender equality, diversity and inclusiveness in all modes and at all levels of transportation;
2023/02/16
Committee: TRAN
Amendment 37 #

2022/2140(INI)

Draft opinion
Recital D a (new)
Da. whereas recent survey data collected by EIGE shows that 35% of women and 30% of men in the EU use public transportation as their main mean of transport3a; _________________ 3a https://eige.europa.eu/gender- mainstreaming/policy-areas/transport
2023/02/16
Committee: TRAN
Amendment 41 #

2022/2140(INI)

Draft opinion
Recital D b (new)
Db. whereas more women than men use more sustainable transport means such as public transport, cycling and walking4a; _________________ 4a https://eige.europa.eu/gender- mainstreaming/policy-areas/transport
2023/02/16
Committee: TRAN
Amendment 42 #

2022/2140(INI)

Draft opinion
Recital D c (new)
Dc. whereas the European Commission Cities Mission states that 100 EU cities shall become climate-neutral by 2030 through various incentives including the establishment of the car free city centres which could make the citizens solely reliant on collective transport and low emission transport solutions;
2023/02/16
Committee: TRAN
Amendment 44 #

2022/2140(INI)

Draft opinion
Recital D d (new)
Dd. whereas the research performed across Europe has shown that gender- based violence in public spaces and public transport facilities is a major and growing problem; whereas the survey conducted by e.g. Barcelona Area Metropolitan Transport Authority (ATM), IERMB, Gencat revealed that 91.6% of women between the ages of 16 and 25 have experienced a situation of harassment on public transport; whereas by linking secure and efficient AI systems with facial recognition to the collective transport agencies’ and law enforcement's surveillance cameras could help law enforcement not only to prevent crimes, but also to react rapidly when they occur, providing a very powerful tool to investigate serious crimes committed in collective transport systems;
2023/02/16
Committee: TRAN
Amendment 45 #

2022/2140(INI)

Draft opinion
Recital D e (new)
De. whereas the environment around transit infrastructure makes a real difference in both actual safety and the perception of safety particularly amongst women who are the most vulnerable group of passengers5a; _________________ 5a https://www.itf- oecd.org/sites/default/files/docs/womens- safety-security_0.pdf
2023/02/16
Committee: TRAN
Amendment 46 #

2022/2140(INI)

Draft opinion
Recital D f (new)
Df. whereas the new European green policy seeks to promote zero-emission mobility including sustainable and zero emission urban logistics through sustainable mobility plans (SUMP) where a large emphasis is put on the development and promotion of active modes in urban nodes which could largely contribute to achieving union climate goals but which are not always an efficient mobility solution especially for women;
2023/02/16
Committee: TRAN
Amendment 47 #

2022/2140(INI)

Draft opinion
Recital D g (new)
Dg. whereas in general women account only for 22 % of all transport workers;
2023/02/16
Committee: TRAN
Amendment 48 #

2022/2140(INI)

Draft opinion
Recital D h (new)
Dh. whereas transport companies across nearly all transport modes face significant recruitment problems, particularly in relation to mobile staff; whereas the employment of women could be a remedy for staff shortage in the transport sector6a; _________________ 6a European Commission, Directorate- General for Mobility and Transport, Good staff scheduling and rostering practices in transport : final report, Publications Office of the European Union, 2021, https://data.europa.eu/doi/10.2832/679675
2023/02/16
Committee: TRAN
Amendment 49 #

2022/2140(INI)

Draft opinion
Recital D i (new)
Di. whereas the proportion of women employed in the urban public transport is only 17,5% 7a; whereas less than 10% of drivers are women and less than 6% of employees in other technical functions are women; whereas due to demographic changes the transport sector faces staff shortages; _________________ 7a https://www.itfglobal.org/sites/default/files /node/page/files/Women_in_Public_Trans port_OPT.pdf
2023/02/16
Committee: TRAN
Amendment 50 #

2022/2140(INI)

Draft opinion
Recital D j (new)
Dj. whereas the truck transport accounts for 75% of Europe’s total freight volume8a; whereas the shortage of professional truck drivers is significant, continuously growing and has consequences for the entire logistic industry and economy; whereas there is a very low share of women truck drivers, despite important levels of female unemployment; whereas tailored policy measures at Member State level could attract more women working in the sector; whereas an important condition to facilitate greater women’s employment in the sector would be to tackle truck driver safety concerns, insufficient number of secure parking spaces and work-life balance related issues; _________________ 8a Eurostat 2021
2023/02/16
Committee: TRAN
Amendment 51 #

2022/2140(INI)

Draft opinion
Recital D k (new)
Dk. whereas women account for only 29% of the overall workforce in the general maritime industry and 20% of workforce of national maritime authorities in Member States; whereas women seafarers make up just 2% of the crewing workforce and 34% in ship owning companies9a; _________________ 9a https://wistainternational.com/news/imo- wista-women-in-maritime-survey- highlights-current-gender-diversity- across-the-sector-and-sets-a-benchmark- for-progress/
2023/02/16
Committee: TRAN
Amendment 52 #

2022/2140(INI)

Draft opinion
Recital D m (new)
Dm. whereas in the railway sector in Europe the average share of women is around 20%10a; _________________ 10a https://transport.ec.europa.eu/news/europ ean-commission-announces-winners- women-rail-award-2022-03-08_en
2023/02/16
Committee: TRAN
Amendment 53 #

2022/2140(INI)

Draft opinion
Recital D n (new)
Dn. whereas in air transport women employees account for 40% of the total workforce in Europe11a; whereas the majority of female employees in aviation work in customer service and administration; whereas only 3% of the airline pilots worldwide are women; _________________ 11a Eurostat, 2017
2023/02/16
Committee: TRAN
Amendment 54 #

2022/2140(INI)

Draft opinion
Recital D o (new)
Do. whereas private mobility and collective transport are essential for rural areas and outermost regions, especially considering the particular needs of the elderly, women, young people, tourists, or those who are economically marginalised; whereas preserving efficient mobility options for women and men in these territories are key for greater economic and social opportunities and very often for their survival;
2023/02/16
Committee: TRAN
Amendment 55 #

2022/2140(INI)

Draft opinion
Subheading 1
A renewed push for more gender- disaggregated data collection and statistics to further optimise mobility
2023/02/16
Committee: TRAN
Amendment 56 #

2022/2140(INI)

Draft opinion
Subheading 1 a (new)
Calls on Member States, regional and local authorities to continue designing and implementing transport policy measures that correspond with demographic developments, mobility patterns and equality policies, in particular work life balance measures; Calls furthermore on Member States to implement the existing legislation with regards to transport, employment and equality policies;
2023/02/16
Committee: TRAN
Amendment 57 #

2022/2140(INI)

Draft opinion
Subheading 1 b (new)
Points out that monitoring and reporting of undertaken transport measures are essential for their further modification to match changing mobility patterns of women and men or of an aging society; in this regard, stresses that best practice sharing and consultations with local stakeholders are of added value to optimise transport policy measures;
2023/02/16
Committee: TRAN
Amendment 58 #

2022/2140(INI)

Draft opinion
Subheading 1 c (new)
Stresses that the stakeholder engagement is critical in order to better comprehend and meet transport users’ needs, especially specific needs of women as well as secure a stakeholder buy-in12a; _________________ 12a European Commission, Directorate- General for Mobility and Transport, Kouris, S., Study on the social dimension of the future EU transport system regarding users and passengers: final report, Publications Office of the European Union, 2022, https://data.europa.eu/doi/10.2832/482141
2023/02/16
Committee: TRAN
Amendment 59 #

2022/2140(INI)

Draft opinion
Subheading 1 d (new)
Welcomes the establishment of a Women in Transport – EU Platform for change, which was launched on November 27, 2017, where European stakeholders can learn from each other, for the benefit of women and men in the transport sector and exchange best practices also in the field of safety and security in transport; calls in this respect for more initiatives boosting and prioritising women’s employability in the transport sector;
2023/02/16
Committee: TRAN
Amendment 61 #

2022/2140(INI)

Draft opinion
Subheading 1 f (new)
Welcomes the Commission guidance on cycling projects in the EU that brings together existing advice into a single, coherent and universal online guidance resource that enables users to identify the most relevant information for their situation; stresses that it is utmost important to improve security and safety of cyclist, including safety of bike lanes and common guidance on cycling safety equipment, which are key to increase interest in cycling among women; in this regard calls on the Parliament and the Council to agree on cycling infrastructure covered alongside publicly accessible road network by intelligent transport systems within reasonable period of time while amending Directive 2010/40/EU;
2023/02/16
Committee: TRAN
Amendment 63 #

2022/2140(INI)

Draft opinion
Paragraph 1
1. Considers that Member States and regional and local authorities should further collect data and establish key indicators, such as gender-sensitive statistics, socio-economic factors and age- related data, in order to identify and overcome barriers for women in transport and to understand travel patterns and to optimise mobility taking into account women’s needs and to contribute to publicsustainable transport design and policy initiatives related to both transport users and workers; recalls that EU policy- making in the field of, at all levels, in the transport sector should be based on reliable, accessible and detailed data, together with impact assessments, so as to help design better EU policiemore gender-sensitive EU policies to be able to effectively address women’s needs;
2023/02/16
Committee: TRAN
Amendment 69 #

2022/2140(INI)

Draft opinion
Paragraph 1 a (new)
1a. Calls on the Member States and regional and local authorities to make the collected data available to all interested parties;
2023/02/16
Committee: TRAN
Amendment 86 #

2022/2140(INI)

Draft opinion
Paragraph 2
2. Calls on the Commission to considerintensify efforts to include gender- related provisions in all relevant legislation, in line with the Sustainable and Smart Mobility Strategy13a, and Gender Equality Strategy14a in order to ensure a safe working environment for women in all transport modes, at all levels, as well as any necessary preventive and dissuasive measures (e.g. safe and secure parking areas); calls, furthermore, on the Commission to promote measures for emergency situations, such as camera surveillance systems and emergency call buttons in places where they are needed, such aspossible, for example in unattended charging stations, enabling an immediate connection to local emergency services, as recently envisaged in the proposal for a new Alternative Fuels Infrastructure Regulation3 ; _________________ 3; _________________ 13a https://eur-lex.europa.eu/legal- content/EN/TXT/?uri=CELEX%3A52020 DC0789 14a Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council (COM(2021)0559).
2023/02/16
Committee: TRAN
Amendment 89 #

2022/2140(INI)

Draft opinion
Paragraph 2 a (new)
2a. Underlines that new digital technologies, in particular AI, can greatly improve safety and security in the transport system; points out in this regard that since transport hubs are among the locations most exposed to crime and frequent locations for violence and serious disturbances, many citizens, women in particular, refrain from using collective transport due to the experience of insecurity; stresses, therefore, that the EU should create a strategy to increase the uptake of advanced AI based surveillance systems, in order to prevent and combat gender based violence in collective transport;
2023/02/16
Committee: TRAN
Amendment 94 #

2022/2140(INI)

Draft opinion
Paragraph 2 b (new)
2b. Deplores that the AI Regulation which is currently underway would significantly hamper the law enforcement's ability to combat crime in the collective transport systems, especially violent offenses like robberies, assaults and sexual harassment that women fall victims to; Calls on the co-legislators to reject the parts of the Commission's proposed Regulation that would ban law enforcement's and transport agencies' use of AI in real-time surveillance systems; Underlines that such advanced AI systems could be a powerful tool to combat crimes that women fall victims to, and greatly improve safety, security and attractiveness of collective transport, in particular in locations without physical surveillance;
2023/02/16
Committee: TRAN
Amendment 99 #

2022/2140(INI)

Draft opinion
Paragraph 3
3. Calls on the Council and all Member States to promote initiatives to prevent all kinds of discrimination, as well as to promote measures ensuring safe and secure workplaces, and training aimed at preventing gender-based violence and harassment in all transport-related workplaces.
2023/02/16
Committee: TRAN
Amendment 100 #

2022/2140(INI)

Draft opinion
Paragraph 3 – subparagraph 1 (new)
A safe and secure transport and mobility
2023/02/16
Committee: TRAN
Amendment 105 #

2022/2140(INI)

Draft opinion
Paragraph 3 a (new)
3a. Calls on the Member States to ensure that safety performance and crash tests include biofidelic female models and more attention to female physiology is paid when designing the ergonomics of vehicles and their safety systems;
2023/02/16
Committee: TRAN
Amendment 111 #

2022/2140(INI)

Draft opinion
Paragraph 3 b (new)
3b. Calls on the Member States and local authorities to set up walkable neighbourhoods, with well communicated, safe, collective transport services in order to deliver a cost and time efficient, sustainable, clean, equitable and vibrant city;
2023/02/16
Committee: TRAN
Amendment 113 #

2022/2140(INI)

Draft opinion
Paragraph 3 c (new)
3c. Calls on the Member States to ensure that sustainable private mobility is complemented by appropriate collective transport, active mobility and other modes of transport; calls furthermore on Member States to encourage regional and local authorities to develop and implement sustainable urban mobility plans with a focus on integration of gender equality measures in their sustainable transport and urban transport planning, by improving the safety, comfort and physical accessibility of transportation modes and facilities; notes that the provision of better quality and improved quantity of transport services and systems, including an intermediate collective transport for safe and efficient first and last mile connectivity is of key importance;
2023/02/16
Committee: TRAN
Amendment 118 #

2022/2140(INI)

Draft opinion
Paragraph 3 d (new)
3 d. Calls on the Member States, national authorities and transport agencies to pay attention to unsupervised spaces in the transport system which lack the physical presence of transport workers such as guards or conductors, and to deploy safety buttons and advanced AI based surveillance systems, where possible, as a means to combat crime and improve the security and attractiveness, in particular for women, of the public transport system;
2023/02/16
Committee: TRAN
Amendment 123 #

2022/2140(INI)

Draft opinion
Paragraph 3 e (new)
3e. Notes that the ongoing implementation of sustainable transformation solutions in Europe, especially in city centres such as car free city zones, shall work towards citizens' safety and security as well as increased use of sustainable mobility solutions; calls in this respect on Member States and local authorities to improve safety in collective transport services, transit hubs and safer low emission mobility infrastructure such as e.g. safer cycling lanes and pedestrian areas.
2023/02/16
Committee: TRAN
Amendment 128 #

2022/2140(INI)

Draft opinion
Paragraph 3 f (new)
3f. Calls on the Member States and local authorities to take into account adequate lighting and clear sight lines as well as eliminating nooks, corners, and isolated, eerie areas that could facilitate assaults when designing transport infrastructure especially in transit transport hubs15a; _________________ 15a https://www.itf- oecd.org/sites/default/files/docs/womens- safety-security_0.pdf
2023/02/16
Committee: TRAN
Amendment 129 #

2022/2140(INI)

Draft opinion
Paragraph 3 g (new)
3g. Calls on the Member States to take appropriate measures when planning new transport infrastructure or when upgrading the existing one to ensure accessibility and safety for all users, especially women, persons with disabilities or reduced mobility and other people in situation of vulnerability; Notes that seeking synergies between different nodes and the promotion of active modes which contribute to reducing carbon footprint and reduction of congestion should take into account safety and security so that women are able to take advantage of active mode infrastructure without hindrances;
2023/02/16
Committee: TRAN
Amendment 131 #

2022/2140(INI)

Draft opinion
Paragraph 3 h (new)
3h. Empowering women in transport sector through improved employment measures
2023/02/16
Committee: TRAN
Amendment 132 #

2022/2140(INI)

Draft opinion
Paragraph 3 i (new)
3i. Notes that women employees are needed in all transport sectors and at all levels, which is not only a question of importance of gender equality and its various benefits for entire society, but also improved decision-making more effectively meeting women’s specific transport needs;
2023/02/16
Committee: TRAN
Amendment 133 #

2022/2140(INI)

Draft opinion
Paragraph 3 j (new)
3j. Calls on the Member States to ensure that women are equally represented among decision-makers as well as in government-appointed bodies and institutions dealing with defining, planning and implementing transport policies, in order to better include the gender perspective; calls on the Member States and stakeholders to promote gender balance and ensure better representation of women in management and supervisory roles within the transport sector;
2023/02/16
Committee: TRAN
Amendment 134 #

2022/2140(INI)

Draft opinion
Paragraph 3 k (new)
3k. Calls on the Member States, transport operators and national associations to facilitate access to the truck driver profession through a harmonised EU framework, as well as to encourage more women to the truck driver profession through education and training programmes, financial support to mitigate licence costs as well as the increased availability of safe and secure parking spaces and appropriate rest areas, showers and restrooms16a; _________________ 16a https://www.iru.org/resources/iru- library/iru-intelligence-briefing-truck- driver-profession-europe-access-and- attractiveness-executive-summary
2023/02/16
Committee: TRAN
Amendment 135 #

2022/2140(INI)

Draft opinion
Paragraph 3 l (new)
3l. Calls on the Member States, transport operators and national associations to develop training courses, through EU programmes such as the ERDF and the ESF, designed to encourage women’s interest in the transport sector; calls on the Member States to pay attention to gender balance in training projects and programmes on smart technologies and green transformation, and to focus on empowering women, through education and training, with the competences and qualifications they need in their individual career development;
2023/02/16
Committee: TRAN
Amendment 136 #

2022/2140(INI)

Draft opinion
Paragraph 3 m (new)
3m. Welcomes initiatives, such as Aviation 4 Girls event, that encourage women to pursue careers in science, technology, engineering, and mathematics (STEM) where women are still underrepresented;
2023/02/16
Committee: TRAN
Amendment 137 #

2022/2140(INI)

Draft opinion
Paragraph 3 n (new)
3n. Welcomes the recent signing of the agreement between the European social partners in the railway sector, the community of European Railway infrastructure companies (CER) and the European Transport Workers’ Federation, which sets minimum standards and introduces new measures to improve gender balance and diversity as well as establishes measures for combatting discrimination, gender segregation and harassment; calls on other European transport stakeholders to launch similar initiatives;
2023/02/16
Committee: TRAN
Amendment 138 #

2022/2140(INI)

Draft opinion
Paragraph 3 o (new)
3o. Welcomes the thematic focus of the 2023 Edition of the Gender Equality Index by EIGE which will contribute to the knowledge base concerning the probable impacts of the transition towards a low carbon society from a gender and intersectional perspective; Supports the fact that it will focus on two specific priority sectors namely Energy and Transport; Notes that it will include survey data on women’s and men’s environmentally-friendly behaviours concerning transport and potential impacts on the time spent on unpaid care;
2023/02/16
Committee: TRAN
Amendment 3 #

2022/2046(INI)

Draft opinion
Recital B
B. whereas the recent crises, in particular the Russian war against Ukraine, pose severe challenges for the EU transport sector, its businesses and its workers, in particular supply chain disruptions and rising fuel and energy prices, and require a coordinated response at EU level backed by adequate budgetary means;
2022/07/07
Committee: TRAN
Amendment 7 #

2022/2046(INI)

Draft opinion
Recital B a (new)
B a. whereas a combination of higher energy and transport prices would impact all citizens, and in particular low-income households, with increased risk of transport poverty;
2022/07/07
Committee: TRAN
Amendment 8 #

2022/2046(INI)

Draft opinion
Recital B b (new)
B b. whereas higher fuel cost for aviation, road and maritime transport is having a direct impact on final goods and services prices and the increase of fuel prices is affecting the recovery of tourism from the pandemic;
2022/07/07
Committee: TRAN
Amendment 12 #

2022/2046(INI)

Draft opinion
Paragraph 1 a (new)
1 a. Calls on the Commission to urgently carry out an economic and social assessment of the consequences of the war on all modes of transport in the EU market and to swiftly present, where necessary, support, including through further legislative and/or financial measures within MFF framework, to mitigate the negative effects and to ensure the well-functioning, level-playing field and the fair completion for the European transport sector;
2022/07/07
Committee: TRAN
Amendment 15 #

2022/2046(INI)

Draft opinion
Paragraph 1 b (new)
1 b. Calls on the Commission to continue exploring ways to support the transport of passengers or any kinds of goods towards/from Ukraine and its neighbouring EU countries as humanitarian aid and to provide for the necessary relief in terms of road tolls, infrastructure charges, access during weekends, taxation etc;
2022/07/07
Committee: TRAN
Amendment 16 #

2022/2046(INI)

Draft opinion
Paragraph 1 c (new)
1 c. Supports the Commission’s proposal to conclude transport agreements with Ukraine and Moldova, by partly liberalising road transport for their hauliers, which will allow to shift important export goods from sea routes – currently unavailable due to the Russian military aggression – and to make increased use of EU sea ports for the export and import goods to and from Ukraine; strongly supports in this respect the rapid rehabilitation of formerly abandoned rail and waterway links between Ukraine and Romania in particular; calls on the Commission to explore financial support within the MFF;
2022/07/07
Committee: TRAN
Amendment 19 #

2022/2046(INI)

Draft opinion
Paragraph 2
2. Reiterates its calls for increased financing of transport infrastructure through EU funding, particularly the Connecting Europe Facility (CEF); suggests to this end, for the current multiannual financial framework (MFF), the mobilisation of unused funds under the Recovery and Resilience Facility and calls on the Commission to plan an ambitious successor programme to CEF II for the MFF 2028- 2034, with reinforced funding;
2022/07/07
Committee: TRAN
Amendment 21 #

2022/2046(INI)

Draft opinion
Paragraph 2 a (new)
2 a. Calls on the Commission to support Ukraine and its efforts to strengthen rail connections between Ukraine and the EU. Specific funds should be provided to increase the wagon shifting and transhipment capacity at the Ukrainian border in connection with increasing upstream and downstream rail infrastructure capacity both on the EU and Ukrainian side;
2022/07/07
Committee: TRAN
Amendment 25 #

2022/2046(INI)

Draft opinion
Paragraph 3 a (new)
3 a. Strongly regrets the severe cut of the final envelope on the newly created military mobility budget line under the Connecting Europe Facility (CEF II) programme 2021-2027, when adopting the figures under the Multiannual Financial Framework 2021-2027, especially in light of the current needs; calls on the Commission to find and present solutions to significantly increase the military mobility budget line under the CEF II programme and suggests the mobilisation of unused funds under the Recovery and Resilience Facility (RRF) in this regard in order to strengthen our common European security; emphasizes the importance of ensuring that military mobility aspects are thoroughly assessed and addressed both in terms of infrastructure and funding, with a view to ensure optimal cross-border cooperation and mobility within the Union; in this respect, calls on the Commission to propose targeted support of major infrastructure projects better connecting all Member States and to increase transport infrastructure connections with the Western Balkans, Moldova, Georgia and Ukraine; asks in particular for a strengthening of all major dual use infrastructure leading to the Union’s Eastern border;
2022/07/07
Committee: TRAN
Amendment 29 #

2022/2046(INI)

Draft opinion
Paragraph 3 b (new)
3 b. Reiterates that the funding for European transport agencies and joint undertakings should match their level of responsibility;
2022/07/07
Committee: TRAN
Amendment 30 #

2022/2046(INI)

Draft opinion
Paragraph 3 c (new)
3 c. Regrets the recent downscale of the EU funding available to the European Railway Agency (ERA) and recommends that over the next few years the Agency is provided with a level of resources and EU subsidies more commensurate to the increasingly urgent tasks concerned with the implementation of the Fourth Railway Package and with the need to ensuring sustained progress towards the creation of the Single European Railway Area;
2022/07/07
Committee: TRAN
Amendment 31 #

2022/2046(INI)

Draft opinion
Paragraph 3 d (new)
3 d. Highlights the importance of TEN-T network for stronger connectivity with our strategic partners in non-EU countries. In the view of the Russian war in Ukraine, stresses that the funding of the TEN-T network revision shall well reflect and further focus on the extension of connection towards the Eastern Neighbourhood as well as revising priorities of the Eastern Member States towards cross-border missing links. Requests also the Commission to propose an 'EU-Eastern Europe' or 'Eastern Partnership' Transport Community, including an Eastern Europe Investment Framework, which could be partly modelled on the Western Balkans Transport Community;
2022/07/07
Committee: TRAN
Amendment 32 #

2022/2046(INI)

Draft opinion
Paragraph 3 e (new)
3 e. Calls on the Commission to provide the necessary funding in the EU Member States for developing of the dual use infrastructure with strategic role required in meeting present and future needs; emphasises the necessity to improve the EU capacity to assess and control the ownership and the investments in the field of strategic infrastructure, as a key aspect for guaranteeing the security of the EU and our citizens;
2022/07/07
Committee: TRAN
Amendment 33 #

2022/2046(INI)

Draft opinion
Paragraph 3 f (new)
3 f. Considers that the Russian attack on Ukraine and the resulting transport needs within the EU have underlined the necessity for the EU railway system to accommodate higher volumes of passengers and freight; calls therefore on Member States to accelerate the standardisation, harmonisation and interoperability of the railway systems across Member States and on the Commission to continue monitoring the implementation and the remaining shortcomings.
2022/07/07
Committee: TRAN
Amendment 36 #

2022/2046(INI)

Draft opinion
Paragraph 4
4. Recommends further strengthening synergies between the CEF and other programmes such as Horizon Europe and, InvestEU and RePowerEU, in order to support competitiveness, innovation, sustainability and safety in the transport sector and optimise the use of budgetary resources;
2022/07/07
Committee: TRAN
Amendment 39 #

2022/2046(INI)

Draft opinion
Paragraph 4 a (new)
4 a. Welcomes new strategic initiatives, such as the EU Chips Act and the Secure Connectivity Programme, in response to the current geopolitical crisis and acknowledges the lack of dedicated budgetary lines in the current MFF; reiterates that reallocation of resources from existing Programmes should be limited and that should not negatively affect the overall CEF Transport objectives and the deployment of sustainable transport infrastructure. In this regard, calls on the Commission to carry out a solid budgetary assessment of those initiatives in the context of the mid- term review of the Multiannual Financial Framework 2021-2027, in order to provide new adequate resources;
2022/07/07
Committee: TRAN
Amendment 40 #

2022/2046(INI)

Draft opinion
Paragraph 4 b (new)
4 b. Calls on the Commission to evaluate and to present a strategy for EU airlines and airports and their workforces and to explore further financial instruments within the MFF to support the sector, which has been severely hit, first by the COVID-19 pandemic and now by overflight bans for Russia and Belarus, high fuel and energy prices and dropping demand; stresses, however, the need to ensure a level-playing field and fair competition between airlines, in particular when providing financial support;
2022/07/07
Committee: TRAN
Amendment 43 #

2022/2046(INI)

Draft opinion
Paragraph 5 a (new)
5 a. Underlines the urgent need to significantly increase the Union domestic production, supply and storage of renewable and low carbon fuels/energy and to further increase the diversification of the European Union’s energy supplies, also through imports of alternative fuels in the short-term, including through EU port terminals for LNG as a transitional fuel, whilst carefully avoiding lock-in affects and stranded assets, and in alignment with EU climate goals; further underlines the need to strengthen energy interconnections between Member States. Calls on the Commission to develop within the MFF a Strategic Autonomy Fund for Europe (SAFE) to provide the necessary investments in key areas such as energy infrastructure, transport and industrial competitiveness and food security;
2022/07/07
Committee: TRAN
Amendment 44 #

2022/2046(INI)

Draft opinion
Paragraph 5 b (new)
5 b. Stresses the importance of creating a diversification strategy to ensure the supply of critical raw materials, such as rare earth metals so as to increase resilience to shocks and crises;
2022/07/07
Committee: TRAN
Amendment 45 #

2022/2046(INI)

Draft opinion
Paragraph 5 c (new)
5 c. Considers that the synergies and complementarities of the TEN-T and TEN-E should be promoted, while fully ensuring existing and future funding opportunities and levels of funding for the development of the TEN-T;
2022/07/07
Committee: TRAN
Amendment 46 #

2022/2046(INI)

Draft opinion
Paragraph 6
6. Stresses that the transition to a smart and sustainable mobility system has to be fair and inclusive and requires mitigating the risk of energy and mobilitytransport poverty and protecting the most vulnerable; considers that to ensure a successful transition, it is essential to investments in the upskilling and reskilling of workers should be accompanied by measures to support the most impacted EU industrial supply chains, such as the automotive one; therefore insists on targeted measures and financing opportunities within the ‘Fit for 55’ package in that respect, in coordination with Member States’ plans;
2022/07/07
Committee: TRAN
Amendment 50 #

2022/2046(INI)

Draft opinion
Paragraph 7
7. Regrets the fragmentation of the funding possibilities available for tourism in the current MFF; highlights that this economically important sector, especially themade for 99% of small and medium-sized enterprises, is struggling to overcome the effects of the COVID-19 pandemic and the crisis caused by the current war; reiterates the urgency of creating a specific EU programme on sustainable tourism and introducing a dedicated budget line to address the needs of the sector; reiterates that coordination is key for the recovery of the EU tourism industry as a short-term solution and insists on its request for the establishment of a European crisis mechanism for the EU tourism sector and of a European agency for tourism. to maintain Europe's standing as a leading destination;
2022/07/07
Committee: TRAN
Amendment 42 #

2022/2023(INI)

Motion for a resolution
Recital D
D. whereas the efficient movement of people, services and goods, including city freight transport and logistics are essential to the functioning of urban economies;
2022/10/18
Committee: TRAN
Amendment 45 #

2022/2023(INI)

Motion for a resolution
Recital D a (new)
Da. whereas coach travel represents 40% of the EU collective road transport activity;
2022/10/18
Committee: TRAN
Amendment 59 #

2022/2023(INI)

Motion for a resolution
Recital F a (new)
Fa. whereas micro-mobility encompasses electrically and non- electrically powered personal mobility devices such as bikes, e-bikes, electric scooters, hoverboards, monowheels and others;
2022/10/18
Committee: TRAN
Amendment 62 #

2022/2023(INI)

Motion for a resolution
Recital F b (new)
Fb. whereas the Commission published the dedicated SUMP Topic Guide focusing on road safety and micro- mobility in the SUMP planning and implementation process;
2022/10/18
Committee: TRAN
Amendment 65 #

2022/2023(INI)

Motion for a resolution
Recital G
G. whereas the rules and requirements regarding active mobility, new forms of mobility and micro-mobility are still underdeveloped or vary between Member States, which has a significant impact on citizens’ safety and further leads to missed opportunities for users in different Member States and uncertainty for operators;
2022/10/18
Committee: TRAN
Amendment 71 #

2022/2023(INI)

Motion for a resolution
Recital H
H. whereas the number of accidents involving electric scooters and other new forms of urbannew forms of micro-mobility such as electrically powered personal mobility devices has increased over the past two years;
2022/10/18
Committee: TRAN
Amendment 76 #

2022/2023(INI)

Motion for a resolution
Recital I a (new)
Ia. whereas focus on urban transport policies should shift from simply providing mobility to ensuring accessibility to the service, giving greater priority to affordable access for all, regardless their income, age, health situation or location (i.e., urban vs peri- urban/rural);
2022/10/18
Committee: TRAN
Amendment 79 #

2022/2023(INI)

Motion for a resolution
Recital J a (new)
Ja. whereas artificial intelligence (AI) in urban mobility has a high potential in increasing safety, security and efficiency, improving inclusion of vulnerable groups, reducing traffic congestion, decreasing air and noise pollution, reducing costs and decarbonising the transport sector;
2022/10/18
Committee: TRAN
Amendment 83 #

2022/2023(INI)

Motion for a resolution
Recital J b (new)
Jb. whereas on-demand mobility services offer the potential to complement traditional collective transport services;
2022/10/18
Committee: TRAN
Amendment 85 #

2022/2023(INI)

Motion for a resolution
Subheading 1
Strengthening the urban mobility framework: A new page in EU's urban road safety, accessibility and security
2022/10/18
Committee: TRAN
Amendment 96 #

2022/2023(INI)

Motion for a resolution
Paragraph 1 a (new)
1a. Highlights that citizens are willing to switch to smart and sustainable modes of transport in particular in their daily mobility, with the main condition for switching being the cost, availability and speed;
2022/10/18
Committee: TRAN
Amendment 98 #

2022/2023(INI)

Motion for a resolution
Paragraph 1 b (new)
1b. All new measures shall be based on the results of comprehensive impact assessment taking into account economic, social and environmental consequences as well diverse mobility needs of users;
2022/10/18
Committee: TRAN
Amendment 101 #

2022/2023(INI)

Motion for a resolution
Paragraph 1 c (new)
1c. The assessment of environmental performance of different urban transport solutions shall be based on life-cycle emissions;
2022/10/18
Committee: TRAN
Amendment 116 #

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; highlighting in this regard that all users (from urban, peri-urban and rural areas) should be equally important in the process of urban transport planning
2022/10/18
Committee: TRAN
Amendment 117 #

2022/2023(INI)

Motion for a resolution
Paragraph 2 a (new)
2a. Highlights that authorities should place transport users from urban, peri- urban and rural areas at the centre of their mobility and transport vision and practice. Transport plans should therefore acknowledge that mobility needs and users’ individual circumstances and preferences are not homogenous. Therefore, a differentiated variety of smart and sustainable mobility options is needed, instead of a one-size-fits-all solution.
2022/10/18
Committee: TRAN
Amendment 129 #

2022/2023(INI)

Motion for a resolution
Paragraph 3
3. Calls for financial, fiscal and regulatory support for the use of zero- and low-carbon individual private mobility, complemented by efficient and affordable collective transport services and shared mobility solutions , and other modes of transport that bring various options to the market, in order to boost competition and thereby provide better and more valuable inclusive, affordable, efficient and sustainable solutions for citizens;
2022/10/18
Committee: TRAN
Amendment 138 #

2022/2023(INI)

Motion for a resolution
Paragraph 4
4. Calls for better accessibility and connectivity between urban, peri-urban and rural areas and further calls for unhindered access to smart, sustainable and affordable transport to be guaranteed for all; In this regard notes with concern that peri-urban and rural areas, especially sparsely populated territories suffer the shortage of efficient, affordable and connected transport solutions and infrastructure including alternative fuel infrastructure which constrains the socioeconomic perspectives of these areas and their citizens;
2022/10/18
Committee: TRAN
Amendment 149 #

2022/2023(INI)

Motion for a resolution
Paragraph 4 a (new)
4a. Underlines the importance of a level playing field between public and private transport providers allowing for a fair competition as well as the need for further complementarity between transport services;
2022/10/18
Committee: TRAN
Amendment 157 #

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 deploying means to detect safety-related events or conditions, and also by taking into account users from groups with special needs such as people with disabilities and reduced mobility, persons accompanying children, elderly people, etc.;
2022/10/18
Committee: TRAN
Amendment 161 #

2022/2023(INI)

Motion for a resolution
Paragraph 5 a (new)
5a. Supports all effort to improve road safety in achieving the aims of Vision Zero;
2022/10/18
Committee: TRAN
Amendment 167 #

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 regard; In regards to safety highlights active and passive safety features in private vehicles and collective transport vehicles and stresses the importance of availability of mobile network in Member States necessary for emergency buttons; recommends implementation of AI and digital technologies into collective transport such as cameras, SOS buttons, real time remote identification systems for law enforcements and others. This will have also a positive impact making collective transport secure for currently vulnerable users such as women. Regarding accessibility, the AI and digitalisation can drastically contribute by implementing auditory signals in collective transport and infrastructure, deployment of intelligent private vehicles, pre-trip virtualization, safe smart intersection crossing or assistive robots.
2022/10/18
Committee: TRAN
Amendment 169 #

2022/2023(INI)

Motion for a resolution
Paragraph 6 a (new)
6a. Recognises Commission’s efforts but notes that a more ambitious and coherent European policy and legislation is required to improve access to metros, rail transport, buses, trams, and shared mobility solutions; stresses the importance of other accessibility issues such as the availability of parking spots designated for persons with disabilities, a strict policy on abuse of blocking parking spots of persons with disabilities, accessibility of the city's walking and cycling infrastructure, including quality and accessibility of pavements, secure and accessible road crossings;
2022/10/18
Committee: TRAN
Amendment 171 #

2022/2023(INI)

Motion for a resolution
Paragraph 6 b (new)
6b. Supports the UN Convention on the Rights of Person with Disabilities (UNCRPD and European Accessibility Act Directive and all of its dimensions in the context of urban mobility;
2022/10/18
Committee: TRAN
Amendment 172 #

2022/2023(INI)

Motion for a resolution
Paragraph 6 c (new)
6c. Notes the rapid emergence of micro-mobility, such as bikes, e-bikes, electric scooters, hoverboards, monowheels and other electrically and non-electrically powered personal mobility devices; stresses that these, forms of mobility should be properly incorporated, presented and addressed in urban mobility, including as regards to the safety and compliance policies at all levels of governance;
2022/10/18
Committee: TRAN
Amendment 173 #

2022/2023(INI)

Motion for a resolution
Paragraph 6 d (new)
6d. Calls for collective transport that is accessible, well organised, affordable and offers good quality to citizens including door to door services. The share of clean vehicles in the fleet as well as smart and sustainable modes such as trams are important factor to reduce air pollution, carbon emissions and congestion;
2022/10/18
Committee: TRAN
Amendment 174 #

2022/2023(INI)

Motion for a resolution
Paragraph 6 e (new)
6e. Recognises the benefits of smart and sustainable alternative mobility solutions such as shared cars, ride- hailing, electric bikes and scooters and other forms of micro-mobility; believes that such modes could have a complementary character and could provide wider options to consumers depending on their mobility needs.
2022/10/18
Committee: TRAN
Amendment 175 #

2022/2023(INI)

Motion for a resolution
Paragraph 6 f (new)
6f. Believes that building a new infrastructure for personal micro mobility such as cycling lines should not compromise existing road lines, creating additional traffic obstacles for road users.
2022/10/18
Committee: TRAN
Amendment 177 #

2022/2023(INI)

Motion for a resolution
Paragraph 7
7. Stresses however its concern about 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 context, to closely collaborate with the Member States to draw up common minimal road-safety guidelines and recommendations for micro-mobility such as speed limits, helmet requirements, or training;recommendations and requirements on urban road safety, including the safe use of electrically and non-electrically powered personal mobility devices, dedicated trainings, speed and age limits, helmet requirements and other protective equipment, as well as rules on carrying and hauling children, prohibition of driving under the influence of addictive substances. etc.; notes that these requirements shall be seamlessly adapted to the different levels of governance independently from SUMP planning and implementation and without compromising the principle of subsidiarity; strongly encourages the Member States to proceed with the adaptation of their national legislation and to launch information campaigns; to increase awareness and education for road safety;
2022/10/18
Committee: TRAN
Amendment 183 #

2022/2023(INI)

Motion for a resolution
Paragraph 7 a (new)
7a. Notes in this regard that the lack of enforcement is an additional significant contributor to poor road safety record in regards to micro-mobility; calls for focusing on enforcement of existing rules to ensure respectful coexistence of transport modes;
2022/10/18
Committee: TRAN
Amendment 187 #

2022/2023(INI)

Motion for a resolution
Paragraph 8
8. Calls further on the Commission to harmonise technical standards and requirements regarding types of micro- mobility transport; calls for the review of the CE marking legislation and its application and/or the possible inclusion into the Type Approval Regulation of these vehicles can provide solutions;
2022/10/18
Committee: TRAN
Amendment 199 #

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, shared and on- demand mobility and micro- mobility, as well as underdeveloped sustainable transport modes, into sustainable urban mobility plans;
2022/10/18
Committee: TRAN
Amendment 202 #

2022/2023(INI)

Motion for a resolution
Paragraph 9 a (new)
9a. The infrastructure shall incorporate access routes and last mile connection to multimodal passenger hubs, including for active modes such as bridges or underpasses.
2022/10/18
Committee: TRAN
Amendment 203 #

2022/2023(INI)

Motion for a resolution
Paragraph 9 b (new)
9b. Stresses the importance of the incorporation on the urban transport system and infrastructure of the multimodal freight terminal
2022/10/18
Committee: TRAN
Amendment 209 #

2022/2023(INI)

Motion for a resolution
Paragraph 10 a (new)
10a. Highlights that the SUMPS shall not only present measure how to integrate different modes of transport and promote the sustainable modes of transports but also to evaluate their affordability and accessibility for transport users and taking into account different transport and mobility needs for different groups;
2022/10/18
Committee: TRAN
Amendment 212 #

2022/2023(INI)

Motion for a resolution
Paragraph 10 b (new)
10b. Stresses that the adoption SUMPS shall not be a condition for European funding because of the principle of subsidiarity;
2022/10/18
Committee: TRAN
Amendment 217 #

2022/2023(INI)

Motion for a resolution
Paragraph 11 a (new)
11a. Calls for significantly improved interconnection between the airports and ports with cities in order to allow for seamless and multimodal transport and mobility solutions; highlights primarily the importance of the rail infrastructure and interoperability in this regard;
2022/10/18
Committee: TRAN
Amendment 226 #

2022/2023(INI)

Motion for a resolution
Paragraph 12 a (new)
12a. Stresses that the further development of the inland waterway infrastructure is a crucial to building a smart, sustainable and competitive urban transport;
2022/10/18
Committee: TRAN
Amendment 227 #

2022/2023(INI)

Motion for a resolution
Paragraph 12 b (new)
12b. Highlights that that inland waterways, as one of the most environmentally-friendly modes of transport and its largely untapped potential of transporting large amounts of goods across the Union, can play a fundamental role in meeting the EU’s climate objectives;
2022/10/18
Committee: TRAN
Amendment 228 #

2022/2023(INI)

Motion for a resolution
Paragraph 12 c (new)
12c. Calls for significant increase of the modal share of inland waterways in urban transport by improving its resilience, efficiency and sustainability by promoting and incentivising its usage and allowing for sufficient investments in order to decrease road congestion, enhance safety and decrease emissions;
2022/10/18
Committee: TRAN
Amendment 238 #

2022/2023(INI)

Motion for a resolution
Paragraph 13 a (new)
13a. Calls on the Member States to focus on completing the TEN-T core inland waterway network by 2030, eliminating the missing links and allowing for quality and modally interconnected physical and digital infrastructure within the urban framework including the improvement of rail links at ports;
2022/10/18
Committee: TRAN
Amendment 240 #

2022/2023(INI)

Motion for a resolution
Paragraph 13 b (new)
13b. Calls for EU measures to remove the legislative, administrative, and cross- border obstacles that hamper multimodal transport within the European economy, developed in cooperation with stakeholders; notes that such multimodal vision should be elaborated upon in the next NAIADES action programme; calls for further incentives for the development of intermodal port platforms;
2022/10/18
Committee: TRAN
Amendment 242 #

2022/2023(INI)

Motion for a resolution
Paragraph 13 c (new)
13c. Calls for the modal increase of rail mobility and freight and its interconnection with other transport modes within urban framework; calls in this regard for the improvement of the existing regulatory framework and reduction of technological and operational barriers;
2022/10/18
Committee: TRAN
Amendment 243 #

2022/2023(INI)

Motion for a resolution
Paragraph 13 d (new)
13d. Stresses that the completion of ERTMS integration has to be achieved until 2030 as a matter of urgency;
2022/10/18
Committee: TRAN
Amendment 244 #

2022/2023(INI)

Motion for a resolution
Paragraph 13 e (new)
13e. Highlights the importance of the level playing field between rail transport providers and their equal access to urban infrastructure as well as the revision of track access in order to improve the rail competitiveness in urban transport framework and to provide sustainable, affordable and attractive transport solution for passengers and freight;
2022/10/18
Committee: TRAN
Amendment 245 #

2022/2023(INI)

Motion for a resolution
Paragraph 13 f (new)
13f. Encourages Member states to integrate barrier-free accessibility to urban transport services in their Sustainable Urban Mobility Plans (SUMPs) recalls the need to better integrate the EU road safety targets an actions into the guidelines on the sustainable urban mobility plans by monitoring and promoting best practices;
2022/10/18
Committee: TRAN
Amendment 264 #

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 (SULPs) and low- emissions solutions to city freight transport, including rail and inland waterways, with the use of new distribution models, dynamic routing and multimodal connections;
2022/10/18
Committee: TRAN
Amendment 268 #

2022/2023(INI)

Motion for a resolution
Paragraph 15 a (new)
15a. Highlights that urban logistics should be treated as an integral part of urban planning in order to ensure the efficiency of urban freight services and to avoid situation of interference and disruption in regards to the rest of the participants;
2022/10/18
Committee: TRAN
Amendment 271 #

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 (in urban, peri-urban and rural areas) that takes into account the specificities of all vehicle categories, pursuant to the alternative fuels infrastructure regulation; invites the Member States to collaborate with the Commission to create incentives for individuals and businesses to take up zero- and low-carbon modes of transport;
2022/10/18
Committee: TRAN
Amendment 279 #

2022/2023(INI)

Motion for a resolution
Paragraph 16 b (new)
16b. Encourages the uptake of latest vehicle technologies as state-of-the-art passenger cars, vans, trucks and buses play an important role in urban transport by providing smart, sustainable, safe, affordable and efficient individual and collective transport solutions and logistics;
2022/10/18
Committee: TRAN
Amendment 282 #

2022/2023(INI)

Motion for a resolution
Paragraph 16 c (new)
16c. Stresses that addressing transport- related issues of lower income and special needs groups (such as the disabled and the elderly) as well as connectivity issues between rural, peri-urban, and urban areas are a priority for cities and therefore invites Member States to consider offering ‘mobility vouchers’ that people can then allocate freely to their mobility choices;
2022/10/18
Committee: TRAN
Amendment 284 #

2022/2023(INI)

Motion for a resolution
Paragraph 17
17. Highlights that AIartificial intelligence and digitalisation improve efficiency, safety and affordability, andwhich decreases greenhouse gas emissions, while at the same time transport becomes safer, more efficient and sustainable, and affordable;
2022/10/18
Committee: TRAN
Amendment 296 #

2022/2023(INI)

Motion for a resolution
Paragraph 18
18. Calls for the further development and implementation of ‘mobility as a service’ (MaaS) across EuropeMultimodal Digital Mobility Services (MDMS) such as ‘mobility as a service’ (MaaS) across Europe that ensures a level playing field between transport providers; stresses that Maas is a vital tool for Multimodal Hubs integrating all mobility services and parking and thus providing information on the best services available taking into account the cost and duration of travel and allowing single ticketing;
2022/10/18
Committee: TRAN
Amendment 305 #

2022/2023(INI)

Motion for a resolution
Paragraph 18 a (new)
18a. Underlines the importance of the engagement of public and private stakeholders in a collaboration and constructive dialogue between society, local authorities, and businesses to achieve sustainable mobility of people and transport of goods in urban areas;
2022/10/18
Committee: TRAN
Amendment 306 #

2022/2023(INI)

Motion for a resolution
Paragraph 18 b (new)
18b. Considers the need to provide a local policy framework and private-public partnerships capable of supporting industry and mobility operators launching innovative and sustainable business models and new urban mobility technologies, such as operating autonomous vehicles; notes that this can be facilitated by aligning regulations on urban access policies to realise economies of scale and lower costs;
2022/10/18
Committee: TRAN
Amendment 308 #

2022/2023(INI)

Motion for a resolution
Paragraph 18 c (new)
18c. Calls for an urgent upgrade of the physical and digital infrastructure in cities in order to ensure the safe deployment of automated driving, with harmonization of traffic rules across member States and local authorities;
2022/10/18
Committee: TRAN
Amendment 309 #

2022/2023(INI)

Motion for a resolution
Paragraph 18 d (new)
18d. Highlights the importance of user- friendly multimodal ticketing and payment methods;
2022/10/18
Committee: TRAN
Amendment 310 #

2022/2023(INI)

Motion for a resolution
Paragraph 18 e (new)
18e. Stresses the importance that passengers should have a seamless user experience when using their urban mobility solution and in connecting with long-distance travel options. In order to achieve seamless ticketing in such cases, sector-based solutions should be supported and considered as the starting point when improving multimodal ticketing.
2022/10/18
Committee: TRAN
Amendment 311 #

2022/2023(INI)

Motion for a resolution
Paragraph 18 f (new)
18f. Underlines that the alternative fuels recharging and refuelling infrastructure shall be part of multimodal hubs and terminals.
2022/10/18
Committee: TRAN
Amendment 324 #

2022/2023(INI)

Motion for a resolution
Paragraph 20
20. Notes with concern 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; Common European standards and technological solutions will allow for seamless access to all such zones. Those standards shall be based on data and allow for the UVARs in the zones where is it proven that the emission count is extreme;
2022/10/18
Committee: TRAN
Amendment 326 #

2022/2023(INI)

Motion for a resolution
Paragraph 20 a (new)
20a. Underlines that different UVARs in the EU are generating additional costs for urban logistics that could be avoided;
2022/10/18
Committee: TRAN
Amendment 327 #

2022/2023(INI)

Motion for a resolution
Paragraph 20 b (new)
20b. Stresses that the UVARs weigh significantly on the daily mobility of low- medium income citizens and citizens from peri urban and rural areas and their socio-economic status; notes that this could also lead to further urbanisation; underlines that the UVARs present a negative factor for a local tourism.
2022/10/18
Committee: TRAN
Amendment 333 #

2022/2023(INI)

Motion for a resolution
Paragraph 20 c (new)
20c. Notes with concern in this regard that the upcoming Zero pollution package and primarily the new euro 7 standards can lead to further strengthening of the access rules for those zones and thus discriminate further mostly commuters from peri-urban and rural areas and medium low income households;
2022/10/18
Committee: TRAN
Amendment 337 #

2022/2023(INI)

Motion for a resolution
Paragraph 21 a (new)
21a. Underlines the importance of addition of socio-economic data within scope of the collection and submission of the date to the Commission per urban node. Accessibility, affordability or user- friendliness of public and private mobility services and others shall be included.
2022/10/18
Committee: TRAN
Amendment 50 #

2022/2022(INI)

Motion for a resolution
Paragraph 4
4. Stresses that the full deployment of the ERTMS will help to create a digital single European railway area, ensuring the further development of safe, secure, fast and efficient rail transport services for long-distance and cross-border connections;
2022/06/21
Committee: TRAN
Amendment 63 #

2022/2022(INI)

Motion for a resolution
Paragraph 6
6. Welcomes the Commission’s proposal to speed up the roll-ouUnion-wide deployment of the ERTMS in the revision of the TEN-T Regulation;
2022/06/21
Committee: TRAN
Amendment 73 #

2022/2022(INI)

Motion for a resolution
Paragraph 8
8. Emphasises the need to ensure quick, sufficient and efficient financing and funding to support the investments;
2022/06/21
Committee: TRAN
Amendment 106 #

2022/2022(INI)

Motion for a resolution
Paragraph 12
12. Calls for the clarification and simplification of State aid rules on the public funding of interoperable rolling stock for cross-border services in the revised Railway Guidelines;
2022/06/21
Committee: TRAN
Amendment 116 #

2022/2022(INI)

Motion for a resolution
Paragraph 13
13. Emphasises the need for clear interoperable requirements and standards and further investments in rolling stock;
2022/06/21
Committee: TRAN
Amendment 123 #

2022/2022(INI)

Motion for a resolution
Paragraph 14
14. Stresses that the lack of harmonisation of the certification of train drivers may hamper their mobility between Member States and the development of long-distance passenger services; furthermore highlights the need to agree on a single EU-wide working language, namely English, for train drivers operating long distance and cross border passenger rail connections;
2022/06/21
Committee: TRAN
Amendment 148 #

2022/2022(INI)

Motion for a resolution
Paragraph 17
17. Highlights the role of digitalisation, the need for adequate cybersecurity and better coordination, in particular for cross- border rail traffic;
2022/06/21
Committee: TRAN
Amendment 156 #

2022/2022(INI)

Motion for a resolution
Paragraph 18
18. Welcomes the Commission’s upcoming plans to publish guidelines for setting track access charges but calls for a reduction of charges to not more than the direct cost ;
2022/06/21
Committee: TRAN
Amendment 158 #

2022/2022(INI)

Motion for a resolution
Paragraph 18 a (new)
18a. Reiterates the importance of track access charges, notably in terms of mark- ups, as a decisive cost factor that impacts the competitiveness of rail as opposed to other transport modes; possibly hindering the setting up of new services such as night trains; calls on the Commission to suggest in the upcoming Guidelines recommendations for a consistent Europe-wide category of infrastructure charges for night trains.
2022/06/21
Committee: TRAN
Amendment 165 #

2022/2022(INI)

Motion for a resolution
Paragraph 20
20. Acknowledges that making long- distance rail passenger services more attractive requires more accessible smart ticketing and appropriate protection for passengers in the event of delays or missed connections for single options andwith impartial ticket retail - meaning all rail operators' tickets are sold at all ticket channels, both at independent ticket vendors as well as the in-house ticket vendors of the state-owned rail incumbents and appropriate protection for passengers in the event of delays or missed connections, regardless whether they have booked a combined journey of separate tickets in the same one-way travel chain booking (when a through ticket is not available) or a through tickets itself, ensuring, as a minimum, journey continuation;
2022/06/21
Committee: TRAN
Amendment 171 #

2022/2022(INI)

Motion for a resolution
Paragraph 20 a (new)
20a. Stresses the importance that passengers should have a seamless user experience when searching, selecting, and buying their railway services. In order to achieve seamless ticketing, sector-based solutions should be supported and can be considered as the starting point when improving multimodal ticketing;
2022/06/21
Committee: TRAN
Amendment 180 #

2022/2022(INI)

Motion for a resolution
Paragraph 21
21. Takes note of the Commission’s upcoming proposal for a regulation on multimodal digital mobility services to enhance data exchange and facilitate the conclusion of fair commercial agreements, with both principles being binding for all market participants;
2022/06/21
Committee: TRAN
Amendment 206 #

2022/2022(INI)

Motion for a resolution
Subheading 9
Public service obligationSupport commercially driven services to promote sustainable cross-border and/or multimodal collective transport
2022/06/21
Committee: TRAN
Amendment 207 #

2022/2022(INI)

Motion for a resolution
Paragraph 26
26. Stresses that public service contractimproving the market framework for commercially driven services and introducing non- discriminatory incentives can play a decisive role in supporting the continuity of services and connections to interesting destinations, such as tourist and historical destinations, by providing rail services that help to maintain a dense network of railway links, including to less attractive destinations;
2022/06/21
Committee: TRAN
Amendment 212 #

2022/2022(INI)

Motion for a resolution
Paragraph 27
27. Believes that public service obligationan improved and fair market framework, together with non- discriminatory incentives for new commercially driven services can promote the use of rail, including in long-distance passenger transport, in particular in the case of market failures in cross-border and last- mile routes, perhaps in combination with other profitable segments of the network;
2022/06/21
Committee: TRAN
Amendment 85 #

2022/2021(INI)

Draft opinion
Paragraph 11 a (new)
11 a. Calls on the Commission to include a chapter on all projects funded by CEF which face delays of more than 2 years on a county by country basis. This chapter shall also contain details on the responsible entities or processes which caused the delays including a list of necessary countermeasures;
2022/11/10
Committee: TRAN
Amendment 64 #

2022/0358(COD)

Proposal for a regulation
Recital 1
(1) Short-term accommodation rental services offered by hosts have existed for many years as a complement to other accommodation services such as hotels, hostels, or bed and breakfasts. The volume of short-term accommodation rental services is increasing significantly across the Union as a result of the growth of the platform economy. While short-term accommodation rental services are a cornerstone of European tourism and continuously create many opportunities for guests, hosts and the entire tourism ecosystem, their rapid growth has also triggered concerns and challenges, in particular for local communities and public authorities. OWhile other issues related for example to restrictions to free movement of services or removal of illegal content are already addressed in Union law, namely in Directive 2006/123/EC or in Regulation (EU) 2022/2065, this Regulation sets a clear focus in one of the main challenges, which is the lack of reliable information about short-term accommodation rental services, such as the identity of the host, the location where those services are being offered, and their duration, making it difficult for authorities to assess the impact of short-term accommodation rental services and develop and enforce appropriate, targeted, and proportionate policy responses, which should be based on existing legislation, in order ensure a comprehensive approach.
2023/06/05
Committee: IMCO
Amendment 69 #

2022/0358(COD)

(2) Public authorities at national, regional and local level are increasingly taking measures to obtain information from hosts and online short-term rental platforms, by imposing registration schemes and other transparency requirements, including on online short- term rental platforms. However, legal obligations regarding data generation and data sharing diverge considerably within and between Member States as regards their scope and frequency, as well as in terms of related procedures. The large majority of online platforms intermediating the provision of short-term accommodation rental services provide their services across borders and indeed across the internal market. As a result of diverging transparency requirements, which impede consistent compliance for platform operators, the full realisation of short-term accommodation rental services potential is hampered, and the proper functioning of the internal market is negatively affected. In order to achieve more harmonised rules and requirements, and ensure a fair, unambiguous and transparent provision of short-term accommodation rental services as part of efforts to promote a balanced tourism ecosystem within the internal market, a uniform and targeted set of rules should be established at Union level.
2023/06/05
Committee: IMCO
Amendment 74 #

2022/0358(COD)

Proposal for a regulation
Recital 4
(4) Rules should be laid down to harmonise transparency requirements for the provision of short-term accommodation rental services through online short-term rental platforms in cases where Member States decide to impose such transparency requirements. Accordingly, harmonised rules should be provided for registration schemes and data-sharing requirements concerning online short-term rental platforms should Member States decide to put in place such schemes or requirements. To achieve effective harmonisation, and to ensure a uniform application of the rules, Member States will not be able to legislate on access to data from online short-term rental platforms outside the specific regime laid down in the present Regulation. That is in order to ensure that Member States do not regulate the requests in question without putting in place the necessary registration schemes, databases and single digital entry point and to facilitate proportionate, privacy-compliant and secure data sharing by online short-term rental platforms within the internal market. This Regulation does not affect Member States’ competence to adopt and maintain market access requirements relating to the provision of short-term accommodation rental services by hosts, including health and safety requirements, minimum quality standards or quantitative restrictions, provided that such requirements are necessary and proportionate to protect public interest objectives, in accordance with the provisions of the Treaty on the Functioning of the European Union and Directive 2006/123/EC of the European Parliament and of the Council25 . In this respect, the Court of Justice of the European Union has established that in specific circumstances, restrictive measures may be justified in certain cases by a public interest objective but must be proportionate to the objective pursue. Therefore, such measures can only be examined on a case-by-case basis and must always adhere to the principles of non-discrimination and proportionality as set out in Directive 2006/123/EC. The availability of reliable data on a uniform basis should support Member States’ efforts in developing policies and regulations that comply with Union law. In fact, as the case-law of the Court of Justice of the European Union made clear, Member States are required to justify possible market access restrictions for hosts on the basis of data and evidence. _________________ 25 Directive 2006/123/EC of the European Parliament and of the Council of 12 December 2006 on services in the internal market (OJ L 376, 27.12.2006, p. 36).
2023/06/05
Committee: IMCO
Amendment 81 #

2022/0358(COD)

Proposal for a regulation
Recital 8
(8) The rules laid down in this Regulation should apply to online platforms within the meaning of Article 3 point (i) of Regulation (EU) 2022/2065 of the European Parliament and the Council27 , which allow guests to conclude distance contracts with hosts for the provision of short-term accommodation rental services. Therefore, webpages connecting hosts with guests without any further role in the conclusion of direct transactions should be excluded from the scope of this Regulation. Online platforms intermediating the provision of short-term accommodation rental services without payment (for example, online platforms intermediating the exchange of dwellings) are not covered by these rules, given that only short-term accommodation rental services provided against remuneration are covered, as laid out in the Directive 2006/123/EC. _________________ 27 Regulation (EU) 2022/2065 of the European Parliament and of the Council of 19 October 2022 on a Single Market For Digital Services and amending Directive 2000/31/EC (Digital Services Act), (OJ L 277, 27.10.22, p. 1).
2023/06/05
Committee: IMCO
Amendment 86 #

2022/0358(COD)

Proposal for a regulation
Recital 10
(10) In order to ensure that competent authorities obtain the information and data they need, without imposing disproportionate burdens on online platforms and hosts, it is necessary to lay out a common approach to registration procedures within Member States that is limited to basic information allowing the identification of the unit and the host. To that end, Member States should ensure that, upon the submission of all relevant information and documents, hosts and units are given a registration number. Hosts should be able to identify and authenticate themselves using electronic identification means issued under a notified electronic identity scheme pursuant to Regulation (EU) No 910/2014 of the European Parliament and of the Council28to complete those registration procedures. Member States should ensure that registration should be free of charge for the host. Hosts should be able to submit all required documents as part of the registration process in a digital format. _________________ 28 Regulation (EU) No 910/2014 of the European Parliament and of the Council of 23 July 2014 on electronic identification and trust services for electronic transactions in the internal market and repealing Directive 1999/93/EC (OJ L 257, 28.8.2014, p. 73).
2023/06/05
Committee: IMCO
Amendment 87 #

2022/0358(COD)

Proposal for a regulation
Recital 10 a (new)
(10a) While ensuring an appropriate and proportionate legislative framework, in order to avoid further fragmentation of the single market and strengthen a harmonised approach on the subject, it is vital to guarantee that no disproportionate burdens are imposed on online platforms and hosts, as such players contribute significantly to the further development of the European tourism sector.
2023/06/05
Committee: IMCO
Amendment 91 #

2022/0358(COD)

Proposal for a regulation
Recital 13
(13) Where the information and documentation provided by hosts via the registration procedure is valid for a limited period of time, for example in the case of an identity document or a fire or other safety certificate, hosts should be able to update the information or documentation. Where a host fails to submit the updated information andor documentation and where the competent authority has made best efforts to contact the host to ensure that they are aware of the need to submit updated information or documentation, the competent authorities should have the power to suspend the validity of the registration number until the updated information or documentation has been submitted. The information and documentation submitted by the host should be retained for the entire period of validity of the registration number and for a maximum period of 1 year following the host’s request for removal of a unit from the registry, in order to allow competent authorities to perform any relevant checks even after the removal of the unit from the registry.
2023/06/05
Committee: IMCO
Amendment 97 #

2022/0358(COD)

Proposal for a regulation
Recital 15
(15) Where a registration procedure applies, hosts should be required to provide online short-term rental platforms with their registration numbers, display them in each respective unit listing and provide guests with the unit’s registration number. Members States should ensure that, where a registration procedure applies, national law enables competent authorities to order online short-term rental platforms to remove listings related to units offered without a registration number or offered with an invalid registration number. Platform operators must adhere to the compliance by design obligations and ensure, that hosts have the possibility to clearly identify, the unit offered for short- term accommodation rental services is located in an area where a registration procedure has been established or applies.
2023/06/05
Committee: IMCO
Amendment 100 #

2022/0358(COD)

Proposal for a regulation
Recital 16
(16) Article 31 of the Regulation (EU) 2022/2065 lays down certain due diligence requirements for providers of online platforms allowing consumers to conclude distance contracts with traders. Those requirements apply to online short-term rental platforms with respect to short-term accommodation rental services offered by hosts that qualify as traders. However, the short-term accommodation rental sector is characterised by the fact that hosts are often private individuals offering short- term accommodation rental services on an occasional peer-to-peer basis, who do not necessarily meet the conditions to be categorised as ‘traders’ under Union law. Therefore, in line with the concept and objective of ‘compliance by design’ under Article 31 of Regulation (EU) 2022/2065, and in order to enable competent authorities to verify whether applicable registration obligations are complied with, it is appropriate to apply specific conditions for compliance by design in the context of short-term accommodation rental services, including those offered by hosts that do not qualify as traders pursuant to Union law. Online short-term rental platforms should ensure that services are not offered where no registration number has been provided, in cases where a host declares that such a registration number applies. Furthermore, online short-term rental platforms should comply with Regulation (EU) 2022/2065 and make reasonable efforts to carry out random checks. This should not amount to an obligation for online short-term rental platforms to generally monitor the services offered by hosts through their platform, nor to a general fact-finding obligation aimed at assessing the accuracy of the registration number prior to the publication of the offer of short-term accommodation rental services.
2023/06/05
Committee: IMCO
Amendment 114 #

2022/0358(COD)

Proposal for a regulation
Recital 23 a (new)
(23a) This Regulation ensures that hosts can self-declare whether a unit offered for short-term accommodation rental services is located in an area where a registration procedure has been established or applies. Therefore, platforms have to design their interfaces in a way to facilitate this self- declaration and to ensure that hosts have provided the relevant information prior to listing. Self-declaration is an important and proportionate tool. It ensures that hosts remain primarily responsible for compliance of their activity with local rules and for communicating the necessary information about their status under the relevant registration procedures to platforms, without requiring platforms to conduct burdensome and disproportionate ex-ante verification mechanisms for each host.
2023/06/05
Committee: IMCO
Amendment 116 #

2022/0358(COD)

Proposal for a regulation
Recital 26
(26) A proportionate, limited and predictable framework at Union level is necessary for the transparent sharing of activity data and registration numbers, in compliance with the requirements of the Regulation (EU) 2016/679 of the European Parliament and of the Council31. To achieve this, Member States should list the competent authorities at national, regional and local level that have established or maintain a registration procedure to request activity data for units located on their territory. Such data should only be processed for purposes of monitoring compliance with registration procedures or implementing rules concerning access to and provision of short-term accommodation rental services. In the latter case, such processing should only be permitted if the rules in question are non- discriminatory, necessary andproportionate, and comply with Union law, including the rules on free movement of services, freedom of establishment, and the rules in Directive 2006/123. For purposes of complying with Union law on data protection, any rules concerning access to and provision of short-term accommodation rental services should set out the purpose of processing the data in accordance with the requirements of Regulation 2016/679. Activity data, not including personal data, is also essential for authorities that are developing such rules as part of efforts to promote a balanced tourism ecosystem, including effective and proportionate rules for the access to, and the provision of, short-term accommodation rental services. A retention period of maximum 1 year should allow competent authorities to ensure compliance with rules and regulations applicable to hosts or concerning units rented and for policy development. _________________ 31 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).
2023/06/05
Committee: IMCO
Amendment 125 #

2022/0358(COD)

Proposal for a regulation
Recital 34
(34) The Commission should periodically evaluate this Regulation and monitor its effects on the provision of short-term accommodation rental services offered through online short-term rental platforms in the Union. That evaluation should include any effects on providers of online short-term rental platforms and any effects of the increased availability of data on the content and proportionality and necessity of national, regional and local rules relating to the provision of short-term accommodation rental services and whether such rules comply with the principle of non-discrimination. In order to obtain a broad view of developments in the sector, the evaluation should take into account the experiences of Member States and relevant stakeholders.
2023/06/05
Committee: IMCO
Amendment 130 #

2022/0358(COD)

Proposal for a regulation
Recital 37
(37) The fundamental right to the protection of personal data is safeguarded in particular by Regulation (EU) 2016/679. That Regulation provides the basis for rules and requirements of personal data processing, including where datasets include a mix of personal and non-personal data and such data are inextricably linked. Any personal data processing under the present Regulation must comply with Regulation (EU) 2016/679. Therefore the data protection supervisory authorities are playing a key role in being responsible for the supervision of the processing of personal data carried out in the context of this Regulation.
2023/06/05
Committee: IMCO
Amendment 162 #

2022/0358(COD)

Proposal for a regulation
Article 4 – paragraph 2 – point b
(b) registration procedures are free of charge for the host and allow for the automatic and immediate issue of a registration number for a specific unit upon the submission by the host of the information referred to in Article 5(1) and, where appropriate, any supporting documentation required pursuant to Article 5(2);
2023/06/05
Committee: IMCO
Amendment 177 #

2022/0358(COD)

Proposal for a regulation
Article 4 a (new)
Article4a Member States shall ensure that hosts are able to submit all required documents as part of the registration process in a digital format.
2023/06/05
Committee: IMCO
Amendment 192 #

2022/0358(COD)

Proposal for a regulation
Article 5 – paragraph 2
2. Member States may require that the information submitted pursuant to paragraph 1 is accompanied by appropriate supporting documentation, which may be provided in digital format.
2023/06/05
Committee: IMCO
Amendment 198 #

2022/0358(COD)

Proposal for a regulation
Article 6 – paragraph 2
2. Where a competent authority, after verification pursuant to paragraph 1, finds that the information or documentation submitted pursuant to Article 5(1) and 5(2) is incomplete or incorrect, that competent authority shall have the power to ask the host to rectify the information and documentation provided via the functionality referred to in Article 4(2), point (d), within a periodreasonable period of time to be specified by the competent authority.
2023/06/05
Committee: IMCO
Amendment 199 #

2022/0358(COD)

Proposal for a regulation
Article 6 – paragraph 3
3. Where a host fails to rectify the requested information pursuant to paragraph 2 and where the competent authority has made best reasonable efforts to contact the host to ensure that they are aware of the need to rectify the requested information, the competent authority shall have the power to suspend the validity of the affected registration numbers and to issue an order requesting online short-term rental platforms to remove or disable access to any listing relating to the unit or units in question without undue delay.
2023/06/05
Committee: IMCO
Amendment 204 #

2022/0358(COD)

Proposal for a regulation
Article 6 – paragraph 4
4. Where a competent authority, after verification pursuant to paragraph 1, finds that there are manifest and serious doubts as regards the authenticity and validity of the information or documentation submitted pursuant to Article 5(1) and 5(2), it shall have the power to suspend the validity of the affected registration numbers and to issue an order requesting online short-term rental platforms to provide further information to verify the authenticity and validity of the affected registration number or to remove or disable access to any listing relating to the unit or units in question without undue delay.
2023/06/05
Committee: IMCO
Amendment 223 #

2022/0358(COD)

(a) design and organise their online interface in a way that requires hosts to self-declare in a simple and user-friendly manner whether the unit offered for short- term accommodation rental services is located in an area where a registration procedure has been established or applies;
2023/06/05
Committee: IMCO
Amendment 240 #

2022/0358(COD)

Proposal for a regulation
Article 7 – paragraph 2
2. Online short-term rental platforms shall inform without undue delay the competent authorities and the hosts of the results of the random checks referred to in paragraph 1, point (c), concerning incorrect declarations of hosts or invalid registration numbers.
2023/06/05
Committee: IMCO
Amendment 244 #

2022/0358(COD)

Proposal for a regulation
Article 7 – paragraph 3 a (new)
3a. Online short-term rental platforms shall not be obliged by the requirements pursuant to paragraph 1, to confirm the validity of the registration number provided by the host prior to the offering of the short-term accommodation rental services by the host.
2023/06/05
Committee: IMCO
Amendment 249 #

2022/0358(COD)

Proposal for a regulation
Article 9 – paragraph 1
1. When a listing concerns a unit located in an area included in the list referred to in Article 13(1), point (b), providers of online short-term rental platforms shall collect and, on a monthly basis, transmit to the Single Digital Entry Point of the Member State where the unit is located, activity data per unit, together with the corresponding registration number as provided by the host and the URL of the listing. That transmission shall take place by machine-to-machine communication means.
2023/06/05
Committee: IMCO
Amendment 252 #

2022/0358(COD)

Proposal for a regulation
Article 9 – paragraph 2
2. By way of derogation from paragraph 1, small or micro online short- term rental platforms and online short- term rental platforms that did not, in the previous quarter, reach a monthly average of 2 500 or more active hosts shall transmit the activity data per unit, together with the corresponding registration number and the URL of the listing, at the end of the quarter, by machine-to-machine communication means or manually, to the Single Digital Entry Point of the Member State where the unit is located.
2023/06/05
Committee: IMCO
Amendment 255 #

2022/0358(COD)

Proposal for a regulation
Article 10 – title
10 Establishment and functionalities of the Single Digital Entry Points
2023/06/05
Committee: IMCO
Amendment 256 #

2022/0358(COD)

Proposal for a regulation
Article 10 – paragraph 1
1. Where a Member State has established one or more registration procedures pursuant to Article 8, that Member StateThe Commission shall establish a Single Digital Entry Point for the receipt and forwarding of activity data, the relevant registration number and the URL of the listings provided by online short-term rental platforms pursuant to Article 9. That Member State shall designate the authority which will be responsible for the operation of the Single Digital Entry Pointe Single Digital Entry Point shall only be applicable for lettings located in an area where a registration procedure applies.
2023/06/05
Committee: IMCO
Amendment 262 #

2022/0358(COD)

Proposal for a regulation
Article 10 – paragraph 3 – introductory part
3. Member States shall ensure that tThe Single Digital Entry Point referred to in paragraph 1 shall provides for:
2023/06/05
Committee: IMCO
Amendment 265 #

2022/0358(COD)

Proposal for a regulation
Article 10 – paragraph 5
5. The Commission may adopt implementing acts laying down common technical specifications and procedures to ensure interoperability of solutions for the functioning of the Single Digital Entry Points and the seamless exchange of data, including the structure of the registration numbers. Those implementing acts shall be adopted in accordance with the advisory procedure referred to in Article 16(2).deleted
2023/06/05
Committee: IMCO
Amendment 268 #

2022/0358(COD)

Proposal for a regulation
Article 11
Coordination of Single Digital Entry 1. Each Member State shall appoint a national coordinator. Those national coordinators shall act as contact points for their respective administrations for all matters relating to the Single Digital Entry Point. The national coordinator for each Member State shall be responsible for contacts with the Commission in respect of all matters relating to the Single Digital Entry Point. Each Member State shall inform the other Member States and the Commission of the name and contact details of its national coordinator. The Commission shall keep and maintain a list of the national coordinators and their contact details. 2. The Single Digital Entry Points coordination group (‘the coordination group’) is hereby established. The coordination group shall be composed of the national coordinator from each Member State and shall be chaired by the Commission. The coordination group shall adopt its rules of procedure. The Commission shall support the functioning of the coordination group. 3. The coordination group shall support the implementation of the provisions of this Regulation concerning the Single Digital Entry Points. In particular, the coordination group shall perform the following tasks: (a) facilitate the exchange of best practices on matters related to the coordination of the implementation at national level, in particular as regards the provisions set out in Article 10; (b) assist the Commission in promoting the use of interoperability solutions for the functioning of the Single Digital Entry Points and the exchange of data; (c) assist the Commission in developing a common approach to message format for the transmission of activity data and registration numbers and a common structure of the registration numbers.Article 11 deleted Points
2023/06/05
Committee: IMCO
Amendment 270 #

2022/0358(COD)

Proposal for a regulation
Article 12 – paragraph 2 – point b
(b) implementing rules governing the access to and the provision of short-term accommodation rental services, providedwith clear prerequisite that those rules are non- discriminatory, proportionate and comply with Union law.
2023/06/05
Committee: IMCO
Amendment 274 #

2022/0358(COD)

Proposal for a regulation
Article 12 – paragraph 3 – introductory part
3. Competent authorities listed pursuant to paragraph 1 shall retain activity data in a secure and confidential manner as long as necessary for the purposes referred to in paragraph 2 and no longer than 1 year6 months after their receipt. Those competent authorities may, in accordance with the laws of the Member State, share activity data without any data that can identify individual units or hosts, including registration numbers and URLs, in particular with the following:
2023/06/05
Committee: IMCO
Amendment 284 #

2022/0358(COD)

Proposal for a regulation
Article 12 – paragraph 4
4. Member StatesThe Commission shall aggregate the activity data obtained pursuant to Article 9 and transmit it on a monthly basis to national statistical offices and Eurostat for the purposes of compiling statistics in accordance with Regulation (EC) No 223/2009 of the European Parliament and of the Council43. Activity data shall be aggregated at national, regional and municipal level, and shall include information on the total number of units and on the maximum number of guests that the unit can accommodate in each geographical subdivision. Those data shall be broken down by the type of unit as described in Article 5(1), point (a), of this Regulation. Member States shall designate the national entity responsible for aggregating activity data and transmitting it to national statistical offices and Eurostat. _________________ 43 Regulation (EC) No 223/2009 of the European Parliament and of the Council of 11 March 2009 on European statistics and repealing Regulation (EC, Euratom) No 1101/2008 of the European Parliament and of the Council on the transmission of data subject to statistical confidentiality to the Statistical Office of the European Communities, Council Regulation (EC) No 322/97 on Community Statistics, and Council Decision 89/382/EEC, Euratom establishing a Committee on the Statistical Programmes of the European Communities (OJ L 87, 31.3.2009, p. 164).
2023/06/05
Committee: IMCO
Amendment 295 #

2022/0358(COD)

Proposal for a regulation
Article 14 – paragraph 1 a (new)
Coordination Group The Commission shall establish a Coordination Group to ensure coherence of rules in the application of this Regulation across the Union and that local, regional and national rules on short-term rental accommodation services are proportionate and non-discriminatory, in line with Directive 2006/123/EC. The Group shall include representatives from each Member State and shall involve relevant stakeholders as necessary. The Group shall meet at least twice per year.
2023/06/05
Committee: IMCO
Amendment 303 #

2022/0358(COD)

Proposal for a regulation
Article 18 – paragraph 1
1. No later than 57 years after the date of application of this Regulation, the Commission shall evaluate this Regulation and submit a report on its main findings to the European Parliament, the Council and to the European Economic and Social Committee. This report shall be based on the evaluations submitted by national supervisory authorities pursuant to Article 14.
2023/06/05
Committee: IMCO
Amendment 305 #

2022/0358(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point a
(a) the impact of this Regulation on the obligations imposed on online short-term rental platforms, as questions of market access are not within the scope of this legislation;
2023/06/05
Committee: IMCO
Amendment 308 #

2022/0358(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point c
(c) to the extent possible, the impact of this Regulation on the content and, proportionality and subsidiarity of national legislative, regulatory or administrative measures relating to access to and the provision of short-term accommodation rental services, including where such services are provided cross-border, without imposing additional burden to authorities, platform operators or hosts.
2023/06/05
Committee: IMCO
Amendment 313 #

2022/0358(COD)

Proposal for a regulation
Article 19 – paragraph 2
It shall apply from [OP please insert date = 2436 months after the date of entry into force of this Regulation].
2023/06/05
Committee: IMCO
Amendment 10 #

2021/2075(INI)

Draft opinion
Paragraph 1 a (new)
1 a. Recognises the key role of urban mobility, in particular public transport, in local economy and in environmentally sustainable post-COVID-19 recovery. It also emphasises the need to decrease significant external costs of transport in urban areas linked to the current model of mobility.
2021/10/01
Committee: TRAN
Amendment 26 #

2021/2075(INI)

Draft opinion
Paragraph 2
2. Stresses the need for local authorities to adapt and reengineer public transport and infrastructure in order to ensure safe, healthymart, user-friendly, affordable and environmentally sustainable commuting options and to complement public transport with. Increasing the share of clean vehicles in the public transport fleets is key for reducing carbon emissions as well as improving air quality in cities. Public transport needs to be further complement by safe, competitive and affordable on-demand and shared transport services and smart parking;
2021/10/01
Committee: TRAN
Amendment 81 #

2021/2075(INI)

Draft opinion
Paragraph 5 a (new)
5 a. Emphasizes that Cohesion Policy can provide decisive support to urban areas that aim to develop inclusive and fair smart-city initiatives. It can help them fulfil the stringent conditions necessary to seize the potential of both AI and the smart-city model (for instance, by improving administrative capacity and digital skills); Cohesion Policy should also encourage a shift from experimentation to scaling-up smart-city initiatives with funding and related support;
2021/10/01
Committee: TRAN
Amendment 87 #

2021/2075(INI)

Draft opinion
Paragraph 5 b (new)
5 b. Calls on the Commission to provide Member States with all the necessary guiding materials, differentiating between cities/regions based on their level of digitalisation and to facilitate access to funds for making alternative and sustainable mobility more attractive both for public authorities and the citizens;
2021/10/01
Committee: TRAN
Amendment 107 #

2021/2075(INI)

Draft opinion
Paragraph 6 a (new)
6 a. Stresses the need to properly coordinate the different EU initiatives and the different visions and strategies of smart cities within the Urban Agenda; believes that in order to increase the coherence and visibility of the objectives of these strategies, the European Parliament could collaborate closely with the Committee of the Regions;
2021/10/01
Committee: TRAN
Amendment 111 #

2021/2075(INI)

Draft opinion
Paragraph 6 b (new)
6 b. Calls on the Member States to mobilise Digital Innovation Hubs, as these have a key role to play in supporting urban authorities in rolling out effective smart-city strategies, in particular, the AI should address the specific needs of public authorities in designing the new mobility and transportation models;
2021/10/01
Committee: TRAN
Amendment 114 #

2021/2075(INI)

Draft opinion
Paragraph 6 c (new)
6 c. Believes that all future measures must be science-based, technologically neutral and they should follow comprehensive impact assessments that take into account the economic, environmental and social consequences;
2021/10/01
Committee: TRAN
Amendment 24 #

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 2050, while at the same time transport needs to be kept affordable and the industry competitive at least at current levels;
2021/05/27
Committee: TRAN
Amendment 26 #

2021/2046(INI)

Motion for a resolution
Recital A a (new)
Aa. whereas the results of the assessment of the impact of a provision in the context of Mobility Package I, published on 18 February 2021 by the European Commission show that the provision of regular return of the vehicle to the Member State of establishment every eight weeks will result in up to 2,9 million tonnes of additional CO2 emissions in 2023, representing an increase of 4,6% on the international road freight emissions in 2023.1а _________________ 1аAssessment of the impact of a provision in the context of the revision of Regulation (EC) No 1071/2009 and Regulation (EC) No 1072/2009 Final Report, Study contract no. MOVE/C1/SER/2050-557/SI2.830443 https://op.europa.eu/en/publication- detail/-/publication/b35587b8-72a1-11eb- 9ac9-01aa75ed71a1
2021/05/27
Committee: TRAN
Amendment 28 #

2021/2046(INI)

Motion for a resolution
Recital A a (new)
Aa. whereas affordable mobility is a right for all EU citizens
2021/05/27
Committee: TRAN
Amendment 34 #

2021/2046(INI)

Motion for a resolution
Recital B
B. whereas the White Paper ‘Roadmap to a Single European Transport Area’ identified the main shortcomichallenges of mobility in the Union already in 2011, most of which are still present today;
2021/05/27
Committee: TRAN
Amendment 35 #

2021/2046(INI)

Motion for a resolution
Recital C
C. whereas transport is the only major economic sector in the Union where greenhouse gas emissions have increased since 1990, and even with the measures currently planned, emission levels will remain above 1990 levels in 2030; whereas inland freight transport could increase by over 50 % between now and 2050;he fuel efficiency of transport increased considerably over the last decades while the Euro class regulation successfully decreased road borne pollutants at the same time; Transport got safer for all Europeans and due to deregulation and technological progress all Europeans could afford to increase their mobility. The backside of this positive development was an overall increase of CO2 emissions from the sector, which needs to be addressed until 2050 while at the same time the achievements and benefits for our Citizens have to be safeguarded.
2021/05/27
Committee: TRAN
Amendment 41 #

2021/2046(INI)

Motion for a resolution
Recital D
D. whereas the decarbonisation of transport will only reduce the Union’s dependence on imports of fossil fuels and strengthen Europe’s energy security if biofuels and synthetic fuels are produced in Europe;
2021/05/27
Committee: TRAN
Amendment 43 #

2021/2046(INI)

Motion for a resolution
Recital D a (new)
Da. whereas the COVID-19 pandemic is having a detrimental impact on collective sustainable transport services due to the travel restrictions and to the limited accessibility to passenger services, and the need to adopt further substantial support schemes to ensure the recovery of sustainable transport sector should be taken in adequate consideration;
2021/05/27
Committee: TRAN
Amendment 47 #

2021/2046(INI)

Motion for a resolution
Recital E
E. whereas road transport is still dominant in freight transport and accounts for more than 73 % of all land transport while rail has only around a 17 % share and inland waterways a bit more than 5 %, and whereas a substantial growth in sustainable modal shift for freight requires a considerable increase of the investments in the transport infrastructure, in intermodal terminals and logistic nodes, in the digital applications for interoperability, such as ERTMS, and for increasing freight capacity, such as the digital automatic coupling (DAC);
2021/05/27
Committee: TRAN
Amendment 48 #

2021/2046(INI)

Motion for a resolution
Recital E
E. whereas road transport is still dominantthe most reliable and cost efficient mode in freight transport and accounts for more than 73 % of all land transport while rail has to overcome its sector specific patchwork of rules in order to increase its share from only around a 17 % share and inland waterwaysand investments in inland waterways infrastructure needs to be ramped up to increase its share of a bit more than 5 %;
2021/05/27
Committee: TRAN
Amendment 55 #

2021/2046(INI)

Motion for a resolution
Recital E a (new)
Ea. whereas increased rates of cross- border rail passenger transport will play a decisive role to achieve the decarbonisation targets, and whereas large scale infrastructure projects along the TEN-T corridors will have to be completed to allow for a substantial increase of long-distance high–speed services for passengers;
2021/05/27
Committee: TRAN
Amendment 62 #

2021/2046(INI)

Motion for a resolution
Recital E b (new)
Eb. whereas ERTMS represents a decisive game changer to accelerate the modal shift and the decarbonisation of the transport sector, and its deployment rate should be accelerated along the TEN-T core and comprehensive corridors;
2021/05/27
Committee: TRAN
Amendment 66 #

2021/2046(INI)

Motion for a resolution
Recital F
F. whereas some automotive manufacturers have announced a phase- out date for internal combustion engines for light-duty vehicles; whereas the industry has indicated that there will be 200 000 zero-emission heavy-duty-vehicles on European roads by 2030internal combustion engines already allow zero-emission or negative-emission operations if bio fuels or synthetic fuels are used;
2021/05/27
Committee: TRAN
Amendment 73 #

2021/2046(INI)

Motion for a resolution
Recital F a (new)
Fa. whereas technology neutrality is the most efficient way to address the different individual mobility needs of citizens and businesses, and it enables the market to offer tailored solution for the different challenges of rural and urban environments;
2021/05/27
Committee: TRAN
Amendment 76 #

2021/2046(INI)

Motion for a resolution
Recital F b (new)
Fb. whereas co-modality should be the central element for any transport policy which aims to improve affordability, availability and reliability of mobility by promoting competition within the modes, especially within rail;
2021/05/27
Committee: TRAN
Amendment 78 #

2021/2046(INI)

Motion for a resolution
Recital G
G. whereas only 22 % of the total transport workforce are women;deleted
2021/05/27
Committee: TRAN
Amendment 84 #

2021/2046(INI)

Motion for a resolution
Recital H
H. whereas the Commission report on the application of Directive 2014/94/EU on the deployment of alternative infrastructure identified shortcomings that could undermine the overall uptake of zero- emission vehicles, notably on user- friendliness and charging convenience which are strong barriers for consumers to switch to electric; ;
2021/05/27
Committee: TRAN
Amendment 85 #

2021/2046(INI)

Motion for a resolution
Recital H
H. whereas the Commission report on the application of Directive 2014/94/EU on the deployment of alternative infrastructure identified shortcomings that could undermine the overall uptake of zero-emission vehiclesneed to come forward with an impact assessment and corresponding policy proposals which enables the European Parliament and the Council to choose the most suitable way to reduce CO2 emissions under the precondition that transport needs to stay as affordable as it is today;
2021/05/27
Committee: TRAN
Amendment 92 #

2021/2046(INI)

Motion for a resolution
Recital H a (new)
Ha. whereas the financial instruments under the NGEU, the National Recovery Plans, the ERDF and the CEF instrument will play a crucial role in advancing national and EU investments in the de- carbonisation and the digitization of transport infrastructure and services, and adequate synergies should be ensured among all these instruments on a long- term perspective;
2021/05/27
Committee: TRAN
Amendment 98 #

2021/2046(INI)

Motion for a resolution
Recital H b (new)
Hb. whereas the Joint Undertaking Europe’s rail under the HE programme will play a crucial role to enhance research, development and the industrialization of innovative technological outputs in the transport sector, and appropriate synergies should be established with other JUs and Alliances with applications in the same ecosystems, e.g. Clean Hydrogen, to deliver innovative and competitive sustainable solutions, while helping to overcome the budgetary constraints of the JUs;
2021/05/27
Committee: TRAN
Amendment 131 #

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, affordable, resilient, reliable, and efficient transport sector;
2021/05/27
Committee: TRAN
Amendment 132 #

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, more resilient and efficient transport sector;
2021/05/27
Committee: TRAN
Amendment 136 #

2021/2046(INI)

Motion for a resolution
Paragraph 1 – subparagraph 1 (new)
Calls on the Commission that all upcoming policy decisions related to the CO2 targets as laid out in the Green Deal must follow the life-cycle approach.
2021/05/27
Committee: TRAN
Amendment 137 #

2021/2046(INI)

Motion for a resolution
Paragraph 1 a (new)
1a. Underlines that all future measures must be science-based, technologically neutral and they should follow comprehensive impact assessments that take into account the economic, environmental and social consequences as well as the diverse mobility needs of users.
2021/05/27
Committee: TRAN
Amendment 140 #

2021/2046(INI)

Motion for a resolution
Paragraph 1 a (new)
1a. Calls on the Commission to formulate clear benchmarks and establish an annual report on the progress, including proposals for corrective measures if targets do not materialize.
2021/05/27
Committee: TRAN
Amendment 147 #

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 by investing in research, rail infrastructure and by supporting European based production facilities for alternative fuels;
2021/05/27
Committee: TRAN
Amendment 155 #

2021/2046(INI)

Motion for a resolution
Paragraph 2 a (new)
2a. Reminds that the objectives envisioned in the Whitepaper for a ‘Roadmap to a Single European Transport Area’ in 2011 are yet to be achieved; therefore, calls on the Commission and the Member States for a more concrete approach, adopting measurable legislative and economic milestones to assess the progress towards 2030 and 2050 objectives;
2021/05/27
Committee: TRAN
Amendment 181 #

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; calls on the Commission to aim for higher numbers of zero-emission light- and heavy-duty vehicles by 2030 and to propose more stringent CO2 standards and air-pollutant emission standardsreiterates that the measurements of CO2 Emissions at the tail pipe is insufficient and calls on the Commission to immediately come forward with an holistic life-cycle emission approach for all modes of transport;
2021/05/27
Committee: TRAN
Amendment 187 #

2021/2046(INI)

Motion for a resolution
Paragraph 3
3. Welcomes the Commission’s efforts to accelerate the uptake of zero- emission vehicles and low- and zero- emission fuels; calls on the Commission to aim for higher numbers of zero-emission light- and heavy- duty vehicles by 2030 and to propose more stringent CO2 standards and air-pollutant emission standards; , while considering accompanying measures to support the market uptake of zero- emission heavy-duty vehicles, such as the revision of rules on weight and dimensions.
2021/05/27
Committee: TRAN
Amendment 197 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 – subparagraph 1 (new)
Calls on the Commission to incorporate biofuels and synthetic fuels into the CO2 fleet targets for passenger cars, vans and heavy duty vehicles;
2021/05/27
Committee: TRAN
Amendment 203 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 a (new)
3a. Believes that there is a strategic opportunity for Europe to become a leader in developing and producing alternative drive vehicles in particular in the heavy-duty sector, including for trucks and coaches, and calls on the European Commission to take the necessary steps towards this objective;
2021/05/27
Committee: TRAN
Amendment 206 #

2021/2046(INI)

Motion for a resolution
Paragraph 3 a (new)
3a. Reiterates that Europe’s legacy fleet of 330 million vehicles can only reduce their CO2 footprint with biofuels and synthetic fuels;
2021/05/27
Committee: TRAN
Amendment 216 #

2021/2046(INI)

Motion for a resolution
Paragraph 4
4. Calls on the Commission to propose binding targets for public charging points as well as for hydrogen refuelling stations; believes that Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure2 should be transformed into a regulation; _________________ 2 OJ L 307 28.10.2014, p. 1.come forward with an ETS system for all modes of transport and ensure a rigid monitoring and enforcement;
2021/05/27
Committee: TRAN
Amendment 223 #

2021/2046(INI)

Motion for a resolution
Paragraph 4
4. Calls on the Commission to propose binding targets for public charging points as well as for hydrogen refuelling stations; 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 regulation; _________________ 2 OJ L 307 28.10.2014, p. 1.
2021/05/27
Committee: TRAN
Amendment 235 #

2021/2046(INI)

Motion for a resolution
Paragraph 4 a (new)
4a. Notes the necessity to establish interoperability requirements in relation to the deployment of the charging infrastructure to ensure the harmonisation of a widespread and accessible infrastructure for all vehicle types, including powered two-wheelers;
2021/05/27
Committee: TRAN
Amendment 243 #

2021/2046(INI)

Motion for a resolution
Paragraph 5
5. Underlines that zero-emissionalternative fuels, such as clean hydrogen and, synthetic fuels and biofuels, should be used in accordance with the ‘energy efficiency first’ principle, mainly for those transport modes where direct electrification is not possible or not yet market-readyll modes of transport in order to reap the benefits provided by economy of scales;
2021/05/27
Committee: TRAN
Amendment 274 #

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 transport, including for regional airports, 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 strategic value chains;
2021/05/27
Committee: TRAN
Amendment 277 #

2021/2046(INI)

Motion for a resolution
Paragraph 6 a (new)
6a. Stresses the need for the Commission to make proposals as part of the Refuel EU Aviation Initiative to facilitate the removal of technical and environmental barriers to increase the irreversible use of Sustainable Aviation Fuels (SAF). Main objectives: introducing effective (SAF) certification schemes ensuring compliance with the technical and airworthiness requirements for commercial air transport, as well as the sustainability requirements supporting the expected level of decarbonization of aviation.
2021/05/27
Committee: TRAN
Amendment 283 #

2021/2046(INI)

Motion for a resolution
Paragraph 6 b (new)
6b. Calls on the Commission to initiate in 2022 a feasibility study in the aviation sector to identify possible regulatory scenarios enabling the transition to hydrogen powered aviation solutions including new aircraft and propulsion concepts, logistics and airport infrastructures, to comply with the established greenhouse gas reduction targets.
2021/05/27
Committee: TRAN
Amendment 296 #

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, which takewaterborne transport; underlines that a holistic approach for every mode and every energy carrier needs to be measured against its life- cycle greenhouse gas emissions into account;
2021/05/27
Committee: TRAN
Amendment 306 #

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 electricity or fuel cells in the maritime and aviation sectin all modes of transporst;
2021/05/27
Committee: TRAN
Amendment 320 #

2021/2046(INI)

Motion for a resolution
Paragraph 8 a (new)
8a. Calls for retrofitting and renewal schemes for implementation of latest aviation products allowing important emissions reduction; calls on the Commission to advance the deployment and ensure ambition in the international carbon-offsetting scheme, CORSIA.
2021/05/27
Committee: TRAN
Amendment 322 #

2021/2046(INI)

Motion for a resolution
Paragraph 8 a (new)
8a. Welcomes the confirmation of EGNOS funding and activities within the new Space Programme regulation and highlights that EGNOS procedures have been deployed in over 300 airports supporting the sustainable growth of airports;
2021/05/27
Committee: TRAN
Amendment 358 #

2021/2046(INI)

Motion for a resolution
Paragraph 9
9. Welcomes the Commission’s idea to offer consumers carbon-neutral choices for scheduled collective travel by 2030, but underlines that these choices should be available for journeys up to 1 000 km; Reiterates that a timely adopted legislation on an ETS for all modes of transport will enable the market to offer consumers carbon-neutral choices for scheduled collective and individual travel from 2030 onwards;
2021/05/27
Committee: TRAN
Amendment 366 #

2021/2046(INI)

Motion for a resolution
Paragraph 9
9. Welcomes the Commission’s idea to offer consumers carbon-neutral choices for scheduled collective travel by 2030, but underlines that these choices should be available for journeys up to 1 000 kmAll modes of transport should be incentivized to use the most appropriate technologies in order to decrease the level of emissions and become carbon neutral before 2050;
2021/05/27
Committee: TRAN
Amendment 369 #

2021/2046(INI)

Motion for a resolution
Paragraph 9 a (new)
9a. Underlines the opportunity to support long distance high-speed connections below reasonable distances for cross-border and national travels between major European urban nodes provided that modern high quality high- speed infrastructure is in place; therefore recommends that the Trans-Europa Express initiative is complemented with ambitious commitments to complete cross- border connections and missing links;
2021/05/27
Committee: TRAN
Amendment 377 #

2021/2046(INI)

Motion for a resolution
Paragraph 10
10. Stresses the need to complete missing cross-border links to improve interurban cross-country connections; reminds the positive impact that the establishment of competitive high quality high speed train connections between Urban nodes had in some Member States in terms of travel quality and accessibility of urban and touristic areas where high- quality high-speed services are provided in a competitive rail market framework;
2021/05/27
Committee: TRAN
Amendment 386 #

2021/2046(INI)

10a. 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. Thus, encourages the Commission 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 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 409 #

2021/2046(INI)

Motion for a resolution
Paragraph 11
11. Calls on the Member States to significantly infor adequate financial and legislative incentives tot be put in place at EU level to help creaste their efforts to increase the share of walking and cyclingefficient, well organized, user-friendly, affordable and climate neutral public transport systems capable to offer good quality services to users including ,,door to door” services in urban and rural areas ;
2021/05/27
Committee: TRAN
Amendment 420 #

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 ruralmake better use of inland waterways in urban areas;
2021/05/27
Committee: TRAN
Amendment 444 #

2021/2046(INI)

Motion for a resolution
Paragraph 12
12. Calls on the Commission to propose a coherent legislative framework and proper enforcement tools to enable the market to offer mobility solutions that includefit the demand for the first and the last mile, thereby integrating the use of sustainable public transport and private mobility solutions;
2021/05/27
Committee: TRAN
Amendment 484 #

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 yearsiterates that without a Single European Railway Area and competition within the rail sector modal shift will not take place; underlines that sufficient trimodal terminals are a key to achieve this goal;
2021/05/27
Committee: TRAN
Amendment 485 #

2021/2046(INI)

Motion for a resolution
Paragraph 13 – subparagraph 1 (new)
Underlines that rail has the biggest potential to realise efficiency gain, recalls that policy actions should be prioritised which increase capacity, reliability, availability and seamless cross border operations of rail freight across the Union;
2021/05/27
Committee: TRAN
Amendment 488 #

2021/2046(INI)

Motion for a resolution
Paragraph 13 a (new)
13a. Taking into account the objectives of the European Green Deal and the increase of 4,6 % on the international road freight emissions in 2023 that the Mobility Package I provision of the compulsory return of the vehicle to the Member State of establishment every eight weeks will generate, stresses the need to renew the debate in the Council and in the European Parliament; calls therefore on the Commission to find proper solutions in order to prevent the application of this provision in February 20221a. _________________ 1aAssessment of the impact of a provision in the context of the revision of Regulation (EC) No 1071/2009 and Regulation (EC) No1072/2009Final Report, Study contract no. MOVE/C1/SER/2050-557/SI2.830443 https://op.europa.eu/en/publication- detail/-/publication/b35587b8-72a1-11eb- 9ac9-01aa75ed71a1
2021/05/27
Committee: TRAN
Amendment 491 #

2021/2046(INI)

Motion for a resolution
Paragraph 13 a (new)
13a. Calls on the European Commission to present proposals for a regulatory framework in line with the next NAIADES action programme, to create a common European governance providing European harmonization and standardization for both quality navigability and equipment; asks for retrofitting and fleet renewal schemes dedicated to Inland Waterway Transport and the granting of tax incentives by Member States to facilitate the transition of the sector.
2021/05/27
Committee: TRAN
Amendment 497 #

2021/2046(INI)

Motion for a resolution
Paragraph 13 a (new)
13a. Reminds that to achieve a substantial modal shift to sustainable freight transport by 2030 and 2040 by rail requires considerable financial efforts to deliver high-quality cross-border networks and a considerable deployment of digital and telematics applications, such as ERTMS and DAC (digital automatic coupling);
2021/05/27
Committee: TRAN
Amendment 509 #

2021/2046(INI)

Motion for a resolution
Paragraph 13 b (new)
13b. Calls on the Commission to implement a common European governance on the rail core-network corridors and the complementary network to initiate the transformation of the 25 separately governed railway areas into one common European railway area with one single governance structure, a suitable hierarchy and clear responsibilities.
2021/05/27
Committee: TRAN
Amendment 520 #

2021/2046(INI)

Motion for a resolution
Paragraph 14
14. Stresses the need to complete the internalisation of external costs for all modes of transportincorporate and monitor the implementation of the user pays and polluter pays principle for all modes of transport, while measuring the impact of each technology on the basis of a life-cycle analysis;
2021/05/27
Committee: TRAN
Amendment 526 #

2021/2046(INI)

Motion for a resolution
Paragraph 15
15. Welcomes the incluscreation of the maritime sector in thean EU emissions trading system (ETS) and the planned reduction of allowances allocated for free to the aviation sectfor transport;
2021/05/27
Committee: TRAN
Amendment 534 #

2021/2046(INI)

Motion for a resolution
Paragraph 15
15. WBelcomesieves that the inclusion of the maritime sector in the EU emissions trading system (ETS) and the planned reduction of allowances allocated for free to the aviation sector should be implemented only based on an comprehensive impact assessment that must take into account the economic, environmental and social consequences;
2021/05/27
Committee: TRAN
Amendment 542 #

2021/2046(INI)

Motion for a resolution
Paragraph 15 a (new)
15a. Calls on the Commission to use its weight in the IMO to achieve a carbon- offsetting scheme in international shipping to ensure a realistic path of emissions reduction; asks for a clear strategy for the EU maritime sector, including benchmarks for reducing emissions.
2021/05/27
Committee: TRAN
Amendment 551 #

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 schemeWelcomes the creation of a parallel scheme for an ETS transport;
2021/05/27
Committee: TRAN
Amendment 560 #

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 cConsiders the revision of the Energy Taxation Directive as the besta possibility to achieve a stable and predictable carbon pricelevel playing field for all energy carriers across the Member States;
2021/05/27
Committee: TRAN
Amendment 571 #

2021/2046(INI)

Motion for a resolution
Paragraph 17 a (new)
17a. Insists on an Impact Assessment on ETS and the Energy Taxation Directive with a special focus on the affordability for consumers and global competitiveness of our companies for all modes and including all possible ways to replace conventional fuels with batteries, synthetic fuels, biofuels, bio-LNG, shore power and hydrogen carriers;
2021/05/27
Committee: TRAN
Amendment 575 #

2021/2046(INI)

Motion for a resolution
Paragraph 18
18. Highlights that carbon pricing is not the sole way forward to tackle CO2 emissions from road transport modes and stresses the importance of the Climate Action RegulationStresses, that the revenues created through an ETS for transport have to be earmarked for the transport sector;
2021/05/27
Committee: TRAN
Amendment 582 #

2021/2046(INI)

Motion for a resolution
Paragraph 18 a (new)
18a. Stresses the necessity of recyclability and call for a dedicated European program for recycling vehicles.
2021/05/27
Committee: TRAN
Amendment 583 #

2021/2046(INI)

Motion for a resolution
Paragraph 18 b (new)
18b. Insists on the implementation by the Commission of the results coming from the ongoing pilot project adopted at the initiative of the EP on the development of an environmental label programme for aviation, including necessary tools for an independent monitoring of the environmental footprint of air transport.
2021/05/27
Committee: TRAN
Amendment 584 #

2021/2046(INI)

Motion for a resolution
Paragraph 19
19. Welcomes the initiative to implement multimodal ticketing, and eEuropean Commission’s willingness to improve the consumer experience with regards to planning and purchasing of tickets for multimodal and long-distance rail journeys. 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; Encourages the Commission to include public service obligations stakeholders in the process from the very beginning;
2021/05/27
Committee: TRAN
Amendment 590 #

2021/2046(INI)

Motion for a resolution
Paragraph 19
19. Welcomes the initiative to implement multimodal ticketing, and encourages the Commission to include public service obligations stakeholders in the process from the very beginning; nevertheless, reminds the need to ensure an adequate level playing field among all transport operators and the digital platforms in terms of data access and exchange;
2021/05/27
Committee: TRAN
Amendment 591 #

2021/2046(INI)

Motion for a resolution
Paragraph 19
19. Welcomes the initiative to implement multimodal ticketing, and encourages the Commission to include public service obligations; reiterates that mandatory data sharing is the key to unlock the full potential of multimodality and encourages the Commission to enable a level playing field between all the stakeholders in the process from the very beginning;
2021/05/27
Committee: TRAN
Amendment 605 #

2021/2046(INI)

Motion for a resolution
Paragraph 21 a (new)
21a. Reiterates, that Galileo plays a crucial role in making all modes of transport more efficient, calls on the Commission to incorporate all GNSS services into the frame of the European Mobility Data Space and to promote and enable the use of those data by authorities, companies and citizens;
2021/05/27
Committee: TRAN
Amendment 610 #

2021/2046(INI)

Motion for a resolution
Paragraph 21 b (new)
21b. Calls on the Commission to propose a harmonised framework for digital enforcement in all modes of transport and to amend the corresponding legislation in order to make electronical information on licenses, vehicles, drivers and certificates mandatory;
2021/05/27
Committee: TRAN
Amendment 613 #

2021/2046(INI)

Motion for a resolution
Paragraph 22
22. Encourages the Commission to commit strongly to the Shift2Rail and SESAR Joint Undertakings as well as the development of the Vessel Traffic Monitoring and Information Systems; furthermore, recommends that the Commission adopt all useful measures to ensure adequate synergies among the JUs and with other EU financial programmes with the aim to boost the industrial and innovative outputs of the JUs;
2021/05/27
Committee: TRAN
Amendment 614 #

2021/2046(INI)

Motion for a resolution
Paragraph 22
22. Encourages the Commission to commit strongly to the Shift2Rail and SESAR Joint Undertakings as well as the development of the Vessel Traffic Monitoring and Information Systems and to provide for an appropriate financing and results proved by demonstrators;
2021/05/27
Committee: TRAN
Amendment 616 #

2021/2046(INI)

Motion for a resolution
Paragraph 23
23. Highlights that all means of digitalisation should be used toimproves efficiency which decreases greenhouse gas emissions and increase transport safety; believes that it is of vital importance to ensure that every step of digitalisation contributes to a lower overall transport volum, while at the same time transport becomes safer, more reliable and affordable;
2021/05/27
Committee: TRAN
Amendment 643 #

2021/2046(INI)

Motion for a resolution
Paragraph 24
24. Notes that the shift towards sustainable and smart mobility requires an appropriate legal framework to ensure the sharing of data and proper data-integration between all relevant stakeholders, provided that a level playing field among all the stakeholders involved in terms of data access and exchange is ensured;
2021/05/27
Committee: TRAN
Amendment 644 #

2021/2046(INI)

Motion for a resolution
Paragraph 24
24. Notes that the shift towards sustainable and smart mobility requires the sharing of data and proper data-integration between all relevant stakeholders, calls on the Commission to ensure that incumbent transport companies are not abusing their position when it comes to booking platforms;
2021/05/27
Committee: TRAN
Amendment 670 #

2021/2046(INI)

Motion for a resolution
Paragraph 26 a (new)
26a. Supports the Commission assessment that buying and planning multimodal journeys is burdensome. Allowing travellers to easily plan their journeys via a single transaction by buying, a single integrated ticket for connecting trains or multimodal journeys would be a real step forward for European passengers. Encourages the European Commission to take legislative actions in the areas of licensing, distribution agreement and booking systems, and to develop smart and interoperable payment services.
2021/05/27
Committee: TRAN
Amendment 694 #

2021/2046(INI)

27a. Points out that in particular the single market for rail and short sea shipping is still not functioning, as they are either subject to different national rules, protectionism or custom checks; Encourages the Commission to urgently address and remove existing competitive distortions in those modes of transport;
2021/05/27
Committee: TRAN
Amendment 713 #

2021/2046(INI)

Motion for a resolution
Paragraph 27 b (new)
27b. Reiterates that fair and transparent competition is a fundamental prerequisite to unlock the full potential of the Single Market; Calls on the Commission to ensure the effective opening of national rail markets;
2021/05/27
Committee: TRAN
Amendment 727 #

2021/2046(INI)

Motion for a resolution
Paragraph 28
28. Stresses that the shift towards sustainable and smart mobility can create new high-quality jobs; believes that possible negative consequences that this shift may have for workers should be mitigated via social funding and a specific strategy for re- and upskilling as well as the redeployment of workers, thereby ensuring a just transitionmust not lead to a redeployment of jobs and factories into third countries;
2021/05/27
Committee: TRAN
Amendment 747 #

2021/2046(INI)

Motion for a resolution
Paragraph 29
29. Calls for theto strengthening of the social dialogue in order to eliminate any form of discrimination and unequal treatment nsure that equal opportunities with regards to education and apprenticeship are achieved within the transport sector;
2021/05/27
Committee: TRAN
Amendment 769 #

2021/2046(INI)

Motion for a resolution
Paragraph 30 a (new)
30a. Calls on the Commission and the Member States to ensure that every Citizen has the equal opportunity to pursue a career in the field of transport;
2021/05/27
Committee: TRAN
Amendment 772 #

2021/2046(INI)

Motion for a resolution
Paragraph 31
31. Believes that the Union’s industrial strategy, in particular the European Battery and Hydrogen AllianceGreen Deal is only a success, if individual and collective mobility stays affordable, the Union becomes less reliant from third countries especially with regards to rare earth, rare metals and energy, whill help to create well-paid and securee at the same time our industries maintains their position as global leaders, thus securing and creating well-paid jobs throughout the Union;
2021/05/27
Committee: TRAN
Amendment 777 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 a (new)
31a. Supports the Commission's position that fair mobility also means protection for passengers and their rights. To revive the transport and tourism sector post COVID-19, it will be essential to regain consumer confidence. Thus, The European Parliament supports the Commission's position stressing 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.
2021/05/27
Committee: TRAN
Amendment 784 #

2021/2046(INI)

Motion for a resolution
Paragraph 31 c (new)
31c. 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 802 #

2021/2046(INI)

Motion for a resolution
Paragraph 32 a (new)
32a. Stresses the importance for the Commission to continuing providing financial and technical support for ground and airborne equipment in order to ensure the full exploitation of satellite navigation in the field of aviation, such as space-based augmentation (SBAS) technologies that enable precision approaches in airports and ground-based augmentation systems (GBAS) which enable all weather and low visibility operations highlighting that they both lead to future rationalization of ground navigation systems and improve the environmental impacts of airports;
2021/05/27
Committee: TRAN
Amendment 17 #

2021/2015(INI)

Motion for a resolution
Recital A
A. whereas European countries have a variety of different fleets of inland vessels, which makes inland waterway transport very convenient and useful for transporting different types and large quantities of cargo to different destinations on either large or small riverwaterways;
2021/04/30
Committee: TRAN
Amendment 26 #

2021/2015(INI)

Motion for a resolution
Recital A a (new)
Aa. whereas the further development of the inland waterway sector is a cornerstone to building a smart, sustainable and competitive European transport network;
2021/04/30
Committee: TRAN
Amendment 27 #

2021/2015(INI)

Motion for a resolution
Recital A b (new)
Ab. whereas the inland waterways, as one of the most environmentally-friendly modes of transport with a largely untapped further potential of transporting large amounts of goods across the European Union, can play a fundamental role in meeting the EU’s climate objectives;
2021/04/30
Committee: TRAN
Amendment 28 #

2021/2015(INI)

Motion for a resolution
Recital A c (new)
Ac. whereas a current modal share of 6% is far too little and a sharp increase in the modal share of inland waterway transport is needed to reduce road congestion, enhance safety, reduce emissions and lead to a more sustainable transport system as a whole;
2021/04/30
Committee: TRAN
Amendment 31 #

2021/2015(INI)

Motion for a resolution
Recital A d (new)
Ad. whereas contrary to many congested roads, European inland waterways dispose of free capacity, offering a significant modal shift potential; whereas the current navigability of the European waterways is patchy and the modal shift is hindered by missing links and poor reliability of free- flowing inland waterways;
2021/04/30
Committee: TRAN
Amendment 34 #

2021/2015(INI)

Motion for a resolution
Recital B
B. whereas ports play an important role as multimodal connecting points offering other modes of transport that can take over freight loads temporarily, and whereas it is therefore important that sea and inland ports have good connections with the hinterland;
2021/04/30
Committee: TRAN
Amendment 40 #

2021/2015(INI)

Motion for a resolution
Recital C
C. whereas river cruises, ferries, day trip vessels, water taxis and water shuttles play an important role for tourism in Europe and should become a cleaner option for tourism and public transport in regions and cities with accessible and navigable rivers, lakes and canals, which would also make urban mobility more sustainable and effective;
2021/04/30
Committee: TRAN
Amendment 55 #

2021/2015(INI)

Motion for a resolution
Paragraph 1
1. Calls on the Commission to take the initiative on green, efficient and digital leadership and to build on existing programmes such as NAIADES, which should inspire all stakeholders within the waterway transport sector, as well as other transport sectors, and in particular rail, to work together towards a sustainable future, while supporting the competitiveness of the sector as a whole;
2021/04/30
Committee: TRAN
Amendment 57 #

2021/2015(INI)

Motion for a resolution
Paragraph 1 a (new)
1a. Calls on the Commission to present proposals for a governance and regulatory framework in line with the next NAIADES action programme, providing European harmonisation and standardisation for quality navigability, vessels and qualification of crews; this framework should facilitate the coordination of investments, action programmes and the various bodies involved in inland waterway transport development, including the Member States’ administrations, EU agencies, TEN-T coordinators, River Commissions, and standardization committees;
2021/04/30
Committee: TRAN
Amendment 66 #

2021/2015(INI)

Motion for a resolution
Paragraph 2
2. Stresses that more investment in updating river and canalexpanding and updating the physical and digital waterway infrastructure (for example, locks, bridges and interoperable deployment of digital technologies across borders) is key to enabling quality navigability and strengthening the reliability of this mode of transport, while respecting the applicable environmental law;
2021/04/30
Committee: TRAN
Amendment 72 #

2021/2015(INI)

Motion for a resolution
Paragraph 2 a (new)
2a. Urges, in this regard, the Member States to fully respect their obligation to complete the TEN-T core inland waterway network by 2030, and the Commission and the TEN-T Coordinators to strengthen their oversight in this regard, eliminating the missing links and allowing for quality physical and digital infrastructure; points particularly to the need for increased investments in adequate multimodal infrastructure in ports, such as seamless rail connections and terminals, in order to facilitate competitive multimodal transport in Europe;
2021/04/30
Committee: TRAN
Amendment 79 #

2021/2015(INI)

Motion for a resolution
Paragraph 2 b (new)
2b. Calls upon the Commission and Member States to better take into account that it is often families with children on board who are operating in the inland waterway sector and to invest in adequate and regular facilities along the waterway routes in order to allow for decent en route living conditions;
2021/04/30
Committee: TRAN
Amendment 80 #

2021/2015(INI)

Motion for a resolution
Paragraph 2 c (new)
2c. Underlines the significant potential of rehabilitating connecting waterways and canals, in particular in regions that have suffered from decades of insufficient investments in inland waterways infrastructure;
2021/04/30
Committee: TRAN
Amendment 86 #

2021/2015(INI)

Motion for a resolution
Paragraph 3
3. Notes that there is not a ‘one size fits all’ solution for tacklingStresses the need to better address the problem of low and high water levels as a result of climate change, in particular via more effective and resilient infrastructure; deplores, however, that the problems of the inland waterway sector, caused by thefloods and low water levels, have not been taken duly into account;
2021/04/30
Committee: TRAN
Amendment 88 #

2021/2015(INI)

Motion for a resolution
Paragraph 3 a (new)
3a. Points, in this regard, to the relevance of integrating the use of space data and services such as provided by Galileo and Copernicus;
2021/04/30
Committee: TRAN
Amendment 98 #

2021/2015(INI)

Motion for a resolution
Paragraph 4
4. Highlights the importance of further encouraging and supporting initiatives aimed at the use ofquickly stepping up the availability and roll-out of alternative fuels, alternative fuels' infrastructure and propulsion methods for shipping with a network approach and in accordance with the principle of technological neutrality; points out that inland waterway transport can be suitable for the deployment of hydrogen, LNG, sustainable fuels, biofuels, hybrid and electric vessels, when the EU directs adequate research funding this way as well as incentivises and improves the scalability of required investments; welcomes the use of all readily deployable options to reduce inland navigation emissions, including bridging fuels and transitional systems, such as improved catalysts and filters for existing ships; points out, in this regard, the value of liquefied natural gas (LNG) as a transitional solution to reduce greenhouse gas and air pollutant emissions in inland waterway transport, as LNG emits less CO2, NOx and particulate matter than conventional inland waterways fuels; notes that the existing, technically mature vessels and distribution infrastructure now based on LNG could be used for biogas and will therefore be essential in scaling up Bio-LNG as a marine fuel;
2021/04/30
Committee: TRAN
Amendment 107 #

2021/2015(INI)

Motion for a resolution
Paragraph 4 a (new)
4a. Underlines the particular role that inland waterways should play in the EU Hydrogen Strategy, both for the clean fuelling of inland waterway transport and for the crucial importance of inland waterways and its ports for the clean and efficient distribution of hydrogen along the EU’s transport networks and industry clusters;
2021/04/30
Committee: TRAN
Amendment 108 #

2021/2015(INI)

Motion for a resolution
Paragraph 4 b (new)
4b. Points out that there currently is a lack of market ready zero-emissions solutions; therefore calls on the Commission to develop a realistic roadmap to further reduce the pollutants and GHG emissions in order to reach a decarbonised inland waterway sector, while safeguarding competitiveness, reliability and safety;
2021/04/30
Committee: TRAN
Amendment 111 #

2021/2015(INI)

Motion for a resolution
Paragraph 5
5. Highlights that low-emission and zero-emission alternatives should become more financially attractive than conventional propulsions and that this trendwidely available and more affordable and that the uptake of these fuels should be accelerated, for example by a realistic, progressively increasing blending percentage based on an impact assessment as well as by regulatory stability and financial support, including through the granting of tax incentives by Member States;
2021/04/30
Committee: TRAN
Amendment 120 #

2021/2015(INI)

Motion for a resolution
Paragraph 6 a (new)
6a. Highlights the importance of ports, and their specialised shipyards where the building, conversion and retrofitting of ships take place, in the energy transition; calls therefore on the Commission and Member States to direct adequate funding and investments towards ensuring sufficient capacity and adequate infrastructure in ports to facilitate the fleet renewal and energy transition of the shipping sector;
2021/04/30
Committee: TRAN
Amendment 125 #

2021/2015(INI)

Motion for a resolution
Paragraph 6 b (new)
6b. Calls on the Commission to propose a governance framework for monitoring Rivers Basins pollution, facilitating coordination of European and national measures, investments, and action programmes;
2021/04/30
Committee: TRAN
Amendment 129 #

2021/2015(INI)

Motion for a resolution
Paragraph 7
7. Notes that far-reaching digitalisation and data collection contributes to a cleaner environment and improved safety on board and result in more efficient routing, less congestion in ports and better communication and information exchange between ships, ports and infrastructure; stresses the need to further harmonise River Information Services (RIS), which wouldcalls for a strategy to develop and deploy digital and automated technologies in the inland waterway sector, outlining both interoperable standards, across modes and borders as well as the required research actions and funding, including via dedicated calls within Horizon Europe; stresses the need to update technical standards in the field of inland navigation (CESNI) and further harmonise River Information Services (RIS), which would simplify procedures in the field of regulating inland navigation, solve the problems arising from different interpretations of technical standards and the lack of comparable data, and allow for the speedy development and deployment of innovative solutions, and underlines the need to prepare for interoperable data exchange with other modes of transport;
2021/04/30
Committee: TRAN
Amendment 136 #

2021/2015(INI)

7a. Stresses the need for swift implementation of the electronic freight transport information (eFTI) regulation, allowing transport operators to share information with enforcement authorities in a swift, easy and digital manner;
2021/04/30
Committee: TRAN
Amendment 144 #

2021/2015(INI)

Motion for a resolution
Paragraph 8
8. Stresses the importance of connecting existing digital transport policy frameworks and of making sure that multimodal transport data are available through a single point of access in order to achieve efficiency gains in waterborne freight transport; calls on the Commission in this regard to come up with an EU action plan for multimodal transport infrastructure and data sharing, with the goal of achieving an interoperable, synchromodal, connected and automated transport system by 2035 at the latest;
2021/04/30
Committee: TRAN
Amendment 146 #

2021/2015(INI)

Motion for a resolution
Paragraph 8 a (new)
8a. Points to the need for incentives for the development of intermodal digital port platforms; calls in this regard for a Project of European Added Value, financed by the RRF, for the navigability and multimodal connection of TEN-T inland waterway corridors;
2021/04/30
Committee: TRAN
Amendment 149 #

2021/2015(INI)

Motion for a resolution
Paragraph 9
9. Highlights that increased automation brings the reality of synchromodal transport in Europe closer; insists therefore on the need for a European Roadmap for Smart and Autonomous Inland Waterway Transport Systems that supports researchfuture-oriented legislation, research, pilot projects and field labs, the development and successful implementation of smart ships and ports, based on Intelligent Transport Systems, and digital interoperability;
2021/04/30
Committee: TRAN
Amendment 152 #

2021/2015(INI)

Motion for a resolution
Paragraph 9 a (new)
9a. Points to the benefits of EU Space services and data differentiators provided by Galileo and Copernicus to enable green, safe and secure navigation of autonomous vessels;
2021/04/30
Committee: TRAN
Amendment 153 #

2021/2015(INI)

Motion for a resolution
Paragraph 9 a (new)
9a. Highlights that safe and secure autonomous navigation requires standardized sharing of information beyond the position of the antenna of the vessels, such as the attitude of vessels, the contour of the hull as well as on modifications of the waterways, in order to manage autonomous operations, to avoid potential collisions between vessels that share the same fairway, and to provide skippers with the latest information about the fairway; points to space solutions as enablers for inland waterway transport and the useful contribution of EU Space assets Galileo, EGNOS and Copernicus in this regard;
2021/04/30
Committee: TRAN
Amendment 158 #
2021/04/30
Committee: TRAN
Amendment 173 #

2021/2015(INI)

Motion for a resolution
Paragraph 11
11. Highlights that the deployment of alternative fuels infrastructure should take into account the potential demand and market characteristics of a port; stresses, therefore, that a European rollout strategy of alternative fuels for multimodal and industrial use through the TEN-T revision and Directive 2014/94/EU on the deployment of alternative fuels infrastructure (AFID) should follow a network approach that leads to an efficiently planned infrastructure, based on the potential market demand characteristics of a port and, where necessary, along water routes and the principle of technology neutrality;
2021/04/30
Committee: TRAN
Amendment 175 #

2021/2015(INI)

Motion for a resolution
Paragraph 11 a (new)
11a. Calls on the Commission and Member States to strengthen the synergies between the inland waterways infrastructure and the Trans-European Energy Networks, which will facilitate the energy transition of inland shipping and support the development of ports as energy hubs; highlights, in this regard, the need for better integrating inland waterways infrastructure into the European energy grid to facilitate the use of on-shore power supply; also stresses the potential of inland waterways for the transport of alternative fuels;
2021/04/30
Committee: TRAN
Amendment 179 #

2021/2015(INI)

Motion for a resolution
Paragraph 11 a (new)
11a. Points to the promising role of ports in the circular economy; calls upon the Commission to develop measures supporting circular economy activities in ports, including collection and transport of used materials, waste and recycled products, in order to unlock their potential to become circular hubs;
2021/04/30
Committee: TRAN
Amendment 188 #

2021/2015(INI)

Motion for a resolution
Paragraph 12
12. Stresses the need to modernise inland navigation education and training, focusing on the development of green and digital skills as well as on overcoming language barriers, thereby creating attractive jobs, particularly for young people, with high and harmonised social and safety standards and qualification levels; calls, furthermore, for the proper implementation of Directive (EU) 2017/2397 on the recognition of professional qualifications in inland navigation by Member States by 17 January 2022;
2021/04/30
Committee: TRAN
Amendment 200 #

2021/2015(INI)

Motion for a resolution
Paragraph 14
14. Stresses the importance of existing EU funding instruments for greening and digitalising our European inland waterway transport sector, such as the Connecting Europe Facility (CEF), Horizon Europe and, the Structural and Cohesion Funds and the Recovery and Resilience Facility (RFF), and the need to mobilise them to finance investments in alternative fuels and adequate ship, the development and roll-out of alternative propulsion systems for vessels and infrastructure;
2021/04/30
Committee: TRAN
Amendment 205 #

2021/2015(INI)

Motion for a resolution
Paragraph 14 a (new)
14a. Believes that Member States must in particular seize the RRF as a unique funding opportunity for inland waterways, combining short-term economic recovery effects with the long-term benefits of targeted infrastructure and shipping investments;
2021/04/30
Committee: TRAN
Amendment 209 #

2021/2015(INI)

Motion for a resolution
Paragraph 15
15. Stresses that the inland waterway sector consists mostly of SMEs, family businesses and smaller ports, which makes it difficult for them to make expensive investments in order to comply with the goals of the Green Deal; considers, therefore, that the scalability of required investments should be improved and the administrative burden and cost for access to funding should be significantly reduced;
2021/04/30
Committee: TRAN
Amendment 212 #

2021/2015(INI)

Motion for a resolution
Paragraph 16
16. Calls on the Commission to set up a dedicated European inland waterway fund, including a one-stop-shop system that is easily accessible for help and assistance and has the possibility to combine projects into a single application, thus increasing the chances for funding; stresses that the fund should be financed through thecomplement the existing reserve funds created under Regulation (EU) 546/20149 , where possible complemented with national funds and contributions, awith significant additional financial contributions from European and national financing instruments in order to leverage further investments from the industry and to address the current investment gap in financing the sustainable transition; this fund should also provide for the possibility of blending with the CEF and the Structural and Cohesion Funds; as well as financing instruments from the European Investment Bank; _________________ 9 OJ L 163, 29.5.2014, p. 15.
2021/04/30
Committee: TRAN
Amendment 219 #

2021/2015(INI)

Motion for a resolution
Paragraph 16 a (new)
16a. Calls upon the Commission to reinforce its internal resources dedicated to inland waterway transport, including human recourses, bringing them in line with the ambitions of the Green Deal, the modal shift and the Sustainable and Smart Mobility Strategy for this sector;
2021/04/30
Committee: TRAN
Amendment 223 #
2021/04/30
Committee: TRAN
Amendment 226 #

2021/2015(INI)

Motion for a resolution
Paragraph 17
17. Welcomes the recent Commission evaluation of the 2013 Urban Mobility Package10 ; highlights in this regard that the expected results of the Urban Mobility Plan (UMP), namely a reduction in CO2 and air pollutant emissions, less congestion and fewer road casualties in urban areas, have not consistently materialised across the EU; calls on the Commission, therefore, to encourage Member States and cities to include, where possible, waterborne city logistics and local freight distribution as well as waterborne public transport, as a safe and effective mode of transport, in their sustainable urban mobility planning (SUMP) and to enhance their urban mobility data collection; stresses, furthermore, the need to include waterborne public transport means in digital mobility platforms, such as Mobility as a Service; _________________ 10Commission staff working document of 24 February 2021 entitled 'Evaluation of the 2013 Urban Mobility Package' (SWD(2021)0047) - https://eur- lex.europa.eu/legal- content/en/TXT/?uri=CELEX:52021SC00 47
2021/04/30
Committee: TRAN
Amendment 1767 #
2023/01/25
Committee: TRAN
Amendment 467 #

2021/0414(COD)

Proposal for a directive
Article 1 – paragraph 2 – introductory part
2. This Directive lays down minimum rights that apply to every person performing platform work in the Union who has, or who based on an assessment of facts may be deemed to have, an employment contract or employment relationship as defined by the law, collective agreements or practice in force in theeach Member States with consideration to the case-law of the Court of Justice. This Directive shall be without prejudice to the full respect of the autonomy of social partners, including their right to negotiate and conclude collective agreements.
2022/06/10
Committee: EMPL
Amendment 549 #

2021/0414(COD)

Proposal for a directive
Article 3 – paragraph 1
1. Member States shall have appropriate procedures in place to verify and ensure the correct determination of the employment status of persons performing platform work, with a view to ascertaining the existence of an employment relationship as defined by the law, collective agreements or practice in force in the Member States with consideration to the case-law of the Court of Justice, and ensuring that they enjoy the rights deriving from Union law applicable to workers.
2022/06/10
Committee: EMPL
Amendment 1013 #

2021/0414(COD)

Proposal for a directive
Article 20 – paragraph 1
1. This Directive shall not constitute valid grounds for reducing the general level of protection already afforded to workers within Member States without affecting the freedom of the social partners to negotiate and conclude collective agreements.
2022/06/10
Committee: EMPL
Amendment 1017 #

2021/0414(COD)

Proposal for a directive
Article 20 – paragraph 2
2. This Directive shall not affect the Member States’ prerogative to apply or to introduce laws, regulations or administrative provisions which are more favourable to platform workers, or to encourage or permit the application of collective agreements which are more favourable to platform workers, in line with the objectives of this Directive. As regards persons performing platform work who are not in an employment relationship, this paragraph shall only apply insofar as such national rules are compatible with the rules on the functioning of the internal market.
2022/06/10
Committee: EMPL
Amendment 1021 #

2021/0414(COD)

Proposal for a directive
Article 20 a (new)
Article 20a Collective bargaining and action 1. This Directive shall not affect in any way the right to negotiate, conclude and enforce collective agreements in accordance with national law or practice. 2. In accordance with national law and practice, Member States may allow for the social partners to maintain, negotiate, conclude and enforce collective agreements which deviate from the directive, provided that the overall results sought by this Directive are ensured.
2022/06/10
Committee: EMPL
Amendment 75 #

2021/0223(COD)

Proposal for a regulation
Recital 3
(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure. __________________ 46Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13). 47Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).
2022/01/25
Committee: ENVI
Amendment 83 #

2021/0223(COD)

Proposal for a regulation
Recital 5
(5) Therefore aAll modes of transport should be addressed in one instrument which should take into account athe variety of alternative fuels, the development of their market share and particularly their affordability. The use of zero-emission powertrain technologies and climate-neutral alternative fuels is at different stages of maturity in the different modes of transport and in the different Member States and regions. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid personal and light-duty commercial vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well, however at high prices for vehicles and fuels. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors, as well as heavy-duty road transport, continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. The use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuelsgaseous or liquid bio-methane, biomass fuels, biofuels, advanced biofuels, recycled carbon fuels, renewable fuels of non-biological origin or renewable and low- carbon synthetic gaseous and liquid fuels.
2022/01/25
Committee: ENVI
Amendment 86 #

2021/0223(COD)

Proposal for a regulation
Recital 5 a (new)
(5a) Therefore, the general principle of technological neutrality should be maintained and market competition between the different alternative technologies should be promoted and protected at Union and national levels, thus providing for the best technological solutions and affordable prices. Targets and milestones should be set at Union and national levels, depending on the market development of different technologies, while the net-zero ambition should always be the guiding principle.
2022/01/25
Committee: ENVI
Amendment 88 #

2021/0223(COD)

Proposal for a regulation
Recital 6
(6) SuchBiofuels, advanced biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor or no adaptations. Renewable and bio-LNG can be used for heavy-duty transport, both road and maritime, as demonstrated by the fact that already 20%of gas used in road transport is bio-methane. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.
2022/01/25
Committee: ENVI
Amendment 94 #

2021/0223(COD)

Proposal for a regulation
Recital 7
(7) LNG is likely to play a continued role in maritime transport, where there is currently no economically viable zero- emission powertrain technology available. The Communication on the Smart and Sustainable Mobility Strategy points to zero-emission seagoing ships becoming market ready by 2030. Fleet conversion a tendency which should be promoted, duly monitored and reported. Fleet conversion, based on relevant, affordable and viable new technologies, should take place gradually due to the long lifetime of the ships. Contrary to maritime transport, fFor inland waterways, with normally smaller vessels and shorter distances, low- and zero-emission powertrain technologies, such as hydrogen and, electricity, sh and other alternative fuels, could enter the markets more quickly. LNG is, LPG and their renewable derivatives are, however, expected to no longer play a significant role in that sectorand the competitive development of the market in this sector is still ongoing. Transport fuels such as LNG need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-LNG) or renewable and low-carbon synthetic gaseous e-fuels (e- gas) for instance. Those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.
2022/01/25
Committee: ENVI
Amendment 99 #

2021/0223(COD)

Proposal for a regulation
Recital 8
(8) In the heavy-duty road transport sector, LNG trucks are fully mature and can run on a high blend of bio-LNG. On the one hand, the common scenarios underpinning the Sustainable and Smart Mobility Strategy and the Climate Target Plan as well as the revised “Fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. Furthermore, LPG and CNG vehicles for which already a sufficientsome infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limitedclimate-neutral alternative fuels, despite this not being an existing market tendency yet. Therefore a targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. As the market for decarbonised heavy-duty vehicles is still developing, a variety of alternative technologies should be incentivised, including via infrastructure planning and adaptation, while taking into account market shares and traffic data.
2022/01/25
Committee: ENVI
Amendment 107 #

2021/0223(COD)

Proposal for a regulation
Recital 9
(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. A special attention and higher fleet based targets for centres of relatively higher population density and higher electric vehicles market-share is also needed. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.
2022/01/25
Committee: ENVI
Amendment 114 #

2021/0223(COD)

Proposal for a regulation
Recital 10
(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles, as well as population and market shares of electric vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.
2022/01/25
Committee: ENVI
Amendment 116 #

2021/0223(COD)

Proposal for a regulation
Recital 11 a (new)
(11a) The deployment of publicly accessible recharging infrastructure should primarily result from private market investment. However, Member States should support infrastructure deployment through initial public investments, in cases where market conditions require public support, provided it is in full compliance with State aid rules, until a competitive market has been established.
2022/01/25
Committee: ENVI
Amendment 123 #

2021/0223(COD)

Proposal for a regulation
Recital 13
(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to support the expected market uptakeproactively support the market share development of battery electric heavy-duty vehicles.
2022/01/25
Committee: ENVI
Amendment 125 #

2021/0223(COD)

Proposal for a regulation
Recital 13 a (new)
(13a) Therefore, an initial public investment in infrastructure for electric heavy-duty vehicle is needed, whereas any further infrastructure development beyond the Alternative Fuels Infrastructure Regulation should be conditional to their Union-wide, national and regional market share development and relevant traffic data.
2022/01/25
Committee: ENVI
Amendment 128 #

2021/0223(COD)

Proposal for a regulation
Recital 14
(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.
2022/01/25
Committee: ENVI
Amendment 134 #

2021/0223(COD)

Proposal for a regulation
Recital 17
(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clientsif the access is unlimited and unconditional. Recharging or refuelling points for car- sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, should not be considered as publicly accessible recharging or refuelling points.
2022/01/25
Committee: ENVI
Amendment 141 #

2021/0223(COD)

Proposal for a regulation
Recital 3
(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure. _________________ 46 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13). 47 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).
2022/03/21
Committee: TRAN
Amendment 150 #

2021/0223(COD)

Proposal for a regulation
Recital 5
(5) Therefore aAll modes of transport should be addressed in one instrument which should take into account athe variety of alternative fuels, the development of their market share and particularly their affordability. The use of zero-emission powertrain technologies and climate-neutral alternative fuels is at different stages of maturity in the different modes of transport and in the different Member States and regions. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid personal and light-duty commercial vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well, however at high prices for vehicles and fuels. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors, as well as heavy-duty road transport, continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. The use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuelsgaseous or liquid bio-methane, biomass fuels, biofuels, advanced biofuels, recycled carbonfuels, renewable fuels of non-biological origin or renewable and low- carbon synthetic gaseous and liquid fuels.
2022/03/21
Committee: TRAN
Amendment 156 #

2021/0223(COD)

Proposal for a regulation
Recital 5 a (new)
(5 a) Therefore, the general principle of technological neutrality should be maintained and market competition between the different alternative technologies should be promoted and protected at Union and national levels, thus providing for the best technological solutions and affordable prices. Targets and milestones should be set at Union and national levels, depending on the market development of different technologies, while the net-zero ambition should always be the guiding principle.
2022/03/21
Committee: TRAN
Amendment 159 #

2021/0223(COD)

Proposal for a regulation
Recital 6
(6) SuchBiofuels, advanced biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor or no adaptations. Renewable and bio-LNG can be used for heavy-duty transport, both road and maritime, as demonstrated by the fact that already 20% of gas used in road transport is bio-methane. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.
2022/03/21
Committee: TRAN
Amendment 162 #

2021/0223(COD)

Proposal for a regulation
Recital 29
(29) A number of LNG refuelling points are established in the Union, already providing a backbone for the circulation of LNG driven heavy-duty vehicles. The TEN-T core network should remain the basis for the deployment of LNG infrastructure, and progressively for bio- LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but certain limitedsome important gaps in the network remain across the EU to reach that objective. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should cease to apply. LNG stations are insufficient especially in Eastern Europe and in third countries, situated on international transport corridors, including corridors linking different Member States. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should be adapted to different market scenarios in line with EU and national decarbonisation targets and market shares of alternative fuels.
2022/01/25
Committee: ENVI
Amendment 166 #

2021/0223(COD)

Proposal for a regulation
Recital 7
(7) LNG is likely to play a continued role in maritime transport, where there is currently no economically viable zero- emission powertrain technology available. The Communication on the Smart and Sustainable Mobility Strategy points to zero-emission seagoing ships becoming market ready by 2030. Fleet conversion, a tendency, which should be promoted, duly monitored and reported. Fleet conversion, based on relevant, affordable and viable new technologies, should take place gradually due to the long lifetime of the ships. Contrary to maritime transport, fFor inland waterways, with normally smaller vessels and shorter distances, low- and zero-emission powertrain technologies, such as hydrogen and, electricity, sh and other alternative fuels, could enter the markets more quickly. LNG is, LPG and their renewable derivatives are, however expected to no longer play a significant role in that sectorand the competitive development of the market in this sector is still ongoing. Transport fuels such as LNG need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-LNG) or renewable and low-carbon synthetic gaseous e-fuels (e- gas) for instance. Those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.
2022/03/21
Committee: TRAN
Amendment 173 #

2021/0223(COD)

Proposal for a regulation
Recital 8
(8) In the heavy-duty road transport sector, LNG trucks are fully mature and can run on a high blend of bio-LNG. On the one hand, the common scenarios underpinning the Sustainable and Smart Mobility Strategy and the Climate Target Plan as well as the revised “Fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. Furthermore, LPG and CNG vehicles for which already a sufficientsome infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limitedclimate-neutral alternative fuels, despite this not being an existing market tendency yet. Therefore a targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. As the market for decarbonised heavy-duty vehicles is still developing, a variety of alternative technologies should be incentivised, including via infrastructure planning and adaptation, while taking into account market shares and traffic data.
2022/03/21
Committee: TRAN
Amendment 183 #

2021/0223(COD)

Proposal for a regulation
Recital 9
(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. A special attention and higher fleet based targets for centres of relatively higher population density and higher electric vehicles market-share is also needed. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.
2022/03/21
Committee: TRAN
Amendment 189 #

2021/0223(COD)

Proposal for a regulation
Recital 10
(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles, as well as population and market shares of electric vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.
2022/03/21
Committee: TRAN
Amendment 191 #

2021/0223(COD)

Proposal for a regulation
Recital 38
(38) The revised national policy frameworks should include detailed market and traffic shares, especially for transit traffic, data monitoring and evaluation on a frequent basis, providing for market projections and supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium- sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.
2022/01/25
Committee: ENVI
Amendment 199 #

2021/0223(COD)

Proposal for a regulation
Recital 40
(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies, taking into consideration the national market and traffic share data and market projections, the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.
2022/01/25
Committee: ENVI
Amendment 199 #

2021/0223(COD)

Proposal for a regulation
Recital 11 a (new)
(11 a) The deployment of publicly accessible recharging infrastructure should primarily result from private market investment. However, Member States should support infrastructure deployment through initial public investments, in cases where market conditions require public support, provided it is in full compliance with State aid rules, until a competitive market has been established.
2022/03/21
Committee: TRAN
Amendment 205 #

2021/0223(COD)

Proposal for a regulation
Recital 41
(41) Member States should make use of a wide range of regulatory and non-market based and regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks, in close cooperation with private sector actors, who should play a key role in supporting the development of alternative fuels infrastructure.
2022/01/25
Committee: ENVI
Amendment 206 #

2021/0223(COD)

Proposal for a regulation
Recital 13
(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to support the expected market uptakeproactively support the market share development of battery electric heavy-duty vehicles.
2022/03/21
Committee: TRAN
Amendment 207 #

2021/0223(COD)

Proposal for a regulation
Recital 13 a (new)
(13 a) Therefore, an initial public investment in infrastructure for electric heavy-duty vehicle is needed, whereas any further infrastructure development beyond the Alternative Fuels Infrastructure Regulation should be conditional to their Union-wide, national and regional market share development and relevant traffic data.
2022/03/21
Committee: TRAN
Amendment 208 #

2021/0223(COD)

Proposal for a regulation
Recital 14
(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.
2022/03/21
Committee: TRAN
Amendment 217 #

2021/0223(COD)

Proposal for a regulation
Recital 17
(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clientsif the access is unlimited and unconditional. Recharging or refuelling points for car- sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, should not be considered as publicly accessible recharging or refuelling points.
2022/03/21
Committee: TRAN
Amendment 221 #

2021/0223(COD)

Proposal for a regulation
Recital 54
(54) The market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. This should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. The Commission should therefore review this Regulation by the end of 2026 in particular as regards the targets setting for electric recharging points for HDV as well as t, taking into account national margkets for infrastructure for alternative fuels for zero-emission vessels and aircraft in waterborne transport and avia and traffic shares data and market projections.
2022/01/25
Committee: ENVI
Amendment 231 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – introductory part
(3) ‘alternative fuels’ means fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute, on a permanent basis or for a transitional phase, to its decarbonisation and enhance the environmental performance of the transport sector, including:
2022/01/25
Committee: ENVI
Amendment 234 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for low- and zero- emission vehicles’:
2022/01/25
Committee: ENVI
Amendment 237 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 2
– hydrogen and hydrogen derived fuels,
2022/01/25
Committee: ENVI
Amendment 238 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 3
– ammonia,deleted
2022/01/25
Committee: ENVI
Amendment 244 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 2
– synthetic and paraffinic fuels, including ammonia,e-hydrogen, e-ammonia, e- methanol, e-methane, e-LNG, rDME, RFNBO produced from renewable energy,
2022/01/25
Committee: ENVI
Amendment 249 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
(c) ‘alternative fossil fuels’ for a transitional phaseprogressively blended with renewable fuels :
2022/01/25
Committee: ENVI
Amendment 259 #

2021/0223(COD)

Proposal for a regulation
Recital 28
(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. _________________ 56 COM(2020) 301 final
2022/03/21
Committee: TRAN
Amendment 260 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 38
(38) ‘publicly accessible’ alternative fuels infrastructure, means an alternative fuels infrastructure which is located at a site or premise that is open to the general public, irrespective of whetherwith unlimited and unconditional access to the alternative fuels infrastructure, irrespective of whether it is located on public or on private property, whether limitations or conditions apply in terms of access to the site or premise and irrespective of the applicable use conditions of the alternative fuels infrastructure;
2022/01/25
Committee: ENVI
Amendment 263 #

2021/0223(COD)

Proposal for a regulation
Recital 29
(29) A number of LNG refuelling points are established in the Union, already providing a backbone for the circulation of LNG driven heavy-duty vehicles. The TEN-T core network should remain the basis for the deployment of LNG infrastructure, and progressively for bio- LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but certain limited should remain the basis for the deployment of LNG infrastructure, and progressively for bio-LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but some important gaps in the network remain across the EU to reach that objective. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should cease to applyLNG stations are insufficient especially in Eastern Europe and in third countries, situated on international transport corridors, including corridors linking different Member States. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should be adapted to different market scenarios in line with EU and national decarbonisation targets and market shares of alternative fuels.
2022/03/21
Committee: TRAN
Amendment 270 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 57
(57) ‘ship at berth’ means a ship at bwhich is securely moored or anchored along a quay in a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757e jurisdiction of a Member State while it is loading, unloading or hotelling, including the time spent when not engaged in cargo operations;
2022/01/25
Committee: ENVI
Amendment 272 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 59
(59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronica standardised communication protocol;
2022/01/25
Committee: ENVI
Amendment 282 #

2021/0223(COD)

Proposal for a regulation
Recital 32
(32) Shore-side electricity facilities, either fixed or mobile, can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels. Under the FuelEU maritime initiative, ship operators of container and passenger ships need to comply with provisions to reduce emissions at berth. Mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in TEN-T core and comprehensive maritime ports to comply with those requirements. The application of these targets to all TEN- T maritime ports should ensure the level playing field between ports.
2022/03/21
Committee: TRAN
Amendment 286 #

2021/0223(COD)

Proposal for a regulation
Recital 32 a (new)
(32 a) In order to ensure a coherent legislative framework for the use and deployment of alternative fuels, this Regulation should be aligned with the Regulation XXXX-XXX (FuelEU Maritime) and the revision of Directive 2003/96/EC (Energy Taxation Directive). This alignment should ensure that the provision on OPS in ports is accompanied by rules mandating the use of OPS by ships and by rules incentivising its use through a tax exemption
2022/03/21
Committee: TRAN
Amendment 288 #

2021/0223(COD)

Proposal for a regulation
Recital 32 b (new)
(32 b) The diversity of maritime ports in terms of size, traffic segments served, governance and geographical location has to be taken into account in the deployment of on-shore power supply.
2022/03/21
Committee: TRAN
Amendment 289 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 2 a (new)
- areas with high population density and regional uptake in light-duty electric vehicles are given priority in the development of the infrastructure and higher targets.
2022/01/25
Committee: ENVI
Amendment 291 #

2021/0223(COD)

Proposal for a regulation
Recital 32 c (new)
(32 c) Given the cost and complexity associated with the roll-out of OPS in maritime ports, it is essential to prioritise the investments, particularly where it makes the most sense in terms of emissions reduction and economic viability. Frequency of use, potential level of emissions reduction, regularity of calls and availability of grid capacity are important elements in that respect;
2022/03/21
Committee: TRAN
Amendment 292 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 2 b (new)
- the grid connection and the grid capacity are provided.
2022/01/25
Committee: ENVI
Amendment 300 #

2021/0223(COD)

Proposal for a regulation
Recital 32 d (new)
(32 d) To incentivise the use of OPS, the costs associated with on-shore charging should be reduced by exempting electricity supplied to vessels in port from taxation through revisions of the Energy Taxation Directive (XXXX-XXX).
2022/03/21
Committee: TRAN
Amendment 302 #

2021/0223(COD)

Proposal for a regulation
Recital 32 e (new)
(32 e) In case it is impossible to supply sufficient on-shore power due to weak capacity in the local grid connecting to the port, this should not be considered as a failure by the port nor of the ship owner or operator to comply with the requirements of this Regulation, as long as the insufficient local grid capacity is duly attested by the grid manager.
2022/03/21
Committee: TRAN
Amendment 325 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 3600 kW and include at least onetwo recharging stations with an individual power output of at least 15300 kW;
2022/01/25
Committee: ENVI
Amendment 333 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 61200 kW and include at least twofour recharging stations with an individual power output of at least 15300 kW;
2022/01/25
Committee: ENVI
Amendment 344 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 – point b – point i
(i) by 31 December 2030, each recharging pool shall offer a power output of at least 3600 kW and include at least one recharging station with an individual power output of at least 15300 kW;
2022/01/25
Committee: ENVI
Amendment 347 #

2021/0223(COD)

Proposal for a regulation
Recital 38
(38) The revised national policy frameworks should include detailed market and traffic shares, especially for transit traffic, data monitoring and evaluation on a frequent basis, providing for market projections and supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium- sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.
2022/03/21
Committee: TRAN
Amendment 349 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 – point b – point ii
(ii) by 31 December 2035, each recharging pool shall offer a power output of at least 61200 kW and include at least two recharging stations with an individual power output of at least 15300 kW.
2022/01/25
Committee: ENVI
Amendment 351 #

2021/0223(COD)

Proposal for a regulation
Recital 39
(39) The development and implementation of the revised national policy frameworks of the Member States should be facilitated by the Commission by means of exchanges of information and best practices between the Member States and regional and local authorities.
2022/03/21
Committee: TRAN
Amendment 354 #

2021/0223(COD)

Proposal for a regulation
Recital 40
(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies, taking into consideration the national market and traffic share data and market projections, the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.
2022/03/21
Committee: TRAN
Amendment 355 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 a (new)
2a. In case of rapid market uptake in any relevant reporting period, Member States should shorten the deadlines under points (a) and (b) accordingly and increase the targets for recharging pools accordingly.
2022/01/25
Committee: ENVI
Amendment 361 #

2021/0223(COD)

Proposal for a regulation
Recital 41
(41) Member States should make use of a wide range of regulatory and non-market-based and regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks, in close cooperation with private sector actors, who should play a key role in supporting the development of alternative fuels infrastructure.
2022/03/21
Committee: TRAN
Amendment 363 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 3 a (new)
3a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
2022/01/25
Committee: ENVI
Amendment 368 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 3 b (new)
3b. Member States shall ensure that targets in densely populated areas and regions with high uptake in registered light-duty electricity vehicles are increased accordingly in order to provide the necessary infrastructure and support the market development.
2022/01/25
Committee: ENVI
Amendment 370 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 3 c (new)
3c. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors connecting Member States, are situated.
2022/01/25
Committee: ENVI
Amendment 380 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 142800 kW and include at least onetwo recharging stations with an individual power output of at least 350 kW;
2022/01/25
Committee: ENVI
Amendment 390 #

2021/0223(COD)

Proposal for a regulation
Recital 54
(54) The market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. This should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. The Commission should therefore review this Regulation by the end of 2026 in particular as regards the targets setting for electric recharging points for HDV as well as t, taking into account national margkets for infrastructure for alternative fuels for zero-emission vessels and aircraft in waterborne transport and avia and traffic shares data and market projections.
2022/03/21
Committee: TRAN
Amendment 391 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 35000 kW and include at least twofour recharging stations with an individual power output of at least 350 kW;
2022/01/25
Committee: ENVI
Amendment 392 #

2021/0223(COD)

Proposal for a regulation
Recital 54 a (new)
(54 a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate unnecessary compliance costs in the affected sectors.
2022/03/21
Committee: TRAN
Amendment 395 #

2021/0223(COD)

Proposal for a regulation
Article 1 – paragraph 3
3. This Regulation establishes a reporting mechanism to stimulate cooperation and ensures a robust tracking of progress. The mechanism shall comprise a structured, transparent, iterative and multi-level governance process between the Commission and Member States for the purpose of the finalisation of the national policy frameworks, taking into account existing local and regional strategies for the deployment of alternative fuels infrastructure, and their subsequent implementation and corresponding Commission action.
2022/03/21
Committee: TRAN
Amendment 398 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – introductory part
(3) ‘alternative fuels’ means fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute, on a permanent basis or for a transitional phase, to its decarbonisation and enhance the environmental performance of the transport sector, including:
2022/03/21
Committee: TRAN
Amendment 403 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point b – point i
(i) by 31 December 2030, each recharging pool shall offer a power output of at least 1400 kW and include at least onetwo recharging stations with an individual power output of at least 350 kW;
2022/01/25
Committee: ENVI
Amendment 403 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for low- and zero- emission vehicles’:
2022/03/21
Committee: TRAN
Amendment 408 #
2022/03/21
Committee: TRAN
Amendment 410 #
2022/03/21
Committee: TRAN
Amendment 414 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point b – point ii
(ii) by 1 December 2035, each recharging pool shall offer a power output of at least 3500 kW and include at least two recharging stations with an individual power output of at least 35700 kW;
2022/01/25
Committee: ENVI
Amendment 418 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point c
(c) by 31 December 203027, in each safe and secure parking area situated on the TEN-T core network, at least onetwo recharging stations dedicated to heavy- duty vehicles with a power output of at least 100 kW isare installed;
2022/01/25
Committee: ENVI
Amendment 419 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
– biomass fuels and biofuels as defined in Article 2, points (27) and (33) of Directive (EU) 2018/2001such as bio-hydrogen, bio-ammonia, bio- methanol, bio-methane, bio-LNG, bio- CNG, bio-LPG or RCF,
2022/03/21
Committee: TRAN
Amendment 422 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 2
– synthetic and paraffinic fuels, including ammoniae-hydrogen, e-ammonia, e- methanol, e-methane, e-LNG, rDME or RFNBO, produced from renewable energy,
2022/03/21
Committee: TRAN
Amendment 423 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point c a (new)
(ca) by 31 December 2030, in each safe and secure parking area, situated on the TEN-T comprehensive network, at least one recharging station dedicated to heavy- duty vehicles with a power output of at least 100 kW is installed;
2022/01/25
Committee: ENVI
Amendment 428 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point d
(d) by 31 December 2025, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 61200 kW are deployed, provided by recharging stations with an individual power output of at least 15300 kW;
2022/01/25
Committee: ENVI
Amendment 428 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
(c) ‘alternative fossil fuels’ for a transitional phaseprogressively blended with renewable fuels:
2022/03/21
Committee: TRAN
Amendment 431 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point e
(e) by 31 December 2030, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 12400 kW are deployed, provided by recharging stations with an individual power output of at least 15300 kW.
2022/01/25
Committee: ENVI
Amendment 434 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point e a (new)
(ea) Member States shall ensure that the grid connection and the grid capacity necessary is provided.
2022/01/25
Committee: ENVI
Amendment 439 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 2 a (new)
2a. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
2022/01/25
Committee: ENVI
Amendment 441 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 2 b (new)
2b. The Commission should take the necessary measures to ensure the cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
2022/01/25
Committee: ENVI
Amendment 441 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 17
(17) ‘electric road system’ means a physical installation along a road that allows for the transfer of electricity to an electric vehicle while the vehicle is in motionfor propulsion or dynamic charging to an electric vehicle;
2022/03/21
Committee: TRAN
Amendment 442 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 17 a (new)
(17 a) 'dynamic charging' means the charging of an electric vehicles battery while the vehicle is in motion;
2022/03/21
Committee: TRAN
Amendment 451 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point a – introductory part
(a) operators of recharging points shall, at publicly accessible recharging stations with a power output below 50 kW, deployed from the date referred to in Article 24, accept electronic payments through terminals and devices used for payment services, including at least one of the following:
2022/01/25
Committee: ENVI
Amendment 451 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 38
(38) ‘publicly accessible’ alternative fuels infrastructure, means an alternative fuels infrastructure which is located at a site or premise that is open to the general public, irrespective of whetherwith unlimited and unconditional access to the alternative fuels infrastructure, is located on public or on private property, whether limitations or conditions apply in terms of access to the siterrespective of whether it is located on public or orn premise and irrespective of the applicable use conditions of the alternative fuels infrastructureivate property;
2022/03/21
Committee: TRAN
Amendment 459 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point a – point iii
(iii) devices using an internet connection with which for instance a Quick Response code can be specifically generated and used for the payment transaction;deleted
2022/01/25
Committee: ENVI
Amendment 468 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point b – point i
(i) payment card readers;deleted
2022/01/25
Committee: ENVI
Amendment 475 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point b – point ii
(ii) devices with a contactless functionality that is at least able to read payment cards.deleted
2022/01/25
Committee: ENVI
Amendment 476 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 57
(57) ‘ship at berth’ means ship at b ship which is securely moored along a quay in a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757e jurisdiction of a Member State while it is loading, unloading or hoteling, including the time spent when not engaged in cargo operations;
2022/03/21
Committee: TRAN
Amendment 481 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1
From 1 January 2027 onwards, operators of recharging points shall ensure that all publicly accessible recharging stations with a power output equal to or more than 50 kW operated by them comply with the requirement in point (b)of this paragraph.
2022/01/25
Committee: ENVI
Amendment 481 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 58
(58) ‘shore-side electricity supply’ means the provision of shore-side electrical power through a standardised interfacefixed, floating or mobile installation to seagoing ships or inland waterway vessels at berth;
2022/03/21
Committee: TRAN
Amendment 483 #

2021/0223(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 59
(59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronica standardised communication protocol;
2022/03/21
Committee: TRAN
Amendment 493 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 4
4. Prices charged by operators of publicly accessible recharging points shall be reasonable and affordable, easily and clearly comparable, transparent and non- discriminatory. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, the level of prices may only be differentiated in a proportionate manner, according to an objective justification.
2022/01/25
Committee: ENVI
Amendment 499 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 5 – introductory part
5. Operators of recharging points shall clearly display the ad hoc price and all its components at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. At least the following price components, if applicable at the recharging station, shall be clearly displayed:The price components shall be clearly displayed at the recharging station in price per kWh.
2022/01/25
Committee: ENVI
Amendment 500 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 2
– in their territory, publicly accessible recharging stations dedicated to light-duty vehicles are deployed in a territorially balanced manner that provide sufficient power output for those vehicles.
2022/03/21
Committee: TRAN
Amendment 503 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 5 – indent 1
– price per session,deleted
2022/01/25
Committee: ENVI
Amendment 507 #
2022/03/21
Committee: TRAN
Amendment 510 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 5 – indent 2
– price per minudelete,d
2022/01/25
Committee: ENVI
Amendment 512 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point a
(a) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 13 kW is provided through publicly accessible recharging stations; and
2022/03/21
Committee: TRAN
Amendment 514 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 5 – indent 3
– price per kWh.deleted
2022/01/25
Committee: ENVI
Amendment 516 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 6
6. Prices charged by mobility service providers to end users shall be reasonable and affordable, transparent and non- discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the recharging session, and specific to their intended recharging session, through freely available, widely supported electronic means, clearly distinguishing the price components charged by the operator of recharging point, applicable e-roaming costs and other fees or charges applied by the mobility service provider. The fees shall be reasonable and affordable, transparent and non- discriminatory. No extra charges for cross- border e-roaming shall be applied.
2022/01/25
Committee: ENVI
Amendment 519 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 7
7. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built publicly accessible recharging points operated by them are digitally-connected recharging points and include e-roaming functionality. All existing recharging points have to fulfil this requirement by 1 January 2025.
2022/01/25
Committee: ENVI
Amendment 520 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point b
(b) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 0.662 kW is provided through publicly accessible recharging stations.
2022/03/21
Committee: TRAN
Amendment 525 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 8
8. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built publicly accessible normal power recharging points operated by them are capable of smart recharging. All existing recharging points have to fulfil this requirement by 1 January 2025.
2022/01/25
Committee: ENVI
Amendment 530 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 – point a – introductory part
(a) along or in the immediate vicinity of the TEN-T core network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
2022/03/21
Committee: TRAN
Amendment 537 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 3600 kW and include at least onetwo recharging stations with an individual power output of at least 15300 kW;
2022/03/21
Committee: TRAN
Amendment 539 #

2021/0223(COD)

Proposal for a regulation
Article 6 – paragraph 1 – introductory part
1. Member States shall ensure that, in their territory, a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 December 203027.
2022/01/25
Committee: ENVI
Amendment 539 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 61200 kW and include at least two recharging stations with an individual power output of at least 15300 kW;
2022/03/21
Committee: TRAN
Amendment 546 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 – point b – introductory part
(b) along or in the immediate vicinity of the TEN-T comprehensive network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
2022/03/21
Committee: TRAN
Amendment 547 #

2021/0223(COD)

Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 1
To that end Member States shall ensure that by 31 December 203027 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the TEN-T core and the TEN-T comprehensive network. Liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 4350 km in-between them.
2022/01/25
Committee: ENVI
Amendment 550 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 – point b – point i
(i) by 31 December 2030, each recharging pool shall offer a power output of at least 3600 kW and include at least one recharging station with an individual power output of at least 15300 kW;
2022/03/21
Committee: TRAN
Amendment 553 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 – point b – point ii
(ii) by 31 December 2035, each recharging pool shall offer a power output of at least 61200 kW and include at least two recharging stations with an individual power output of at least 15300 kW.
2022/03/21
Committee: TRAN
Amendment 560 #

2021/0223(COD)

Proposal for a regulation
Article 6 – paragraph 3 a (new)
3a. Paragraph 1 shall not apply to outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
2022/01/25
Committee: ENVI
Amendment 561 #

2021/0223(COD)

Proposal for a regulation
Article 6 – paragraph 3 b (new)
3b. The Commission shall take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
2022/01/25
Committee: ENVI
Amendment 561 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 a (new)
2 a. The minimum distance requirement laid down in paragraph 2 - points (a) and (b) shall not apply to sections with a traffic density of less than [ ] vehicles per week. For such sections, Member States shall ensure an adequate distance in accordance with the sections traffic demands.
2022/03/21
Committee: TRAN
Amendment 562 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 2 b (new)
2 b. In case of rapid market uptake in any relevant reporting period, Member States should shorten the deadlines under points (a) and (b) accordingly and increase the targets for recharging pools accordingly.
2022/03/21
Committee: TRAN
Amendment 563 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 3
3. Neighbouring Member States shall ensure that the maximum distances referred to in paragraph 2 - points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and, unless economically unfeasible, of the TEN-T comprehensive network.
2022/03/21
Committee: TRAN
Amendment 569 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 3 a (new)
3 a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
2022/03/21
Committee: TRAN
Amendment 572 #

2021/0223(COD)

Proposal for a regulation
Article 8 – title
LNG, LPG and CNG infrastructure for road transport vehicles
2022/01/25
Committee: ENVI
Amendment 573 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 3 b (new)
3 b. Member States shall ensure that targets in densely populated areas and regions with high uptake in registered light-duty electricity vehicles are increased accordingly in order to provide the necessary infrastructure and support the market development.
2022/03/21
Committee: TRAN
Amendment 575 #

2021/0223(COD)

Proposal for a regulation
Article 3 – paragraph 3 c (new)
3 c. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors connecting Member States, are situated.
2022/03/21
Committee: TRAN
Amendment 577 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1
Member States shall ensure until 1 January 2025 that an appropriate number of publicly accessible refuelling points for LNG, LPG and CNG are put in place, at least along the TEN-T core network, in order to allow LNG, LPG and CNG heavy-duty motor vehicles to circulate throughout the Union, where there is demand, unless the costs are disproportionate to the benefits, including environmental benefits.
2022/01/25
Committee: ENVI
Amendment 578 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point a – introductory part
(a) along or in the immediate vicinity of the TEN-T core network, publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
2022/03/21
Committee: TRAN
Amendment 581 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 1 (new)
To this end, Member States take the necessary measures to ensure that, by 31 December 2030:
2022/01/25
Committee: ENVI
Amendment 581 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 142800 kW and include at least onetwo recharging stations with an individual power output of at least 350 kW;
2022/03/21
Committee: TRAN
Amendment 582 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 – point a (new)
(a) In urban areas, CNG stations are installed according to a spatial density criterion, ensuring that one station covers a catchment area of 20 km², in order to promote the use of natural gas and biomethane in cities, including for public transport. Member States may assess stricter parameters for LNG, LPG and CNG stations in urban and suburban areas where air quality is particularly poor;
2022/01/25
Committee: ENVI
Amendment 583 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 – point b (new)
(b) LNG, LPG and CNG refuelling infrastructures are built in correspondence of road infrastructures such as motorways, facilitating their access to the public.
2022/01/25
Committee: ENVI
Amendment 585 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 a (new)
1 a. Without prejudice to paragraph 1, Member States shall support the installation of LNG, LPG and CNG refuelling stations also at logistic centres, depots or multipurpose refuelling stations in ports, as well as at airports for the refuelling of ground-moving vehicles such as vehicles for the transport of passengers.
2022/01/25
Committee: ENVI
Amendment 587 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 b (new)
1 b. Further targets, including for the TEN-T comprehensive network, shall be set by Member States, in accordance with reasonable national and EU-wide market share and transit traffic share indicators, allowing for unhindered use of the LNG, CNG and LPG fleets.
2022/01/25
Committee: ENVI
Amendment 588 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 35000 kW and include at least twofour recharging stations with an individual power output of at least 350 kW;
2022/03/21
Committee: TRAN
Amendment 589 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 c (new)
1 c. All newly-built infrastructure for LNG, CNG and LPG should be compatible with renewable fuels and allowing for progressive blending with and the gradual replacement of alternative fossil fuels.
2022/01/25
Committee: ENVI
Amendment 590 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 d (new)
1d. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors, connecting Member Stats, are situated.
2022/01/25
Committee: ENVI
Amendment 592 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 e (new)
1e. The provisions of this Article shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
2022/01/25
Committee: ENVI
Amendment 594 #

2021/0223(COD)

Proposal for a regulation
Article 8 a (new)
Article 8 a Renewable fuels infrastructure 1. Member States shall plan the development of infrastructure for all renewable fuels, following the assessment of National policy framework sand of market and transit traffic shares and market projections, made by the Commission by 1 December 2026 at the latest. 2. The Commission shall, when revising this Regulation, include binding targets for renewable fuels infrastructure based on national reports, Commission analysis based on national and EU-wide market share and transit traffic share indicators.
2022/01/25
Committee: ENVI
Amendment 594 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point b – introductory part
(b) along or in the immediate vicinity of the TEN-T comprehensive network, publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 100 km in-between them:
2022/03/21
Committee: TRAN
Amendment 595 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point b – point i
(i) by 31 December 2030, each recharging pool shall offer a power output of at least 1400 kW and include at least onetwo recharging stations with an individual power output of at least 350 kW;
2022/03/21
Committee: TRAN
Amendment 601 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point b – point ii
(ii) by 1 December 2035, each recharging pool shall offer a power output of at least 3500 kW and include at least two recharging stations with an individual power output of at least 35700 kW;
2022/03/21
Committee: TRAN
Amendment 605 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point c
(c) by 31 December 203027, in each safe and secure parking area situated on the TEN-T core network, at least onetwo recharging station dedicated to heavy-duty vehicles with a power output of at least 100 kW isare installed;
2022/03/21
Committee: TRAN
Amendment 610 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point c a (new)
(c a) by 31 December 2030,in each safe and secure parking area, situated on the TEN-T comprehensive network, at least one recharging station dedicated to heavy- duty vehicles with a power output of at least 100 kW is installed;
2022/03/21
Committee: TRAN
Amendment 616 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point d
(d) by 31 December 2025, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 61200 kW are deployed, provided by recharging stations with an individual power output of at least 15300 kW;
2022/03/21
Committee: TRAN
Amendment 617 #

2021/0223(COD)

Proposal for a regulation
Article 9 – paragraph 2 – point c a (new)
(ca) several short port calls to load and unload at different berths in the same port;
2022/01/25
Committee: ENVI
Amendment 621 #

2021/0223(COD)

Proposal for a regulation
Article 9 – paragraph 3
3. Where the maritime port of the TEN-T core network and the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources, or if the costs are disproportionate to the benefits, including environmental benefits.
2022/01/25
Committee: ENVI
Amendment 624 #

2021/0223(COD)

Proposal for a regulation
Article 9 – paragraph 3 a (new)
3a. Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
2022/01/25
Committee: ENVI
Amendment 624 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point e
(e) by 31 December 2030, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 12400 kW are deployed, provided by recharging stations with an individual power output of at least 15300 kW.
2022/03/21
Committee: TRAN
Amendment 626 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point e a (new)
(e a) Member States shall ensure that the grid connection and the grid capacity necessary is provided.
2022/03/21
Committee: TRAN
Amendment 634 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 2 a (new)
2 a. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
2022/03/21
Committee: TRAN
Amendment 635 #

2021/0223(COD)

Proposal for a regulation
Article 10 – paragraph 1 – point b a (new)
(ba) Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
2022/01/25
Committee: ENVI
Amendment 640 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 2 b (new)
2 b. The Commission should take the necessary measures to ensure the cooperation with third countries, especially candidates for membership in the EU and those third countries, in which transit corridors connecting Member States are situated.
2022/03/21
Committee: TRAN
Amendment 641 #

2021/0223(COD)

Proposal for a regulation
Article 4 – paragraph 2 c (new)
2 c. The Commission should review, if necessary, the targets set in this regulation for electric recharging infrastructure dedicated to heavy-duty vehicles to align them with the new requirements set in the updated regulation EU 2019/1242 on the CO2 emission standards for heavy-duty vehicles.
2022/03/21
Committee: TRAN
Amendment 648 #

2021/0223(COD)

Proposal for a regulation
Article 12 – paragraph 1 – introductory part
1. Member States shall ensure that airport managing bodies and suppliers of groundhandling services of all TEN-T core and comprehensive network airports ensure the provision of electricity supply to stationary aircraft through, any technology available to them, by:
2022/01/25
Committee: ENVI
Amendment 652 #

2021/0223(COD)

Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 1 (new)
Short-term parking positions such as de- icing positions, parking positions in military areas and parking positions for general air traffic (below 7,5 to MTOW) shall not be covered by this paragraph.
2022/01/25
Committee: ENVI
Amendment 655 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point a – introductory part
(a) operators of recharging points shall, at publicly accessible recharging stations with a power output below 50 kW, deployed from the date referred to in Article 24, accept electronic payments through terminals and devices used for payment services, including at least one of the following:
2022/03/21
Committee: TRAN
Amendment 656 #

2021/0223(COD)

Proposal for a regulation
Article 12 – paragraph 2 a (new)
2a. Where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources or if the costs are disproportionate to the benefits, including environmental benefits.
2022/01/25
Committee: ENVI
Amendment 662 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – introductory part
1. By 1 January 2024, each Member State shall, jointly with regional, national and local authorities, prepare and send to the Commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.
2022/01/25
Committee: ENVI
Amendment 662 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point a – point iii
(iii) devices using an internet connection with which for instance a Quick Response code can be specifically generated and used for the payment transaction;deleted
2022/03/21
Committee: TRAN
Amendment 665 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a
(a) an assessment of the current state and future development of the market as regards alternative fuels in the transport sector, and of the development of alternative fuels infrastructure, considering intermodal access of alternative fuels infrastructure and, where relevant, cross- border continuity and mobility and accessibility between outermost regions and between them and the mainland;
2022/01/25
Committee: ENVI
Amendment 668 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point b
(b) operators of recharging points shall, at publicly accessible recharging stations with a power output equal to or more than 50 kW, deployed from the date referred to in Article 24, accept electronic payments through terminals and devices used for payment services, including at least one of the following: (i) payment card readers; (ii) devices with a contactless functionality that is at least able to read payment cards.deleted
2022/03/21
Committee: TRAN
Amendment 674 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point b – point i
(i) payment card readers;deleted
2022/03/21
Committee: TRAN
Amendment 678 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point b – point ii
(ii) devices with a contactless functionality that is at least able to read payment cards.deleted
2022/03/21
Committee: TRAN
Amendment 684 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1
From 1 January 2027 onwards, operators of recharging points shall ensure that all publicly accessible recharging stations with a power output equal to or more than 50 kW operated by them comply with the requirement in point (b)of this paragraph.
2022/03/21
Committee: TRAN
Amendment 686 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 2
The requirements laid down in points (a) and (b)this paragraph shall not apply to publicly accessible recharging points that do not require payment for the recharging service.
2022/03/21
Committee: TRAN
Amendment 688 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
(ka) measures to ensure that the density of publicly accessible alternative fuels infrastructure available at national level takes into account the population density and the number of registrations of vehicles, powered by alternative fuels in the local area based on NUTS 3 level in accordance with the latest NUTS classification;
2022/01/25
Committee: ENVI
Amendment 692 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point n
(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, ammoniahydrogen derived fuels and electricity;
2022/01/25
Committee: ENVI
Amendment 695 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point o
(o) a deployment plan for alternative fuels in inland waterway transport, in particular for both hydrogen and, electricity and other relevant alternative fuels;
2022/01/25
Committee: ENVI
Amendment 695 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 4
4. Prices charged by operators of publicly accessible recharging points shall be reasonable and affordable, easily and clearly comparable, transparent and non- discriminatory. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, the level of prices may only be differentiated in a proportionate manner, according to an objective justification.
2022/03/21
Committee: TRAN
Amendment 697 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
(pa) a comprehensive investment plan laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include the infrastructures outside the TEN-T network;
2022/01/25
Committee: ENVI
Amendment 698 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 5 – introductory part
5. Operators of recharging points shall clearly display the ad hoc price and all its componentsin price per kWh at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. At least the following price components, if applicable at the recharging station, shall be clearly displayed:
2022/03/21
Committee: TRAN
Amendment 702 #
2022/03/21
Committee: TRAN
Amendment 704 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
(pb) a deployment plan for grid connections and capacity.
2022/01/25
Committee: ENVI
Amendment 706 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 a (new)
1a. Without prejudice to paragraph 1 and before the deadline set therein, Member States are invited to submit preliminary national policy frameworks in order to ensure a smooth and quick development and deployment of the infrastructure. When a Member State decides to hand in a preliminary national policy framework, the Commission shall assess the preliminary national policy framework and issue recommendations no later than six months after the submission of the preliminary national policy frameworks.
2022/01/25
Committee: ENVI
Amendment 707 #
2022/03/21
Committee: TRAN
Amendment 709 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 2
2. Member States shall ensure that the national policy frameworks take into account the needs of the different regions and transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.
2022/01/25
Committee: ENVI
Amendment 711 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 3
3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of all the stakeholders concerned.
2022/01/25
Committee: ENVI
Amendment 713 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 3 a (new)
3a. Members States, in their policy frameworks, shall take into account regional disparities and pay special attention to less developed regions (at NUTS-2 level), especially those with Regional GDP (PPS per inhabitant in % of the EU 27) under 50.
2022/01/25
Committee: ENVI
Amendment 713 #
2022/03/21
Committee: TRAN
Amendment 715 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 4
4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process. The European Coordinators, in line with Article 45 of Regulation (EU) No 1315/2013, shall be actively consulted.
2022/01/25
Committee: ENVI
Amendment 717 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 4 a (new)
4a. The Commission should take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
2022/01/25
Committee: ENVI
Amendment 717 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 6
6. Prices charged by mobility service providers to end users shall be reasonable, and affordable, transparent and non- discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the recharging session, and specific to their intended recharging session, through freely available, widely supported electronic means, clearly distinguishing the price components charged by the operator of recharging point, applicable e-roaming costs and other fees or charges applied by the mobility service provider. The fees shall be reasonable and affordable, transparent and non- discriminatory. No extra charges for cross- border e-roaming shall be applied.
2022/03/21
Committee: TRAN
Amendment 720 #

2021/0223(COD)

Proposal for a regulation
Article 5 – paragraph 7
7. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built publicly accessible recharging points operated by them are digitally-connected recharging points and include e-roaming functionality. All existing recharging points have to fulfil this requirement by 31 December 2025.
2022/03/21
Committee: TRAN
Amendment 721 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 6
6. Each Member State shall make available to the public its draft national policy framework, including a comprehensive financing plan, and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.
2022/01/25
Committee: ENVI
Amendment 723 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 7 – point b a (new)
(ba) if policies and measures are geographically distributed across the regions within the Member State.
2022/01/25
Committee: ENVI
Amendment 725 #

2021/0223(COD)

8. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built publicly accessible normal power recharging points operated by them are capable of smart recharging. All existing recharging points have to fulfil this requirement by 31 December 2025.
2022/03/21
Committee: TRAN
Amendment 726 #

2021/0223(COD)

Proposal for a regulation
Article 14 – paragraph 1
1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 20276 and every two years thereafter.
2022/01/25
Committee: ENVI
Amendment 732 #

2021/0223(COD)

Proposal for a regulation
Article 14 – paragraph 3
3. The regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every three years thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, whether public or private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944.
2022/01/25
Committee: ENVI
Amendment 736 #

2021/0223(COD)

Proposal for a regulation
Article 14 – paragraph 4
4. On the basis of input from transmission system operators and distribution system operators, the regulatory authority of a Member States shall assess, at the latest by 1 30 June 2024 and periodically every three years thereafter, the potential contribution of bidirectional charging to the penetration of renewable electricity into the electricity system. That assessment shall be made publicly available. On the basis of the results of the assessment, Member States shall take, if necessary, the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points, in both public and private areas and include them in their progress report referred to in paragraph 1.
2022/01/25
Committee: ENVI
Amendment 737 #

2021/0223(COD)

Proposal for a regulation
Article 5 a (new)
Article 5 a Electric road systems 1. Member States may deploy electric road systems such as contactless inductive charging or overhead line technology and account these towards the achievement of the total power output targets for light commercial vehicles set out in Article 3 paragraph 1 - point (a) and (b) and the charging infrastructure targets for heavy commercial vehicles set out in Article 4 paragraph 1 -point (a) and (b). 2. Member States shall ensure that, in the case of the use of electric road systems, the overall objectives of stationary charging infrastructure set out in Article 3 and Article 4 of this Regulation are achieved to the same extent.
2022/03/21
Committee: TRAN
Amendment 738 #

2021/0223(COD)

Proposal for a regulation
Article 15 – paragraph 3 – introductory part
3. The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) one yearsix months after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:
2022/01/25
Committee: ENVI
Amendment 740 #

2021/0223(COD)

Proposal for a regulation
Article 15 – paragraph 3 – point b a (new)
(ba) the need to adapt and/or amend existing binding targets or to set new targets, due to unexpected market trends and/or technology innovations.
2022/01/25
Committee: ENVI
Amendment 741 #

2021/0223(COD)

Proposal for a regulation
Article 15 – paragraph 4 – point b
(b) the number of publicly accessible hydrogen and other renewable fuels refuelling points;
2022/01/25
Committee: ENVI
Amendment 742 #

2021/0223(COD)

Proposal for a regulation
Article 6 – paragraph 1 – introductory part
1. Member States shall ensure that, in their territory, a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 December 203027.
2022/03/21
Committee: TRAN
Amendment 753 #

2021/0223(COD)

Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 1
To that end Member States shall ensure that by 31 December 203027 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the TEN-T core and the TEN-T comprehensive network. Liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 4350 km in-between them.
2022/03/21
Committee: TRAN
Amendment 754 #

2021/0223(COD)

Proposal for a regulation
Article 15 – paragraph 4 – point j a (new)
(ja) the alternative fuel infrastructure in outermost regions and islands.
2022/01/25
Committee: ENVI
Amendment 761 #

2021/0223(COD)

Proposal for a regulation
Article 16 – paragraph 2 a (new)
2a. The European Parliament shall be duly informed by the European Commission about measures taken in accordance with paragraph 2.
2022/01/25
Committee: ENVI
Amendment 766 #

2021/0223(COD)

Proposal for a regulation
Article 6 – paragraph 3 a (new)
3 a. Paragraph 1 shall not apply to outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
2022/03/21
Committee: TRAN
Amendment 768 #

2021/0223(COD)

Proposal for a regulation
Article 6 – paragraph 3 b (new)
3 b. The Commission should take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
2022/03/21
Committee: TRAN
Amendment 769 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point a – point iv a (new)
(iva) accessibility for heavy-duty vehicles, including height, length and width restrictions of the recharging and refuelling points.
2022/01/25
Committee: ENVI
Amendment 773 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point b – point ii
(ii) type and availability of connector,
2022/01/25
Committee: ENVI
Amendment 779 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii a (new)
(iiia) if applicable, price for parking,
2022/01/25
Committee: ENVI
Amendment 782 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii b (new)
(iiib) if applicable, time limit for parking,
2022/01/25
Committee: ENVI
Amendment 784 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii c (new)
(iiic) payment options.
2022/01/25
Committee: ENVI
Amendment 788 #
2022/03/21
Committee: TRAN
Amendment 793 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1
Member States shall ensure until 1 January 2025 that an appropriate number of publicly accessible refuelling points for LNG, LPG ad CNG are put in place, at least along the TEN-T core network, in order to allow LNG, LPG and CNG heavy-duty motor vehicles to circulate throughout the Union, where there is demand, unless the costs are disproportionate to the benefits, including environmental benefits.
2022/03/21
Committee: TRAN
Amendment 799 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 1 (new)
To this end, Member States take the necessary measures to ensure that, by 31 December 2030:
2022/03/21
Committee: TRAN
Amendment 800 #

2021/0223(COD)

Proposal for a regulation
Article 22 – paragraph 1
By 31 December 2026, the Commission shall review this Regulation, and, where appropriate,paying special attention to the appropriateness of the targets and infrastructure requirements set within this Regulation. If it finds that one or more provisions are not appropriate anymore or new technologies have emerged, the Commission shall submit a proposal to amend ithis Regulation.
2022/01/25
Committee: ENVI
Amendment 800 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 – point a (new)
(a) In urban areas, CNG stations are installed according to a spatial density criterion, ensuring that one station covers a catchment area of 20 km², in order to promote the use of natural gas and biomethane in cities, including for public transport. Member States may assess stricter parameters for LNG, LPG and CNG stations in urban and suburban areas where air quality is particularly poor;
2022/03/21
Committee: TRAN
Amendment 801 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 – point b (new)
(b) LNG, LPG and CNG refuelling infrastructures are built in correspondence of road infrastructures such as motorways, facilitating their access to the public.
2022/03/21
Committee: TRAN
Amendment 803 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 a (new)
Without prejudice to paragraph 1, Member States shall support the installation of LNG, LPG and CNG refuelling stations also at logistic centres, depots or multipurpose refuelling stations in ports, as well as at airports for the refuelling of ground-moving vehicles such as vehicles for the transport of passengers.
2022/03/21
Committee: TRAN
Amendment 804 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 b (new)
Further targets, including for the TEN-T comprehensive network, shall be set by Member States, in accordance with reasonable national and EU-wide market share and transit traffic share indicators, allowing for unhindered use of the LNG, CNG and LPG fleets.
2022/03/21
Committee: TRAN
Amendment 805 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 c (new)
All newly-built infrastructure for LNG, CNG and LPG should be compatible with renewable fuels and allowing for progressive blending with and the gradual replacement of alternative fossil fuels.
2022/03/21
Committee: TRAN
Amendment 806 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 d (new)
The Commission shall take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors, connecting Member Stats, are situated.
2022/03/21
Committee: TRAN
Amendment 807 #

2021/0223(COD)

Proposal for a regulation
Article 8 – paragraph 1 e (new)
The provisions of this Article shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
2022/03/21
Committee: TRAN
Amendment 809 #

2021/0223(COD)

Proposal for a regulation
Article 8 a (new)
Article 8 a Renewable fuels infrastructure 1. Member States shall plan the development of infrastructure for all renewable fuels, following the assessment of National policy frameworks and of market and transit traffic shares and market projections, made by the Commission by 1 December 2026 at the latest. 2. The Commission shall, when revising this Regulation, include binding targets for renewable fuels infrastructure based on national reports, Commission analysis based on national and EU-wide market share and transit traffic share indicators.
2022/03/21
Committee: TRAN
Amendment 815 #

2021/0223(COD)

Proposal for a regulation
Article 9 – paragraph 1 – introductory part
1. Member States shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports, as well as to inland vessels in ports connected to navigable waterways. To that end, Member States shall take the necessary measures to ensure that by 1 January 2030:
2022/03/21
Committee: TRAN
Amendment 847 #

2021/0223(COD)

Proposal for a regulation
Article 9 – paragraph 1 – point c a (new)
(c a) the ports shall decide the implementation of points (a), (b) and (c) requirements in accordance with number of calls by terminal.
2022/03/21
Committee: TRAN
Amendment 873 #

2021/0223(COD)

Proposal for a regulation
Article 9 – paragraph 3
3. Where the maritime port of the TEN-T core network and the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources. , or if the costs are disproportionate to the benefits, including environmental benefits.
2022/03/21
Committee: TRAN
Amendment 887 #

2021/0223(COD)

Proposal for a regulation
Article 9 – paragraph 3 a (new)
3 a. Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
2022/03/21
Committee: TRAN
Amendment 897 #

2021/0223(COD)

Proposal for a regulation
Article 10 – paragraph 1 – point b a (new)
(b a) sufficient grid capacity and connection, power reserve and frequency conversion to the ports are available.
2022/03/21
Committee: TRAN
Amendment 927 #

2021/0223(COD)

Proposal for a regulation
Article 12 – paragraph 1 – introductory part
1. Member States shall ensure that airport managing bodies and suppliers of groundhandling services of all TEN-T core and comprehensive network airports ensure the provision of electricity supply, through any technology available to them, to stationary aircraft by:
2022/03/21
Committee: TRAN
Amendment 933 #

2021/0223(COD)

Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 1 (new)
Short-term parking positions such as de- icing positions, parking positions in military areas and parking positions for general air traffic (below 5,7 to MTOW) shall not be covered by this paragraph.
2022/03/21
Committee: TRAN
Amendment 938 #

2021/0223(COD)

Proposal for a regulation
Article 12 – paragraph 2 a (new)
2 a. Where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources or if the costs are disproportionate to the benefits, including environmental benefits.
2022/03/21
Committee: TRAN
Amendment 948 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – introductory part
1. By 1 January 2024, each Member State shall, jointly with regional, national and local authorities prepare and send to the Commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.
2022/03/21
Committee: TRAN
Amendment 953 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a
(a) an assessment of the current state and future development of the market as regards alternative fuels in the transport sector, and of the development of alternative fuels infrastructure, considering intermodal access of alternative fuels infrastructure and, where relevant, cross- border continuity and mobility and accessibility between outermost regions and between them and the mainland;
2022/03/21
Committee: TRAN
Amendment 981 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
(k a) measures to ensure that the density of publicly accessible alternative fuels infrastructure available at national level takes into account the population density and the number of registrations of vehicles, powered by alternative fuels in the local area based on NUTS 3 level in accordance with the latest NUTS classification;
2022/03/21
Committee: TRAN
Amendment 986 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point l
(l) a deployment plan for alternative fuels infrastructure in airports other than for electricity supply to stationary aircraft, in particular for hydrogen, hydrogen derived fuels and electric recharging for aircrafts;
2022/03/21
Committee: TRAN
Amendment 995 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point n
(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, ammoniahydrogen derived fuels and electricity;
2022/03/21
Committee: TRAN
Amendment 1000 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point o
(o) a deployment plan for alternative fuels in inland waterway transport, in particular for both hydrogen and, electricity and other relevant alternative fuels;
2022/03/21
Committee: TRAN
Amendment 1009 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
(p a) a comprehensive investment plan laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include the infrastructures outside the TEN-T network;
2022/03/21
Committee: TRAN
Amendment 1017 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
(p b) a deployment plan for grid connections and capacity.
2022/03/21
Committee: TRAN
Amendment 1019 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 1 a (new)
1 a. Without prejudice to paragraph 1 and before the deadline set therein, Member States are invited to submit preliminary national policy frameworks in order to ensure a smooth and quick development and deployment of the infrastructure. When a Member State decides to hand in a preliminary national policy framework, the Commission shall assess the preliminary national policy framework and issue recommendations no later than six months after the submission of the preliminary national policy frameworks.
2022/03/21
Committee: TRAN
Amendment 1021 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 2
2. Member States shall ensure that the national policy frameworks take into account the needs of the different regions and transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.
2022/03/21
Committee: TRAN
Amendment 1028 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 3
3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of all the stakeholders concerned.
2022/03/21
Committee: TRAN
Amendment 1031 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 3 a (new)
3 a. Members States, in their policy frameworks, shall take into account regional disparities and pay special attention to less developed regions (at NUTS-2 level), especially those with Regional GDP (PPS per inhabitant in % of the EU 27) under 50.
2022/03/21
Committee: TRAN
Amendment 1033 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 4
4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process. The European Coordinators, in line with Article 45 of Regulation (EU) No 1315/2013, shall be consulted.
2022/03/21
Committee: TRAN
Amendment 1034 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 4 a (new)
4 a. The Commission should take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
2022/03/21
Committee: TRAN
Amendment 1036 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 6
6. Each Member State shall make available to the public its draft national policy framework, including a comprehensive financing plan, and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.
2022/03/21
Committee: TRAN
Amendment 1040 #

2021/0223(COD)

Proposal for a regulation
Article 13 – paragraph 7 – point b a (new)
(b a) if policies and measures are geographically distributed across the regions within the Member State.
2022/03/21
Committee: TRAN
Amendment 1043 #

2021/0223(COD)

Proposal for a regulation
Article 14 – paragraph 1
1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 20276 and every two years thereafter.
2022/03/21
Committee: TRAN
Amendment 1050 #

2021/0223(COD)

Proposal for a regulation
Article 14 – paragraph 3
3. The regulatory authority of a 3. Member States shall assess, at the latest by 30 June 2024 and periodically every three years thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, whether public or private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944.
2022/03/21
Committee: TRAN
Amendment 1053 #

2021/0223(COD)

Proposal for a regulation
Article 14 – paragraph 4
4. On the basis of input from transmission system operators and distribution system operators, the regulatory authority of a Member States shall assess, at the latest by 1 30 June 2024 and periodically every three years thereafter, the potential contribution of bidirectional charging to the penetration of renewable electricity into the electricity system. That assessment shall be made publicly available. On the basis of the results of the assessment, Member States shall take, if necessary, the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points, in both public and private areas and include them in their progress report referred to in paragraph 1.
2022/03/21
Committee: TRAN
Amendment 1055 #

2021/0223(COD)

Proposal for a regulation
Article 15 – paragraph 3 – introductory part
3. The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) one yearsix months after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:
2022/03/21
Committee: TRAN
Amendment 1062 #

2021/0223(COD)

Proposal for a regulation
Article 15 – paragraph 4 – point b
(b) the number of publicly accessible hydrogen and other renewable fuels refuelling points;
2022/03/21
Committee: TRAN
Amendment 1076 #

2021/0223(COD)

Proposal for a regulation
Article 15 – paragraph 4 – point j a (new)
(j a) the alternative fuel infrastructure in outermost regions and islands.
2022/03/21
Committee: TRAN
Amendment 1079 #

2021/0223(COD)

Proposal for a regulation
Article 15 – paragraph 4 a (new)
4 a. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every third year until 2050, the results of an evaluation on the functioning of this Regulation, with emphasis on this Regulation’s effects on the functioning of the single market, the competitiveness of affected sectors and the magnitude of carbon leakage.
2022/03/21
Committee: TRAN
Amendment 1080 #

2021/0223(COD)

Proposal for a regulation
Article 15 – paragraph 4 b (new)
4 b. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every fifth year until 2050, the results of a comprehensive evaluation of the aggregated macroeconomic impact of the Regulations that make up the Fit for 55package 1a, with emphasis on the effects on the Union’s competitiveness, job creation, transport freight rates, household purchasing power and the magnitude of carbon leakage. _________________ 1a Communication from the Commission (COM/2021/550), 14 July 2021.
2022/03/21
Committee: TRAN
Amendment 1081 #

2021/0223(COD)

Proposal for a regulation
Article 15 – paragraph 4 c (new)
4 c. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities in the Member States shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.
2022/03/21
Committee: TRAN
Amendment 1084 #

2021/0223(COD)

Proposal for a regulation
Article 16 – paragraph 2 a (new)
2 a. The European Parliament shall be duly informed by the Commission about measures taken in accordance with paragraph 2.
2022/03/21
Committee: TRAN
Amendment 1106 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point a – point iv a (new)
(iv a) accessibility for heavy-duty vehicles, including height, length and width restrictions of the recharging and refuelling points.
2022/03/21
Committee: TRAN
Amendment 1109 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point b – point ii
(ii) type and availability of connector,
2022/03/21
Committee: TRAN
Amendment 1119 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii a (new)
(iii a) if applicable, price for parking,
2022/03/21
Committee: TRAN
Amendment 1121 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii b (new)
(iii b) if applicable, time limit for parking,
2022/03/21
Committee: TRAN
Amendment 1122 #
2022/03/21
Committee: TRAN
Amendment 1123 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 2 – subparagraph 1 (new)
Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall not be obliged to disclose static or dynamic data that would result in the disclosure of company confidential data.
2022/03/21
Committee: TRAN
Amendment 1128 #

2021/0223(COD)

Proposal for a regulation
Article 18 – paragraph 3
3. Member States shall ensure the accessibility of data, not including company confidential data, on an open and non- discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67 . _________________ 67 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).
2022/03/21
Committee: TRAN
Amendment 1140 #

2021/0223(COD)

Proposal for a regulation
Article 21 a (new)
Article 21 a Compensatory regulatory reduction The Commission shall present, at the latest one year after the entry into force of this Regulation, and in line with its communication on the application of the “one in, one out ”principle 1a , proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate unnecessary compliance costs in the affected sectors. _________________ 1a EC press release on the working methods of the von der Leyen Commission, 4 December 2019.
2022/03/21
Committee: TRAN
Amendment 1142 #

2021/0223(COD)

Proposal for a regulation
Article 22 – paragraph 1
By 31 December 2026, the Commission shall review this Regulation, and, where appropriate,paying special attention to the appropriateness of the targets and infrastructure requirements set within this Regulation. If it finds that one or more provisions are not appropriate any more or new technologies have emerged, the Commission shall submit a proposal to amend ithis Regulation.
2022/03/21
Committee: TRAN
Amendment 1149 #

2021/0223(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b – indent 8
– Shore side electricity supply at maritime ports of the TEN-T core and TEN-T comprehensive network, including exact location (port), grid capacity, and capacity of each installation within the port;
2022/03/21
Committee: TRAN
Amendment 134 #

2021/0218(COD)

Proposal for a directive
Recital 41 a (new)
(41a) Low-carbon liquid fuels have a significant potential to enable the reduction of pollutant and CO2 emissions from new vehicles and the existing fleet. Directive 98/70/EC has not been updated since 2009 and in light of the introduction of new Euro 7/VII emission standards, Directive 98/70/EC needs to be revised as well.
2022/03/22
Committee: TRAN
Amendment 145 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – point 36a (new)
(36a) ‘renewable hydrogen’ means hydrogen produced from bio feedstock compatible with the sustainability criteria of Art. 29;
2022/03/22
Committee: TRAN
Amendment 235 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point c
Directive (EU) 2018/2001
Article 2 – paragraph 2 – point 36 a (new)
“(36a) ‘Low carbon fuels’ means liquid and gaseous fuels which produce at least 70% less greenhouse gas emissions in comparison to conventional liquid or gaseous fossil fuels;”
2022/02/15
Committee: ENVI
Amendment 260 #

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 minimises undue distortive effects on the biomass raw material market and harmful impacts on biodiversity. To that end , they shall take into account the waste hierarchy as set out in Article 4 of Directive 2008/98/EC and the cascading principle referred to in the third subparagraph.
2022/02/15
Committee: ENVI
Amendment 285 #

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 a – point i
(i) the use of saw logs, and veneer logs, stumps and roots to produce energy.
2022/02/15
Committee: ENVI
Amendment 298 #

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 a – point iii
(iii) practices which are not in line with the delegated act referred to in the third subparagraph.
2022/02/15
Committee: ENVI
Amendment 299 #

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 d
(d) the greenhouse gas intensity reduction from the use of renewable energy is determined by dividing the greenhouse gas emissions saving from the use of biofuels, biogas. renewable fuels of non- biological origin and renewable electricity supplied to all transport modes by the baseline.
2022/03/22
Committee: TRAN
Amendment 357 #

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. The delegated act based on this article shall be published by December 31, 2022. 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 383 #

2021/0218(COD)

Proposal for a directive
Article 3 – paragraph 1 – point 1 a (new)
(1a) At the latest in 2024, the European Commission shall adopt a proposal to amend Directive 98/70/EC with the aim to improve the quality of motor fuels specified in Annexes I and II of this Directive.
2022/03/22
Committee: TRAN
Amendment 389 #

2021/0218(COD)

Proposal for a directive
Annex I – paragraph 1 – point 5 – point c
Directive (EU) 2018/2001
Annex V – part c – point 18
18. For the purposes of the calculations referred to in point 17, the emissions to be divided shall be eec + el + esca + those fractions of ep, etd, eccs and eccr that take place up to and including the process step at which a co-product is produced. If any allocation to co-products has taken place at an earlier process step in the life-cycle, the fraction of those emissions assigned in the last such process step to the intermediate fuel product shall be used for those purposes instead of the total of those emissions. In the case of biogas and biomethane, all co-products that do not fall under the scope of point 7 shall be taken into account for the purposes of that calculation. No emissions shall be allocated to wastes and residues. Co- products that have a negative energy content shall be considered to have an energy content of zero for the purposes of the calculation. Wastes and residues including all wastes and residues included in Annex IX shall be considered to have zero life-cycle greenhouse gas emissions up to the process of collection of those materials irrespectively of whether they are processed to interim products before being transformed into the final product. Residues that are not included in Annex IX and fit for use in the food or feed market shall be considered to have the same amount of emissions from the extraction, harvesting or cultivation of raw materials, eec as their closest substitute in the food and feed market that is included in the table in part D. In the case of biomass fuels produced in refineries, other than the combination of processing plants with boilers or cogeneration units providing heat and/or electricity to the processing plant, the unit of analysis for the purposes of the calculation referred to in point 17 shall be the refinery;
2022/03/22
Committee: TRAN
Amendment 624 #

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 in the energy content of fuels and electricity supplied to the transport sector shall, except in Cyprus and Malta, be limited to 1,7 %;deleted
2022/02/17
Committee: ENVI
Amendment 627 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 16 – point c
Directive (EU) 2018/2001
Article 27 – pargraph 1a
(c) the following paragraph 1a is inserted: ‘1a. For the calculation of the targets referred to in Article 25(1), first subparagraph, point (b), the following rules shall apply: (a) for the calculation of the denominator, that is the amount of energy consumed in the transport sector, all fuels and electricity supplied to the transport sector shall be taken into account; (b) for the calculation of the numerator, the energy content of advanced biofuels and biogas produced from the feedstock listed in Part A of Annex IX and renewable fuels of non-biological origin supplied to all transport modes in the territory of the Union shall be taken into account; (c) the shares of advanced biofuels and biogas produced from the feedstock listed in Part A of Annex IX and of renewable fuels of non-biological origin supplied in the aviation and maritime modes shall be considered to be 1,2 times their energy content.;’deleted
2022/02/17
Committee: ENVI
Amendment 632 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 16 – point d - point iiia (new)
Directive (EU) 2018/2001
Article 27 – paragraph 3 – subparagraph 5 – points a and b
(a) comes into operation after, or at the same time as, the installation producing the renewable liquid and gaseous transport fuels of non-biological origin; and (b) is not connected to the grid or is connected to the grid but evidence ciiia) in the fifth subparagraph, points a and be provided that the electricity concerned has been supplied without taking electricity from the grid. are deleted; Or. en (2018/2001)
2022/02/17
Committee: ENVI
Amendment 641 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 16 – point d – point iii a (new)
Directive (EU) 2018/2001
Article 27 – paragraph 3 – subparagraph 7
(iiia) subparagraph 7 is deleted Or. en (2018/2001)
2022/02/17
Committee: ENVI
Amendment 731 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point d
Directive (EU) 2018/2001
Article 29 – paragraph 5
5. Biofuels, bioliquids and biomass fuels produced from agricultural or forest 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.;
2022/02/17
Committee: ENVI
Amendment 744 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 18 – point e
(iv) that harvesting is carried out considering maintenance of soil quality and biodiversity with the aim of minimising negative impacts, in a way that avoids harvesting of stumps and roots, degradation of primary forests or their conversion into plantation forests, and harvesting on vulnerable soils; minimises large clear-cuts and ensures locally appropriate thresholds for deadwood extraction and requirements to use logging systems that minimise impacts on soil quality, including soil compaction, and on biodiversity features and habitats:;.
2022/02/17
Committee: ENVI
Amendment 810 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 19
Directive (EU) 2018/2001
Article 29a – title
Greenhouse gas emissions saving criteria for renewable fuels of non-biological origin, low carbon fuels and recycled carbon fuels
2022/02/17
Committee: ENVI
Amendment 865 #

2021/0218(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 21
Directive (EU) 2018/2001
Article 31 – paragraph 2, 3 and 4
(21) in Article 31, paragraphs 2, 3 and 4 are deleted:
2022/02/17
Committee: ENVI
Amendment 51 #

2021/0213(CNS)

Proposal for a directive
Recital 11
(11) Member States should also replicate at any time the ranking of minimum levels of taxation as laid down in the annex in relation to different products for each given use in order to ensure an environmentally tailored structure of rates. The minimum levels of energy taxation should be automatically aligned every year to take into account the evolution of their real value in order to preserve the current level of rate harmonization and therefore reduce the volatility stemming from energy and food prices. This alignment should be made on the basis of the changes in the Union-wide harmonised index of consumer prices excluding energy and unprocessed food as published by Eurostat.
2022/03/16
Committee: TRAN
Amendment 89 #

2021/0213(CNS)

Proposal for a directive
Recital 35
(35) Reference should be made to the version presently applicable of the Combined Nomenclature. In order to ensure that the references to Combined Nomenclature (CN) codes in this Directive are updated whenever necessary, and that the minimum rates of taxation reflect prices evolution, the power to adopt acts in accordance with Article 290 of the TFEU should be delegated to the Commission in respect of updating the reference to those CN codes, and in respect of updating the minimum tax rates based on yearly variations of the consumer price index. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the Council receives all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.
2022/03/16
Committee: TRAN
Amendment 94 #

2021/0213(CNS)

Proposal for a directive
Article 1 – paragraph 2 – subparagraph 1
Where Directive 2012/27/EU or Directive (EU) 2018/2001, as the case may be, do not contain a net calorific value for the product concerned, Member States shall refer to relevant available information on its net calorific value. The Commission shall add a conversion table per each energy product and electricity summarizing energy content- based minimum rates per volume unit.
2022/03/16
Committee: TRAN
Amendment 98 #

2021/0213(CNS)

Proposal for a directive
Article 2 – paragraph 8 – subparagraph 2
Those delegated acts shall not result in any changes in the minimum tax rates set in this Directive or in the addition or removal of any energy products and electricity. The Commission shall attach codes of the Combined Nomenclature to Annex I.
2022/03/16
Committee: TRAN
Amendment 105 #

2021/0213(CNS)

Proposal for a directive
Article 5 – paragraph 1 – subparagraph 2
For the purposes of ranking mentioned in the first subparagraph, electricity shall be considered together with other motor fuels and heating fuels indicated in Tables B and C of Annex I, except when Member States apply a specific level of taxation to electricity used to charge electric vehicles and plug-in hybrid vehicles, in which case electricity shall be considered together with motor fuels indicated in Table A of Annex I, unless otherwise specified in this Directive.
2022/03/16
Committee: TRAN
Amendment 106 #

2021/0213(CNS)

Proposal for a directive
Article 5 – paragraph 2
2. The minimum levels of taxation laid down in this Directive shall be adapted every year starting from 1 January 2024 to take account of the changes in the harmonised index of consumer prices excluding energy and unprocessed food as published by Eurostat. The minimum levels shall be adapted automatically, by increasing or decreasing the base amount in euro by the percentage change in that index over the preceding calendar year. The Commission is empowered to adopt delegated acts in accordance with Article 29 to amend the minimum levels of taxation as referred to in the first subparagraph.deleted
2022/03/16
Committee: TRAN
Amendment 111 #

2021/0213(CNS)

Proposal for a directive
Article 7 – paragraph 2
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table A of Annex I, the increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.
2022/03/16
Committee: TRAN
Amendment 115 #

2021/0213(CNS)

Proposal for a directive
Article 8 – paragraph 1 – subparagraph 1
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table B of Annex I, the increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.
2022/03/16
Committee: TRAN
Amendment 118 #

2021/0213(CNS)

Proposal for a directive
Article 9 – paragraph 2
Without prejudice to Article 5(2), when a transitional period is applicable as provided for in Table C of Annex I, the increase in the minimum levels of taxation shall be fixed at one tenth per year until 1 January 2033. For low-carbon fuels, the minimum level of taxation set for the first year of the transitional period shall apply until 1 January 2033.
2022/03/16
Committee: TRAN
Amendment 120 #

2021/0213(CNS)

Proposal for a directive
Article 11 – paragraph 1
1. Member States may express their national levels of taxation in units other than that specified in Articles 7 to 10 provided that the corresponding levels of taxation, following conversion into those units, are not below the minimum levels specified in this Directive in accordance with the conversion table.
2022/03/16
Committee: TRAN
Amendment 121 #

2021/0213(CNS)

Proposal for a directive
Article 13 – paragraph 2
2. By derogation from paragraph 1, Member States may, for reasons of environmental policy, subject the products referred to in paragraph 1 to taxation without having to respect the minimum levels of taxation laid down in this Directive. In such case, the taxation of those products shall replicate the ranking between the minimum levels of taxation as laid down in Annex I and shall not be taken into account for the purposes of satisfying the minimum level of taxation on electricity laid down in Article 10.deleted
2022/03/16
Committee: TRAN
Amendment 134 #

2021/0213(CNS)

Proposal for a directive
Article 14 – paragraph 5 – introductory part
5. Member States mayshall apply under fiscal control total or partial exemptions to electricity supplied to stationary aircrafts.
2022/03/16
Committee: TRAN
Amendment 142 #

2021/0213(CNS)

Proposal for a directive
Article 15 – paragraph 1 – subparagraph 2
Over a transitional period of ten years, minimum rates of zero shall apply to liquefied natural gas, sustainable biofuels and biogas, low- carbon-fuels, renewable fuels of non- biological origin, advanced sustainable biofuels and biogas and electricity.
2022/03/16
Committee: TRAN
Amendment 159 #

2021/0213(CNS)

Proposal for a directive
Article 15 – paragraph 5
5. Member States mayshall apply under fiscal control total or partial exemptions to electricity directly supplied to vessels berthed in ports.
2022/03/16
Committee: TRAN
Amendment 164 #

2021/0213(CNS)

Proposal for a directive
Article 16 – paragraph 1 – introductory part
Without prejudice to other Union provisions, Member States mayshall apply under fiscal control exemptions or reductions in the level of taxation to:
2022/03/16
Committee: TRAN
Amendment 185 #

2021/0213(CNS)

Proposal for a directive
Article 29 – paragraph 2
2. The power to adopt the delegated acts referred to in Article 2(8) and Article 5(2) shall be conferred on the Commission for an indeterminate period of time from 1 January 2023.
2022/03/16
Committee: TRAN
Amendment 187 #

2021/0213(CNS)

Proposal for a directive
Article 29 – paragraph 3
3. The delegation of power referred to in Article 2(8) and Article 5(2) may be revoked at any time by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
2022/03/16
Committee: TRAN
Amendment 188 #

2021/0213(CNS)

Proposal for a directive
Article 29 – paragraph 6
6. A delegated act adopted pursuant to Article 2(8) and Article 5(2) shall enter into force only if no objection has been expressed by the Council within a period of two months of notification of that act to the Council or if, before the expiry of that period, the Council have informed the Commission that it will not object. That period shall be extended by two months at the initiative of the Council.
2022/03/16
Committee: TRAN
Amendment 190 #

2021/0213(CNS)

Proposal for a directive
Article 31 – paragraph 1
Every five years and for the first time five years after 1 January 2023, the Commission shall perform a review of this Directive and submit to the Council a report on the application of this Directive, and, if needed, publish a new proposal.
2022/03/16
Committee: TRAN
Amendment 198 #

2021/0213(CNS)

Proposal for a directive
Annex I – Part A – table
Final rate after completion of Start of transitional transitional period period (01.01.2023) (01.01.2033) before indexation Petrol 10,75 10,75 Gasoil 10,75 10,75 Kerosene 10,75 10,75 Non-sustainable biofuels 10,75 10,75 Liquefied Petroleum Gas (LPG) 7,175,38 10,75 Natural gas 7,175,38 10,75 Non-sustainable biogas 7,175,38 10,75 Non renewable fuels of non-biological origin 7,17 10,75 Sustainable food and feed crop biofuels 5,380,15 10,757,17 Sustainable food and feed crop biogas 5,380,15 10,757,17 Sustainable biofuels 5,380,00 5,38 Sustainable biogas 5,380,00 5,38 Low-carbon fuels 0,1500 5,38 Renewable fuels of non-biological origin 0,1500 0,15 Advanced sustainable biofuels and biogas 0,15 0,15 00 0,15 Electricity 0,00 0,15 Table A.1 - Maximum levels of taxation applicableto electricity for the purposes of Article 7 (in EUR/Gigajoule) Transitional period (01.01.2023 - 01.01.2033) Electricity 0,15
2022/03/10
Committee: TRAN
Amendment 200 #

2021/0213(CNS)

Proposal for a directive
Annex I – Part B – table
Start of transitional Final rate after period (01.01.2023) completion of transitional period (01.01.2033) before indexation Gas oil 0,9 0,9 Heavy fuel oil 0,9 0,9 Kerosene 0,9 0,9 Non-sustainable biofuels 0,9 0,9 Liquefied Petroleum Gas (LPG) 0,600 0,9 Natural gas 0,600 0,9 Non-sustainable biogas 0,600 0,9 Non renewable fuels of non-biological 0,6 0,9 origin Sustainable food and feed crop biofuels 0,415 0,9 Sustainable food and feed crop biogas 0,415 0,9 Sustainable biofuels 0,4500 0,45 Sustainable biogas 0,4500 0,45 Low-carbon fuels 0,1500 0,45 Renewable fuels of non-biological origin 0,1500 0,15 Advanced sustainable biofuels and biogas 0,15 0,15 00 0,15 Electricity 0,00 0,15 Table B.1 - Maximum levels of taxation applicable to electricity for the purposes set out in Article 8(2) (in EUR/Gigajoule) Transitional period (01.01.2023 - 01.01.2033) Electricity 0,15
2022/03/10
Committee: TRAN
Amendment 202 #

2021/0213(CNS)

Proposal for a directive
Annex I – Part C – table
Final rate after completion of Start of transitional transitional period period (01.01.2023) (01.01.2033) before indexation Gas oil 0,9 0,9 Heavy fuel oil 0,9 0,9 Kerosene 0,9 0,9 Coal and coke 0,9 0,9 Non-sustainable bioliquids 0,9 0,9 0,9 Non-sustainable solid products falling within 0,9 0,9 0,9 CN codes 4401 and 4402 Liquefied Petroleum Gas (LPG) 0,6 0,9 0,9 Natural gas 0,6 0,9 0,9 Non-sustainable biogas 0,6 0,9 Non renewable fuels of non-biological origin 0,6 0,9 0,9 Sustainable food and feed crop bioliquids 0,45 15 0,9 Sustainable food and feed crop biogas 0,45 15 0,9 Sustainable bioliquids 0,45 00 0,45 Sustainable biogas 0,45 00 0,45 Sustainable solid products falling within CN 0,45 0,00 0,45 codes 4401 and 4402 Low-carbon fuels 0,15 00 0,45 Renewable fuels of non-biological origin 0,15 00 0,15 Advanced sustainable bioliquids, biogas and products falling within CN codes 4401 and 0,15 0,15 4402 00 0,15 4402 Electricity 0,00 0,15 Table C.1 - Maximum levels of taxation applicable to electricity used for heating (in EUR/Gigajoule) Transitional period (01.01.2023 - 01.01.2033) Electricity 0,15
2022/03/10
Committee: TRAN
Amendment 204 #

2021/0213(CNS)

Proposal for a directive
Annex I – Part D – table
Table D. — Minimum levels of taxation applicable to electricity (in EUR/Gigajoule) Final rate after completion of Start of transitional transitional period period (01.01.2023) (01.01.2033) before indexation Electricity 0,1500 0,15 Table D.1 - Maximum levels of taxation applicable to electricity (in EUR/Gigajoule) Transitional period (01.01.2023 - 01.01.2033) Electricity 0,15
2022/03/10
Committee: TRAN
Amendment 174 #

2021/0210(COD)

Proposal for a regulation
Recital 1
(1) Maritime transport accounts for around 75% of EU external trade and 31% of EU internal trade in terms of volume. At the same time, ship traffic to or from ports in the European Economic Area accounts for some 11% of all EU CO2 emissions from transport and 3-4% of total EU CO2 emissions. 400 million passengers embark or disembark annually in ports of Member States, including around 14 million on cruise ships. Maritime transport is therefore an essential component of Europe’s transport system and plays a critical role for the European economy. The maritime transport market is subject to strong competition between economic actors in the Union and beyond for which a level playing field is indispensable. The stability and prosperity of the maritime transport market and its economic actors rely on a clear and harmonised policy framework where maritime transport operators, ports and other actors in the sector can operate on the basis of equal opportunities. Where market distortions occur, they risk putting ship operators or ports at a disadvantage compared to competitors within the maritime transport sector or in other transport sectors. In turn, this can result in a loss of competitiveness of the maritime transport industry, fewer jobs and a loss of connectivity for citizens and businesses
2022/02/18
Committee: ITRE
Amendment 175 #

2021/0210(COD)

Proposal for a regulation
Recital 1 a (new)
(1 a) The maritime sector employs 2 million Europeans and contributes 149 billion Euros to the economy. For every million Euros generated in the shipping industry, 1,8 million Euros is generated elsewhere in the EU economy. 1a _________________ 1aEuropean Community Shipowners’ Association report “The Economic Value of the EU Shipping Industry”, 2020.
2022/02/18
Committee: ITRE
Amendment 176 #

2021/0210(COD)

Proposal for a regulation
Recital 1 b (new)
(1 b) Maritime transport is the most environmentally friendly transport mode with significantly lower greenhouse gas emissions per tonne of goods transported compared to other modes.1b At the same time, ship traffic to or from ports in the European Economic Area accounts for some 11% of all EU CO2 emissions from transport and 3-4% of total EU CO2 emissions. _________________ 1b European Environment Agency study,2020, https://www.eea.europa.eu/publications/ra il-and-waterborne-transport
2022/02/18
Committee: ITRE
Amendment 178 #

2021/0210(COD)

Proposal for a regulation
Recital 2
(2) To enhance the Union’s climate commitment under the Paris Agreement and set out the steps to be taken to achieve climate neutrality by 2050, and to translate the political commitment into a legal obligation, the Commission adopted the (amended) 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)19 as well as the Communication ‘Stepping up Europe’s 2030 climate ambition’20 . This also integrates the target of reducing greenhouse gas (GHG) emissions by at least 55% compared to 1990 levels by 2030. Accordingly, various complementary policy instruments are needed to motivate the use of sustainably produced renewable and low-carbon fuels, included in the maritime transport sector. The necessary technology development and deployment has to happenbe under way by 2030 to prepare for much more rapid change thereafter. _________________ 19 COM(2020) 563 final 20 COM(2020) 562 final
2022/02/18
Committee: ITRE
Amendment 182 #

2021/0210(COD)

Proposal for a regulation
Recital 3
(3) In the context of fuel transition to renewable and low carbon fuels and substitute sources of energy, it is essential to ensure the proper functioning of and fair competition in the EU maritime transport market regarding marine fuels, which account for a substantial share of ship operators’ costs - typically between 35% and 53% of shipping freight rates. Differences in fuel requirements across Member States of the Union can significantly affect ship operators’ economic performance and negatively impact competition in the market. Due to the international nature of shipping, ship operators may easily bunker in third countries and carry large amounts of fuel. This may lead to carbon leakage and detrimental effects on the competitiveness of the sector if the availability of renewable and low carbon fuels in maritime ports under the jurisdiction of a Member State is not accompanied by requirements for their use that apply to all ship operators arriving at and departing from ports under the jurisdiction of Member States. This Regulation should lay down measures to ensure that the penetration of renewable low-carbon fuels in the marine fuels market takes place under the conditions of fair competition on the EU maritime transport market.
2022/02/18
Committee: ITRE
Amendment 185 #

2021/0210(COD)

Proposal for a regulation
Recital 3 a (new)
(3 a) The maritime sector is characterized by fierce international competition, and major differences in regulatory burdens across flag states have exacerbated unwanted practices such as the reflagging of vessels. The sector's intrinsic global character underlines the importance of a favourable regulatory environment, which is a precondition for attracting new investments and safeguarding the competitiveness of European ports, ship owners and operators.
2022/02/18
Committee: ITRE
Amendment 187 #

2021/0210(COD)

Proposal for a regulation
Recital 4 a (new)
(4 a) Given that this Regulation will impose additional compliance costs on the sector, compensatory actions need to be taken in order to prevent the total level of regulatory burden from increasing. The Commission should therefore be obliged to present, before the application of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs for the maritime sector.
2022/02/18
Committee: ITRE
Amendment 188 #

2021/0210(COD)

Proposal for a regulation
Recital 4 b (new)
(4 b) The FuelEU Maritime Regulation should be closely aligned and consistent with the proposal for a Regulation XXXX- XXX (Alternative Fuels Infrastructure Regulation), the proposal for a revision of Directive 2003/87/EC (EUETS), Directive XXXX-XXX (Renewable Energy Directive), and the proposal for a revision of Directive 2003/96/EC (Energy Taxation Directive), in order to ensure a coherent legislative framework for the shipping ecosystem, that contributes to massively increasing the production of alternative fuels, ensures the deployment of the necessary infrastructure and incentivises the use of these fuels in a steadily growing share of vessels.
2022/02/18
Committee: ITRE
Amendment 189 #

2021/0210(COD)

Proposal for a regulation
Recital 4 c (new)
(4 c) The obligation for ports to provide on-shore power supply should be complemented by a corresponding obligation for ships to connect to such charging infrastructure while at berth, in order to ensure effectiveness and avoid stranded assets. Furthermore, the costs associated with on-shore charging should be reduced by permanently exempting electricity supplied to vessels in port from taxation through revisions of the Energy Taxation Directive (XXXX-XXX).
2022/02/18
Committee: ITRE
Amendment 192 #

2021/0210(COD)

Proposal for a regulation
Recital 5 a (new)
(5 a) To ensure a level playing field for ships built to operate in ice-covered waters on their way to, from or between Member State ports, specific information relating to a ship's ice class, and to its navigation through ice, should be considered when calculating GHG emission reductions on a vessel basis, as well as in the data monitored and reported on the basis of the EU MRV Regulation (2015/757).
2022/02/18
Committee: ITRE
Amendment 198 #

2021/0210(COD)

Proposal for a regulation
Recital 9
(9) While instruments such as carbon pricing or targets on the carbon intensity of activity promote improvements in energy efficiency, they are not suited to bring about a significant shift towards renewable and low-carbon fuels in the short and medium term. A specific regulatory approach dedicated to the deployment of renewable and low-carbon marine fuels and substitute sources of energy, such as wind or fossil free electricity, is therefore necessary.
2022/02/18
Committee: ITRE
Amendment 207 #

2021/0210(COD)

Proposal for a regulation
Recital 11
(11) Development and deployment of renewable and low carbon fuels and propulsion technologies with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This will support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable maritime fuels in the 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 maritime fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic maritime fuels should be eligible. In particular, sustainable maritime 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 martime transport already in the short term.
2022/02/18
Committee: ITRE
Amendment 208 #

2021/0210(COD)

Proposal for a regulation
Recital 12
(12) Indirect land-use change occurs when the cultivation of crops for biofuels, bioliquids and biomass fuels 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. 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, bioliquids and biomass fuels, and the extent to which land with high-carbon stock is protected worldwide. The level of greenhouse gas emissions caused by indirect land-use change cannot be unequivocally determined with the level of precision required for the establishment of emission factors required by the application of this regulation. However, there is evidence that all fuels produced from feedstock cause indirect land-use change to various degrees. 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, bioliquids or biomass fuels – indirect land-use change poses risks to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. Accordingly, no feed and food crop-based fuels should be promoted. Directive (EU) 2018/2001 already limits and sets a cap on the contribution of such biofuels, bioliquids and biomass to the GHG emissions savings targets in the road and rail transport sector considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns.deleted
2022/02/18
Committee: ITRE
Amendment 210 #

2021/0210(COD)

Proposal for a regulation
Recital 13
(13) However, this approach must be stricter in the maritime sector. The maritime sector has currently insignificant levels of demand for food and feed crops-based biofuels, bioliquids and biomass fuels, since over 99% of currently used marine fuels are of fossil origin. Therefore, the non-eligibility of food and feed crop-based fuels under this Regulation also minimises any risk to slow down the decarbonisation of the transport sector, which could otherwise result from a shift of crop-based biofuels from the road to the maritime sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominanetly fuels of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels, bioliquids and biomass fuels by promoting their use under this Regulation. Accordingly, the additional greenhouse gas emissions and loss of biodiversity caused by all types of feed and food crop-based fuels require that these fuels be considered to have the same emission factors as the least favourable pathway.deleted
2022/02/18
Committee: ITRE
Amendment 214 #

2021/0210(COD)

Proposal for a regulation
Recital 14
(14) The long lead times associated to the development and deployment of new fuels and energy solutions for maritime transport require rapid action and the establishment of a clear and predictable long-term regulatory framework facilitating planning and investment from all the stakeholders concerned. A clear and stable long-term regulatory framework will facilitate the development and deployment of new fuels and energy solutions for maritime transport, and encourage investment from stakeholders. Such framework should define limits for the greenhouse gas intensity of the energy used on-board by ships, both during navigation and at berth, until 2050. Those limits should become more ambitious over time to reflect the expected technology development and increased production of marine renewable and low carbon fuels. To ensure legal certainty and provide sufficient time for the sector to plan and prepare the long term, as well as to avoid stranded assets, possible future reviews of this Regulation should be limited in scope and avoid significant changes to the requirements.
2022/02/18
Committee: ITRE
Amendment 221 #

2021/0210(COD)

Proposal for a regulation
Recital 15
(15) This Regulation should establish the methodology and the formula that should apply to calculate the yearly average greenhouse gas intensity of the energy used on-board by a ship. This formula should be based on the fuel consumption reported by ships and consider the relevant emission factors of these fuels. The use of substitute sources of energy, such as wind or fossil free electricity, should also be reflected in the methodology.
2022/02/18
Committee: ITRE
Amendment 224 #

2021/0210(COD)

Proposal for a regulation
Recital 17
(17) The well-to-wake performance of renewable and low-carbon maritime fuels should be established using default or actual and certified emission factors covering the well-to-tank and tank- to-wake emissions. The performance of fossil fuels should however only be assessed through the use of default emission factors as provided for by this Regulation.
2022/02/18
Committee: ITRE
Amendment 229 #

2021/0210(COD)

Proposal for a regulation
Recital 19
(19) The use of renewable and fossil free energy sources and alternative propulsion, such asincluding, but not limited to, wind and solar energy, greatly reduces the greenhouse gas intensity of the overall ship energy use. The difficulty to accurately measure and quantify these energy sources (intermittence of the energy use, direct transfer as propulsion, etc.) should not impede their recognition in the overall ship energy use through means of approximations of their contribution to the ship’s energy balance.
2022/02/18
Committee: ITRE
Amendment 233 #

2021/0210(COD)

Proposal for a regulation
Recital 21
(21) The use of on-shore power supply (OPS) abates air pollution produced by ships as well as reduces the amount of GHG emissions generated by maritime transport when at berth. OPS represents an increasingly clean power supply available to ships at berth, in view of the growing renewables share in the EU electricity mix. While only the provision on OPS connection points is covered by Directive 2014/94/EU (Alternative Fuels Infrastructure Directive – AFID), the demand for and, as a result, the deployment of this technology has remained limited. Therefore specific rules should be established to mandate the use of OPS by the most polluting ships in situations where it effectively reduces emissions at a reasonable cost.
2022/02/18
Committee: ITRE
Amendment 237 #

2021/0210(COD)

(23) Exceptions to the use of OPS should also be provided for a number of objective reasons, certified by the managing body of the port of call and, the terminal operator and/or the competent authority, depending on the governance model for ports in the different Member States. These exceptions should be limited to unscheduled port calls for reasons of safety or saving life at sea, for short stays of ships at berth of less than two hours as this is the minimum time required for connection, and for the use of on-board energy generation under emergency situations. In case it is impossible to supply sufficient on-shore power due to weak capacity in the local grid connecting to the port, this should not be considered as a failure neither of the port nor of the ship operator to comply with the requirements of this Regulation, as long as the insufficient local grid capacity is duly attested by the grid manager to the verifiers.
2022/02/18
Committee: ITRE
Amendment 240 #

2021/0210(COD)

Proposal for a regulation
Recital 24
(24) Exceptions in case of unavailability or incompatibility of OPS should be limited after ship and port operators have had sufficient time to make the necessary investments, in order to provide the necessary incentives for those investments and avoid unfair competition. Ports should equip their births, and ship owners their vessels, with power installations that comply with applicable standards, in order to ensure that the systems are fully compatible. As of 2035, ship operators should plan carefully their calls on TEN-T ports callsovered by the Regulation XXXX- XXX (Alternative Fuels Infrastructure Regulation) to make sure that they can carry out their activities without emitting air pollutants and GHG at berth and compromise the environment in coastal areas and port cities. A limited number of exceptions in case of unavailability or incompatibility of OPS should be maintained in order to provide the possibility for occasional last-minute changes in port call schedules and calls in ports with incompatible equipment.
2022/02/18
Committee: ITRE
Amendment 242 #

2021/0210(COD)

Proposal for a regulation
Recital 24 a (new)
(24 a) The targets for provision of OPS laid down in Regulation XXXX-XXX (Alternative Fuels Infrastructure Regulation) take into account the types of vessels served and the respective traffic volumes of maritime ports. The requirement for ships to connect to OPS while at berth should not apply to vessels when calling on ports exempted from the OPS requirement in the Alternative Fuels Infrastructure Regulation.
2022/02/18
Committee: ITRE
Amendment 243 #

2021/0210(COD)

Proposal for a regulation
Recital 24 b (new)
(24 b) Even if on-shore power supply is an important tool to reduce local emissions of air pollutants, its potential to reduce greenhouse gases depend entirely on the energy mix that is fed through the cables. To realise the full climate and environmental potential of OPS, Member States must continue to reduce the GHG intensity of their energy mixes and provide ports with priceworthy, plannable and fossil free electricity.
2022/02/18
Committee: ITRE
Amendment 244 #

2021/0210(COD)

Proposal for a regulation
Recital 24 c (new)
(24 c) The implementation of this Regulation should take due consideration of the diverse governance models for ports across the Union, in particular as regards the responsibility for issuing a certificate exempting a vessel from the obligation to connect to OPS.
2022/02/18
Committee: ITRE
Amendment 245 #

2021/0210(COD)

Proposal for a regulation
Recital 24 d (new)
(24 d) Coordination between ports and ship operators is crucial to ensure smooth connection procedures to on-shore power in ports. Ship operators should inform the ports they call at about their intentions to connect to on-shore power, their power needs during the given call, in particular when those exceed the estimated needs for this ship category.
2022/02/18
Committee: ITRE
Amendment 256 #

2021/0210(COD)

Proposal for a regulation
Recital 37
(37) The revenues generated from the payment of penalties should be used to promote the distribution and use of renewable and low-carbon fuels and propulsion technologies in the maritime sector and help maritime operators to meet their climate and environmental goals. For this purpose these revenues should be allocated to the the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC.
2022/02/18
Committee: ITRE
Amendment 257 #

2021/0210(COD)

Proposal for a regulation
Recital 39
(39) Given the importance of consequences that the measures taken by the verifiers under this Regulation may have for the companies concerned, in particular regarding the determination of non-compliant port calls, the compilation of information for the calculation of the amounts of penalties and refusal to issue a FuelEU certificate of compliance, those companies should be entitled to apply for a review of such measures to the competent authority in the Member State where the verifier was accredited. In the light of the fundamental right to an effective remedy, enshrined in Article 47 of the Charter of Fundamental Rights of the European Union, decisions taken by the competent authorities and the managing bodies of the port under this Regulation should be subject to judicial review, carried out in accordance with the national law of the Member State concerned.
2022/02/18
Committee: ITRE
Amendment 259 #

2021/0210(COD)

Proposal for a regulation
Recital 40
(40) In order to maintain a level playing field through the efficient functioning of this Regulation, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amendment of the list of well- to-wake emission factors, amendment of the list of the applicable zero-emission technologies or criteria for their use, to establish the rules on conducting the laboratory testing and direct emissions measurements, adaptation of the penalty factor, accreditation of verifiers, adaptation of the penalty factor,establishing the rules on conducting the laboratory testing and direct emissions measurements, accreditation of verifiers and modalities for the payment of penalties. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2016. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States’ experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.
2022/02/18
Committee: ITRE
Amendment 264 #

2021/0210(COD)

Proposal for a regulation
Recital 42
(42) Given the international dimension of the maritime sector, a global approach to limiting the greenhouse gas intensity of the energy used by ships is preferable as it cwould be regarded assignificantly more effective due to its broader scope. In this context, and with a view to facilitating the development of international rules within the International Maritime Organisation (IMO), the Commission should share relevant information on the implementation of this Regulation with the IMO and other relevant international bodies and relevant submissions should be made to the IMO. Where an agreement on a global aproach is reached on matters of relevance to this Regulation, the Commission should review the present Regulation with a view to aligning it, where appropriate,to align it with the international rules.
2022/02/18
Committee: ITRE
Amendment 289 #

2021/0210(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point h
(h) ‘substitute sources of energy’ means renewable wind or solaror fossil free energy generated on-board or electricity supplied from on-shore power supply;
2022/02/18
Committee: ITRE
Amendment 292 #

2021/0210(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point m
(m) ‘ship at berth’ means a ship at bwhich is securely moored along a quay in a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757;e jurisdiction of a Member State while it is loading, unloading or hotelling, including the time spent when not engaged in cargo operations
2022/02/18
Committee: ITRE
Amendment 294 #

2021/0210(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point n
(n) ‘energy use on-board’ means the amount of energy, expressed in mega joules (MJ), used by a ship for propulsion and for the operation of any on-board equipment, at sea or at berth without the additional energy used due to technical characteristics of a ship having the ice class IA or IA Super or an equivalent ice class and the additional energy used by a ship having the ice class IC, IB, IA or IA Super or an equivalent ice class due to sailing in ice conditions;
2022/02/18
Committee: ITRE
Amendment 296 #

2021/0210(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point q a (new)
(q a) ‘ice class’ means the notation assigned to the ship by the competent national authorities of the flag State or an organisation recognised by that State, showing that the ship has been designed for navigation in sea-ice conditions.
2022/02/18
Committee: ITRE
Amendment 299 #

2021/0210(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point q b (new)
(q b) 'sailing in ice conditions' means sailing of an ice-classed ship in a sea area within the ice edge;
2022/02/18
Committee: ITRE
Amendment 300 #

2021/0210(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point q c (new)
(q c) 'ice edge' means, in accordance with paragraph 4.4. of the WMO Sea-Ice Nomenclature of March 2014, the demarcation at any given time between the open sea and sea ice of any kind, whether fast or drifting;
2022/02/18
Committee: ITRE
Amendment 302 #

2021/0210(COD)

Proposal for a regulation
Article 3 – paragraph 1 – point r
(r) ‘on-shore power supply’ means the system to supply electricity to ships at berth, at low or high voltage, alternate or direct current, including ship side and shore side installations, when feeding directly the ship main distribution switchboard for powering hotel, service workloads or charging secondary batteries;
2022/02/18
Committee: ITRE
Amendment 321 #

2021/0210(COD)

Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1
[Asterix: The reference value, which calculation will be carried out at a later stage of the legislative procedure, corresponds to the EU fleet average greenhouse gas intensity of the energy used on-board by ships in 202019 determined on the basis data monitored and reported in the framework of Regulation (EU) 2015/757 and using the methodology and default values laid down in Annex I to that Regulation.]
2022/02/18
Committee: ITRE
Amendment 324 #

2021/0210(COD)

Proposal for a regulation
Article 4 – paragraph 3
3. The greenhouse gas intensity of the energy used on-board by a ship shall be calculated as the amount of greenhouse gas emissions per unit of energy according to the methodology specified in Annex I, including a correction factor for ice classed ships, deducting the higher fuel consumption linked to ice navigation. As a basis for the calculation of emission factors, default values are provided in Annex II of this Regulation. These default values may be replaced by actual values certified by means of laboratory testing or direct emissions measurements.
2022/02/18
Committee: ITRE
Amendment 335 #

2021/0210(COD)

Proposal for a regulation
Article 5 – paragraph 1
1. From 1 January 2030, a ship at berth in a port of call under the jurisdiction of a Member Statecovered by Article 9 of the Alternative Fuels Infrastructure Regulation shall connect to on-shore power supply and use it for all energits electricity needs while at berth, with exemption for auxiliary boilers.
2022/02/18
Committee: ITRE
Amendment 344 #

2021/0210(COD)

Proposal for a regulation
Article 5 – paragraph 3 – point a a (new)
(a a) that were estimated to be at berth for less than two hours, but were hindered from departing within that timeframe due to unforeseeable events outside the operator’s control.
2022/02/18
Committee: ITRE
Amendment 345 #

2021/0210(COD)

Proposal for a regulation
Article 5 – paragraph 3 – point c
(c) that have to make an unscheduled port call for reasons of safety or saving life at sea or in emergency situations or under conditions of force majeure;
2022/02/18
Committee: ITRE
Amendment 350 #

2021/0210(COD)

Proposal for a regulation
Article 5 – paragraph 3 a (new)
3 a. Ship operators shall inform the ports they call at about their intentions to connect to on-shore power and indicate the amount of power they require during the given call.
2022/02/18
Committee: ITRE
Amendment 351 #

2021/0210(COD)

Proposal for a regulation
Article 5 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 26 to amend Annex III in order to insert references to new technologies in the list of applicable zero-emission technologies or criteria for their use, where these new technologies are found equivalent to the technologies listed in that Annex in the light of scientific and technical progress.
2022/02/18
Committee: ITRE
Amendment 352 #

2021/0210(COD)

Proposal for a regulation
Article 5 – paragraph 5
5. The managing body of the port of call, or where applicable the terminal operator or the competent authority, shall determine whether the exceptions set in paragraph 3 apply and issue or refuse to issue the certificate in accordance with the requirements set out in Annex IV.
2022/02/18
Committee: ITRE
Amendment 355 #

2021/0210(COD)

Proposal for a regulation
Article 5 – paragraph 6
6. From 1 January 2035, the exceptions listed in paragraph 3, points (d) and (e), may not be applied to a given ship, in total, more than five times during one reporting year. A port call shall not be counted for the purpose of compliance with this provision where the company demonstrates that it could not have reasonably known that the ship will be unable to connect for reasons referred to in paragraph 3, points (d) and (e).
2022/02/18
Committee: ITRE
Amendment 360 #

2021/0210(COD)

Proposal for a regulation
Article 7 – paragraph 3 – point l a (new)
(l a) information on the ice class of the ship, if the additional energy due to the ship's ice class is to be left out from the scope of the energy used on-board;
2022/02/18
Committee: ITRE
Amendment 362 #

2021/0210(COD)

Proposal for a regulation
Article 7 – paragraph 3 – point l b (new)
(l b) a description of the procedure for monitoring the distance travelled for the whole voyage and when sailing in ice conditions, the date and time when sailing in ice conditions, the fuel consumption and the energy provided by substitute sources of energy or a zero emission technology as specified in Annex III when sailing in ice conditions, if the additional energy due to sailing in ice conditions is to be left out from the scope of the energy used on-board.
2022/02/18
Committee: ITRE
Amendment 363 #

2021/0210(COD)

Proposal for a regulation
Article 8 a (new)
Article 8 a Certification of fossil fuels 1. Companies shall be entitled to divert from the established default values for the tank-to-wake emission factors provided that actual values are certified by means of laboratory testing or direct emissions measurements. The Commission is empowered to adopt delegated acts to supplement this Regulation by establishing the rules on conducting the laboratory testing and direct emissions measurements. 2. Companies shall be entitled to divert from the established default values for the well-to-tank emission factors provided that actual values are certified. The Commission is empowered to adopt delegated acts to supplement this Regulation by establishing the rules on certifying actual well-to-tank emissions.
2022/02/18
Committee: ITRE
Amendment 373 #

2021/0210(COD)

Proposal for a regulation
Article 9 – paragraph 1 – point c
(c) biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;
2022/02/18
Committee: ITRE
Amendment 379 #

2021/0210(COD)

Proposal for a regulation
Article 14 – paragraph 1 – point c
(c) the amount of each type of fuel consumed at berth, in port and at sea;
2022/02/18
Committee: ITRE
Amendment 381 #

2021/0210(COD)

(e a) the ship's ice class, if the additional energy due to ship's ice class is to be left out from the scope of the energy used on-board;
2022/02/18
Committee: ITRE
Amendment 382 #

2021/0210(COD)

Proposal for a regulation
Article 14 – paragraph 1 – point e b (new)
(e b) the date and time when sailing in ice conditions, the amount of each type of fuel consumed when sailing in ice conditions, the amount of each type of substitute source of energy consumed when sailing in ice conditions, the distance travelled when sailing in ice conditions, the distance travelled during the voyage, the amount of each type of fuel consumed at sea, the amount of each type of substitute source of energy consumed at sea, if the additional energy due to sailing in ice conditions is to be left out from the scope of the energy used on- board;
2022/02/18
Committee: ITRE
Amendment 385 #

2021/0210(COD)

Proposal for a regulation
Article 15 – paragraph 2 – point d
(d) calculate the amount of the penalties referred to in Article 20(1) and (2).deleted
2022/02/18
Committee: ITRE
Amendment 386 #

2021/0210(COD)

(d a) compile the aforementioned information and submit it to the Member State’s competent authority.
2022/02/18
Committee: ITRE
Amendment 387 #

2021/0210(COD)

Proposal for a regulation
Article 15 – paragraph 3 a (new)
3 a. On the basis of the information provided by the verifier, the Member State’s competent authority shall calculate the amount of the penalties referred to in Article 20(1) and (2).
2022/02/18
Committee: ITRE
Amendment 388 #

2021/0210(COD)

Proposal for a regulation
Article 16 – paragraph 1
1. The Commission shall develop, 1. ensure functioning and update an electronic compliance database, within the THETIS- MRV module, for the monitoring of compliance with Articles 4 and 5. The compliance database shall be used to keep a record of the compliance balance of the ships and the use of the flexibility mechanisms set out in Articles 17 and 18. It shall be accessible to the companies, the verifiers, the competent authorities and the Commission.
2022/02/18
Committee: ITRE
Amendment 393 #

2021/0210(COD)

Proposal for a regulation
Article 17 – paragraph 2 – introductory part
2. Where the ship has a compliance deficit for the reporting period, the company may borrow an advance compliance surplus of the corresponding amount from the following reporting period. The advance compliance surplus shall be added to the ship’s balance in the reporting period and subtracted from the same ship’s balance in the following reporting period. The amount to be subtracted in the following reporting period shall be equal to the advance compliance surplus multiplied by 1.1. The advance compliance surplus may not be borrowed:
2022/02/18
Committee: ITRE
Amendment 398 #

2021/0210(COD)

Proposal for a regulation
Article 20 – paragraph 2
2. The company shall pay a penalty for each non-compliant port call. The verifier shallMember State’s competent authority shall, based on the information provided by the verifier, calculate the amount of the penalty by multiplying the amount of EUR 250 by megawatts of power installed on- board and by the number of completed hours spent at berth.
2022/02/18
Committee: ITRE
Amendment 400 #

2021/0210(COD)

Proposal for a regulation
Article 20 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 26 to amend Annex V in order to adapt the formula referred to in paragraph 1 of this Article, and to amend the amount of the fixed penalty laid down in paragraph 2 of this Article, taking into account the developments in the cost of energy.
2022/02/18
Committee: ITRE
Amendment 405 #

2021/0210(COD)

Proposal for a regulation
Article 21 – paragraph 2
2. The revenues generated from penalties referred to in paragraph 1 shall be allocated to the the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC and should be used to promote the distribution and use of renewable and low-carbon fuels and propulsion technologies in the maritime sector. These revenues shall constitute external assigned revenue in accordance with Article 21(5) of the Financial Regulation, and shall be implemented in accordance with the rules applicable to the Innovation Fund.
2022/02/18
Committee: ITRE
Amendment 410 #

2021/0210(COD)

Proposal for a regulation
Article 26 – paragraph 2
2. The power to adopt delegated acts referred to in Articles 4(6), 5(4), 9(3), 13(3), 20(4), and 21(3) shall be conferred on the Commission for an indeterminate period of time from [date of entry into force of this Regulation].
2022/02/18
Committee: ITRE
Amendment 411 #

2021/0210(COD)

Proposal for a regulation
Article 26 – paragraph 3
3. The delegation of power referred to in Articles 4(7), 5(4), 9(3), 13(3), 20(4), and 21(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.
2022/02/18
Committee: ITRE
Amendment 412 #

2021/0210(COD)

Proposal for a regulation
Article 26 – paragraph 6
6. A delegated act adopted pursuant to Articles 4(7), 5(4), 9(3), 13(3), 20(4), and 21(3) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.
2022/02/18
Committee: ITRE
Amendment 413 #

2021/0210(COD)

Proposal for a regulation
Article 28 – paragraph 1 – introductory part
1. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every three years thereafter until 2050, the results of an evaluation on the functioning of this Regulation and the evolution of the technologies and market for renewable and low-carbon fuels in maritime transport and its impact on the maritime sector in the Union, with emphasis on this Regulation’s impact on the functioning of the single market, the sector’s competitiveness, transport freight rates and the magnitude of carbon leakage. The Commission shall consider possible amendments to:
2022/02/18
Committee: ITRE
Amendment 417 #

2021/0210(COD)

Proposal for a regulation
Article 28 – paragraph 1 – point a
(a) the limit referred to in Article 4(2);deleted
2022/02/18
Committee: ITRE
Amendment 419 #

2021/0210(COD)

Proposal for a regulation
Article 28 – paragraph 1 – point a a (new)
(a a) the scope of this Regulation in terms of: - the gross tonnage threshold referred to in Article 2, and - the share of energy used by ships in voyage to and from third countries referred to in Article 2 point (c).
2022/02/18
Committee: ITRE
Amendment 420 #

2021/0210(COD)

Proposal for a regulation
Article 28 – paragraph 1 a (new)
1 a. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every fifth year until 2050, the results of a comprehensive evaluation of the aggregated macroeconomic impact of the Fit for 55 legislative package,1a with particular emphasis on the effects on the Union’s competitiveness, job creation, transport freight rates, household purchasing power and the magnitude of carbon leakage. _________________ 1aCommunication from the Commission (COM/2021/550), 14 July 2021.
2022/02/18
Committee: ITRE
Amendment 421 #

2021/0210(COD)

Proposal for a regulation
Article 28 – paragraph 1 b (new)
1 b. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum for ship owners, operators, ports and verifiers.
2022/02/18
Committee: ITRE
Amendment 422 #

2021/0210(COD)

Proposal for a regulation
Article 28 – paragraph 1 c (new)
1 c. The Commission shall propose amendments to this Regulation in the event the International Maritime Organization adopts global carbon emission standards, in order to fully align the respective provisions.
2022/02/18
Committee: ITRE
Amendment 424 #

2021/0210(COD)

Proposal for a regulation
Article 28 a (new)
Article 28 a Compensatory regulatory reduction The Commission shall present, by 1 January 2024, and in line with its communication on the application of the “one in, one out” principle,1a proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the maritime sector. _________________ 1a EC press release on the working methods of the von der Leyen Commission, 4 December 2019.
2022/02/18
Committee: ITRE
Amendment 433 #

2021/0210(COD)

Proposal for a directive
Annex I – Table 2
𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊, 𝑗 = (𝐶𝑓 𝐶𝑂2, 𝑗 × 𝐺𝑊𝑃𝐶𝑂2 + 𝐶𝑓 𝐶𝐻4, 𝑗 × 𝐺𝑊𝑃𝐶𝐻4 + 𝐶𝑓 𝑁2𝑂, 𝑗 × 𝐺𝑊𝑃𝑁2𝑂) 𝑖 Equation (2) Term Explanation i i Index corresponding to the fuels delivered to the ship in the reference period j j Index corresponding to the fuel combustion units on board the ship. 2For further information on correspondence between ice classes, see HELCOM Recommendation 25/7 at http://www.helcom.fi. the ship. For the purpose of this Regulation the units considered are the main considered are the main engine(s), auxiliary engine(s) and fired oil boilers k Index corresponding to the connection points (c) where electricity is electricity is supplied per connection point. c Index corresponding to the number of electrical charging points m Index corresponding to the number of energy consumers 𝑀𝑖, 𝑗 Mass of the specific fuel i oxidised in consumer j [gFuel] 𝐸𝑘 𝐸𝑘 Electricity delivered to the ship per connection point k if more than more than one [MJ] 𝐶𝑂2𝑒𝑞 𝑊𝑡𝑇, 𝑖 WtT GHG emission factor of fuel i [gCO2eq/MJ] 𝐶𝑂2𝑒𝑞 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑖𝑡𝑦, 𝑘 WtT GHG emission factor associated to the electricity delivered to delivered to the ship at berth per connection point k [gCO2eq/MJ] 𝐿𝐶𝑉𝑖 𝐿𝐶𝑉𝑖 Lower Calorific Value of fuel i [MJ/gFuel] 𝐶𝑒𝑛𝑔𝑖𝑛𝑒 𝑠𝑙𝑖𝑝 𝑗 Engine fuel slippage (non-combusted fuel) coefficient as a percentage of the mass of the fuel i used by combustion unit j [%] j [%] 𝐶𝑓 𝐶𝑂2, 𝑗, 𝐶𝑓 𝐶𝐻4, 𝑗 , 𝐶𝑓 𝑁2𝑂, 𝑗 TtW GHG emission factors by combusted fuel in combustion unit j combustion unit j [gGHG/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊, 𝑗 TtW CO2 equivalent emissions of combusted fuel i in combustion combustion unit j [gCO2eq/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊, 𝑗 = (𝐶𝑐𝑓 𝐶𝑂2, 𝑗 × 𝐺𝑊𝑃𝐶𝑂2 + 𝐶𝑐𝑓 𝐶𝐻4, 𝑗 × 𝐺𝑊𝑃𝐶𝐻4 + 𝐶𝑐𝑓 𝑁2𝑂, 𝑗 × 𝐺𝑊𝑃𝑁2𝑂) 𝑖 𝐶𝑠𝑓 𝐶𝑂2, 𝑗, 𝐶𝑠𝑓 𝐶𝐻4, 𝑗 ,𝐶𝑠𝑓 𝑁2TtW 𝑂, 𝑗 TtW GHG emissions factors by slipped fuel towards combustion combustion unit j [gGHG/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊𝑠𝑙𝑖𝑝𝑝𝑎𝑔𝑒 , 𝑗 TtW CO2 equivalent emissions of slipped fuel i towards combustion combustion unit j [gCO2eq/gFuel] 𝐶𝑂2𝑒𝑞, 𝑇𝑡𝑊 𝑠𝑙𝑖𝑝𝑝𝑎𝑔𝑒, 𝑗 = (𝐶𝑠𝑓 𝐶𝑂2, 𝑗 × 𝐺𝑊𝑃𝐶𝑂2 + 𝐶𝑠𝑓 𝐶𝐻4, 𝑗 × 𝐺𝑊𝑃𝐶𝐻4 + 𝐶𝑠𝑓 𝑁2𝑂, 𝑗 × 𝐺𝑊𝑃 𝐺𝑊𝑃𝐶𝑂2,𝐺𝑊𝑃𝐶𝐻4, ,𝐺𝑊𝑃CO 𝑁2𝑂 𝑁2𝑂CO2, CH4 , N2O Global Warming Potential over 100 years Mi,j A Adjusted mass of the specific fuel i oxidized in consumer j [gFuel] due to sailing in ice conditions in the case of a ship having the ice class IC, IB, IA or IA Super or an equivalent ice class 3 and due to technical properties of a ship having the ice class IA or IA Super or an equivalent ice class. The adjusted mass Mi,j A is used in Equation (1) instead of the mass Mi,j when appropriate.
2022/02/17
Committee: ITRE
Amendment 434 #

2021/0210(COD)

Proposal for a directive
Annex I – Equation 2
In the case of fossil fuels, the default values in Annex II shall be usedould be used unless actual values can be provided by means of laboratory testing or direct emissions measurements. For the purpose of this regulation the term 𝒄 ∑𝑘𝐸𝑘 × 𝐶𝑂2𝑒𝑞 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑖𝑡𝑦, 𝑘 in the numerator of Equation (1) shall be set to zero. 3For further information on correspondence between ice classes, see HELCOM Recommendation 25/7 at http://www.helcom.fi.
2022/02/17
Committee: ITRE
Amendment 435 #

2021/0210(COD)

Proposal for a directive
Annex I – Method for determining [Mi]
The [Mi] massmass [Mi] of fuel shall be determined using the amount reported in accordance with the framework of the reporting under Regulation (EU) 2015/757 for voyages falling within the scope of this Regulation based on the chosen monitoring methodology by the company. The adjusted mass of fuel [Mi A] may be used instead of the mass of fuel [Mi] for a ship having the ice-class IC, IB, IA or IA Super or an equivalent ice class. The adjusted mass [Mi A] is defined in Annex X.
2022/02/17
Committee: ITRE
Amendment 436 #

2021/0210(COD)

Proposal for a directive
Annex I – Methods for determining the reward factors linked to substitute sources of energy
Methods for determining the reward factors linked to substitute sources of energy In case substitute sources of energy are installed on board, a reward factor for substitute sources of energy can be applied. This reward factor can be applied on all types of fossil free energy generated on board, including but not limited to, wind energy. In case of wind power such reward factor is determined as follow:
2022/02/17
Committee: ITRE
Amendment 437 #

2021/0210(COD)

Proposal for a directive
Annex I – Methods for determining the reward factors linked to substitute sources of energy (new)
In case of other fossil free sources of power such reward factor is determined as follow: Reward factor for substitute sources 𝑷𝑭𝒐𝒔𝒔𝒊𝒍𝑭𝒓𝒆𝒆 of energy- FOSSIL FREE (fFossilFree) 𝑷𝑻𝒐𝒕 0,99 0,1 0,97 0,2 0,95 ⩾ 0,3
2022/02/17
Committee: ITRE
Amendment 438 #

2021/0210(COD)

Proposal for a directive
Annex I – Verification and Certification
Verification and Certification Fuel Class WtT TtW Fossil Default values shall be used MRV Regulation CO2 carbon as provided in Table 1 of this factors shall be used for fuels for Regulation. unless actual which such factor is provided values can be provided by means of laboratory testing For all other emissions factors, or direct emissions default values can be used as measurements. provided in Table 1 of this Regulation, alternatively Certified values by mean of laboratory testing or direct emissions measurements Sustainable CO2eq values as provided in Emissions factors, default values Renewable Fuels RED II (without can be used as provided in Table 1 (Bio Liquids, Bio combustion) can be used for of this Regulation, alternatively Gases, e-Fuels) all fuels whose pathways are included in RED II, Certified values by mean of alternatively laboratory testing or direct RED II approved emissions measurements. certification scheme can be used used Others (including CO2eq values as provided in Emissions factors, default values electricity) RED II (without can be used as provided in Table 1 combustion) can be used for of this Regulation, alternatively all fuels whose pathways are included in RED II, Certified values by mean of alternatively laboratory testing or direct RED II approved emissions measurements. certification scheme can be used used
2022/02/17
Committee: ITRE
Amendment 439 #

2021/0210(COD)

Proposal for a directive
Annex I – Methods for determining the reward factors linked to substitute sources of energy
The emissions factors for fossils fuels contained in this Annex shall be used for the determination of the greenhouse gas intensity index referred to in Annex I of this Regulation. The emissions factors of biofuels, biogas, renewable fuels of non-biological origin and recycled carbon fuels shall be determined according to the methodologies set out in Annex 5 part C of Directive (EU) 2018/2001. The emission factors for all fuels can alternatively be determined on actual values certified by mean of laboratory testing or direct emissions measurements. In the table: – TBM stands for To Be Measured – N/A stands for Not Available – The dash means not applicable
2022/02/17
Committee: ITRE
Amendment 440 #

2021/0210(COD)

Proposal for a directive
ANNEX II – Column 4
Column 4 contains the CO2eq emissions values in [gCO2eq/MJ]. For fossils fuels only the default values in the table shall be used unless actual values can be provided by means of laboratory testing or direct emissions measurements. For all other fuels, (except were expressly indicated), values shall be calculated by using the methodology or the default values as per in Directive (EU) 2018/2001 deducted of the combustion emissions considering full oxidation of the fuel12.
2022/02/17
Committee: ITRE
Amendment 442 #

2021/0210(COD)

Proposal for a directive
Annex V a (new)
3For further information on correspondence between ice classes, see HELCOM Recommendation 25/7 at http://www.helcom.fi. CALCULATION OF ADJUSTED MASS OF FUEL IS APPLIED First, this annex describes how to calculate the adjusted mass of fuel using the additional energy due to technical characteristics of a ship having the ice class IA or IA Super or an equivalent ice class 3 and the additional energy used by a ship having the ice class IC, IB, IA or IA Super or an equivalent ice class due to sailing in ice conditions. Second, it describes how to calculate the additional energies. Adjusted mass [Mj A] The [Mi A] adjusted mass of fuel is calculated on the basis of the additional energy used for sailing in ice conditions and the additional energy used due to technical properties of a ship having an ice class IA or IA Super or and equivalent ice class. The company may choose to which fuel i the additional energy is allocated. The selected fuel i must be one of the fuels that the ship has consumed during the reporting period. The amount of the energy corresponding to the consumed mass of the fuel i may be lower than the amount of the additional energy. The [Mi A] adjusted mass of fuel i is calculated as follows 𝑴𝒊 𝑨 = 𝑴𝒊 𝒕𝒐𝒕𝒂𝒍 ― 𝑴𝒊 𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒍𝒂𝒔𝒔 ― 𝑴𝒊 𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 , (Ax.1) where Mi total denotes the total mass of fuel i, Mi additional due to ice class the mass of fuel due to additional energy consumption of a ship having the ice class IA or IA Super or an equivalent ice class and Mi additional due to ice conditions the mass of fuel due to additional energy consumption due to sailing in ice conditions. The mass of fuel i representing the additional energy consumption due to technical characteristics of a ship having the ice class IA or IA Super or an equivalent ice class is calculated with 𝑴𝒊 𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒍𝒂𝒔𝒔 = 𝑬𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒍𝒂𝒔𝒔 𝑳𝑪𝑽𝒊 , (Ax.2) where Eadditional due to ice class is the additional energy consumption due to the technical characteristics of a ship having the ice class IA or IA Super or an equivalent ice class and LCVi is the lower caloric value of the fuel i. Similarly, the mass of fuel due to additional energy consumption due to sailing in ice conditions is calculated using 𝑴𝒊 𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 = 𝑬𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 𝑳𝑪𝑽𝒊 , (Ax.3) where Eadditional due to ice conditions is the additional energy consumption due to sailing in ice conditions. Additional energy due to ice class and due to sailing in ice conditions The additional energy consumption due to the technical characteristics of a ship having the ice class IA or IA Super or an equivalent ice class is calculated as follows 𝑬𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒍𝒂𝒔𝒔 = 𝟎.𝟎𝟓 × (𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 ― 𝑬𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔) , (Ax.4) where Evoyages, total denotes the total energy consumed for all voyages and Eadditional due to ice conditions additional energy consumption due to sailing in ice conditions. The total energy consumed for all voyages is calculated using 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 = 𝒏 𝒇𝒖𝒆𝒍 ∑𝒊 = 𝟏 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔, × 𝑳𝑪𝑽𝒊 + 𝒕𝒐𝒕𝒂𝒍 𝑬𝒆𝒍𝒆𝒄𝒕. , 𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍, (Ax.5) where Mi, voyages, total denotes the mass of fuel i consumed for all voyages within the scope of the regulation, LCVi the lower caloric value of fuel i and E elect., voyages, total the amount of the electricity delivered to the ship consumed for all voyages. The mass of fuel i Mi, voyages, total consumed for all voyages within the scope of the regulation is calculated with 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 = 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒃𝒆𝒕𝒘𝒆𝒆𝒏 𝑴𝑺 +𝟎.𝟓 ∙ (𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒇𝒓𝒐𝒎 𝑴𝑺 + 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒕𝒐 𝑴𝑺), (Ax.6) where Mi, voyages between MS denotes the aggregated mass of fuel consumed during all voyages between ports under a Member State's jurisdiction, Mi, voyages from MS the aggregated mass of fuel consumed during all voyages which departed from ports under a Member State's jurisdiction and Mi, voyages to MS the aggregated mass of fuel consumed during voyages to ports under a Member State's jurisdiction. The consumed amount of the electricity delivered to the ship E elect., voyages total can be calculated in the same way. The additional energy consumption due to sailing in ice conditions is calculated as follows 𝑬𝒂𝒅𝒅𝒊𝒕𝒊𝒐𝒏𝒂𝒍 𝒅𝒖𝒆 𝒕𝒐 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 = 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 ― 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒐𝒑𝒆𝒏 𝒘𝒂𝒕𝒆𝒓 ― 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔, 𝒂𝒅𝒋𝒖𝒔𝒕𝒆𝒅, (Ax.7) where E voyages, open water denotes the energy consumed on voyages in open water and Evoyages, ice conditions, adjusted the adjusted energy consumed in ice conditions. The energy consumed for voyages that include sailing in open water only is calculates as follows 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒐𝒑𝒆𝒏 𝒘𝒂𝒕𝒆𝒓 = 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 ― 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 (Ax.8) where Evoyages, ice conditions denotes energy consumed for sailing in ice conditions, which is calculated as follows 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 = 𝒏 𝒇𝒖𝒆𝒍 ∑𝒊 = 𝟏 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 × 𝑳𝑪𝑽𝒊 + 𝑬 𝒆𝒍𝒆𝒄𝒕., 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅 (Ax.9) where Mi, voyages, ice conditions denotes the mass of fuel i consumed for sailing in ice conditions and E elect., voyages, total denotes the amount of the electricity delivered to the ship consumed when sailing in ice conditions. The mass of fuel i consumed for sailing in ice conditions is defined as follows 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. = 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒃𝒆𝒕𝒘𝒆𝒆𝒏 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. +𝟎.𝟓 ∙ (𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒇𝒓𝒐𝒎 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. + 𝑴𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒕𝒐 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅.) , (Ax.10) where Mi, voyages between MS, ice cond. denotes the aggregated mass of fuel consumed by an ice-classed ship when sailing in ice conditions between ports under a Member State's jurisdiction, Mi, voyages from MS the aggregated mass of fuel consumed by an ice-classed ships when sailing in ice conditions during all voyages which departed from ports under a Member State's jurisdiction and Mi, voyages to MS the aggregated mass of fuel consumed by an ice-class ship when sailing in ice conditions during voyages to ports under a Member State's jurisdiction. The consumed amount of the electricity delivered to the ship E ice conditions can be calculated in the same way. The adjusted energy consumed in ice conditions is calculated using 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔, 𝒂𝒅𝒋𝒖𝒔𝒕𝒆𝒅 = 𝑫𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 × 𝑫() 𝑬 𝒐𝒑𝒆𝒏 𝒘𝒂𝒕𝒆𝒓 (Ax.11) with the distance travelled when sailing in ice conditions Dice conditions and energy consumption per distance travelled in open water 𝑫 ( )𝒐𝒑𝒆𝒏 𝒘𝒂𝒕𝒆𝒓 𝑬 . The distance travelled when sailing in ice conditions Dice conditions is calculated as follows 𝑫 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. = 𝑫𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒃𝒆𝒕𝒘𝒆𝒆𝒏 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. +𝟎.𝟓 ∙ (𝑫 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒇𝒓𝒐𝒎 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅. + 𝑫 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒕𝒐 𝑴𝑺, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅.) , (Ax.12) where D voyages between MS, ice cond. denotes the aggregated distance travelled when sailing in ice conditions between ports under a Member State's jurisdiction, D voyages from MS the aggregated distance when sailing in ice conditions during all voyages which departed from ports under a Member State's jurisdiction and D voyages to MS the aggregated distance when sailing in ice conditions during voyages to ports under a Member State's jurisdiction. The latter is defined as follows: (𝑫𝑬)𝒐𝒑𝒆𝒏 𝒘𝒂𝒕𝒆𝒓 = 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒕𝒐𝒕𝒂𝒍 ― 𝑬𝒗𝒐𝒚𝒂𝒈𝒆𝒔, 𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 𝑫𝒕𝒐𝒕𝒂𝒍 ― 𝑫𝒊𝒄𝒆 𝒄𝒐𝒏𝒅𝒊𝒕𝒊𝒐𝒏𝒔 , (Ax.13) where E voyages, ice conditions denotes the energy consumption when sailing in ice conditions and D total the total annual distance travelled. The total annual distance travelled is calculated as follows 𝑫 𝒕𝒐𝒕𝒂𝒍 = 𝑫 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒃𝒆𝒕𝒘𝒆𝒆𝒏 𝑴𝑺 +𝟎.𝟓 ∙ (𝑫 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒇𝒓𝒐𝒎 𝑴𝑺 + 𝑫𝒊, 𝒗𝒐𝒚𝒂𝒈𝒆𝒔 𝒕𝒐 𝑴𝑺), (Ax.14) where D voyages between MS denotes the aggregated distance travelled between ports under a Member State's jurisdiction, D voyages from MS the aggregated distance travelled during all voyages which departed from ports under a Member State's jurisdiction and D voyages to MS the aggregated distance travelled during voyages to ports under a Member State's jurisdiction.
2022/02/17
Committee: ITRE
Amendment 500 #

2021/0210(COD)

Proposal for a regulation
Article 9 – paragraph 3 a (new)
3a. The Commission shall develop a common methodology to enable a "book and claim" system for renewable, decarbonised and low carbon fuels that are placed in the Union market.
2022/04/28
Committee: TRAN
Amendment 38 #

2021/0207(COD)

Proposal for a directive
Recital 10 a (new)
(10a) The EU ETS should contribute to effectively decarbonising air transport activities as much as possible. The transition from fossil fuels to sustainable aviation fuels will play a considerable role in that process. However, considering the high level of competition between aircraft operators and the important price differential between fossil kerosene and sustainable aviation fuels, this transition should be supported through economic incentives that reflect the environmental benefit of sustainable aviation fuels and make them more competitive for aircraft operators thereby avoiding carbon leakage. For this purpose, free allowances should be allocated to individual aircraft operators, in proportion to the amount of sustainable aviation fuels used and reported. The amount of free allowances allocated for free should be adjusted with multipliers in order to take into account that some types of sustainable aviation fuels deliver higher environmental benefits and are more costly to purchase for aircraft operators. The Commission should regularly review the level of the multipliers based on fuels market price information available in the report published by the European Union Aviation Safety Agency pursuant to Article 12 of the Regulation on ensuring a level playing field for sustainable air transport.
2022/02/21
Committee: TRAN
Amendment 41 #

2021/0207(COD)

(10b) An Aviation Transition Fund (‘the Aviation Fund’) should be established to provide funds to the Member States to support their policies supporting aviation transport sector decarbonisation. This should be achieved notably through development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in Regulation 2021/02051a [FuelAviation] including systems for collection of raw materials for SAFs, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new aircraft engines and technologies, aircraft operation and performance, and airports infrastructure. The Commission should submit legislative proposals for the creation of an Aviation Fund in the context of the proposals for the MFF Mid-term revision. The Aviation Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances. The Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article 322 TFEU, in particular Regulation (EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council. _________________ 1aProposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, https://eur- lex.europa.eu/procedure/EN/2021_205?ur i=PROCEDURE:2021_205
2022/02/21
Committee: TRAN
Amendment 42 #

2021/0207(COD)

Proposal for a directive
Recital 10 c (new)
(10c) When necessary, the Commission should review the Monitoring and Reporting Regulation and its guidance material, to ensure that the use of all types of sustainable aviation fuels, as defined in the Regulation on ensuring a level playing field for sustainable air transport, can be reported under the EU ETS.
2022/02/21
Committee: TRAN
Amendment 43 #

2021/0207(COD)

Proposal for a directive
Recital 10 d (new)
(10d) Free allowances should also be allocated to individual aircraft operators, in proportion to their share of flights using best available aircraft technology, which reflects latest generation aircraft within each of the aircraft types on a non- discriminatory basis. Such list of aircraft performing with margins to the New Type ICAO CO2 standard was defined by the Platform on Sustainable Finance in its [preliminary[1]]recommendations for technical screening criteria for the EU taxonomy, and should provide the basis for the Commission to issue its taxonomy delegated act in accordance with the EU Taxonomy Regulation 2019/2088.1a _________________ 1aInternal note: The preliminary report was published on 3 August 2021 and is due to be finalised in March 2022. The draft report is available: https://ec.europa.eu/info/publications/210 803-sustainable-finance-platform- technical-screening-criteria-taxonomy- report_en
2022/02/21
Committee: TRAN
Amendment 44 #

2021/0207(COD)

Proposal for a directive
Recital 10 e (new)
(10e) Each operator shall report its share of flights using best available aircraft technology – in relation to their total emissions in a given year – to the competent authorities who shall request that the reported data is substantiated and verify the data. To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances.
2022/02/21
Committee: TRAN
Amendment 48 #

2021/0207(COD)

Proposal for a directive
Recital 12
(12) The total quantity of allowances for aviation should be consolidated at the level of allocation for flights departing from an aerodrome located in the EEA and arriving at an aerodrome located in the EEA, in Switzerland or in the United Kingdom. The allocation for the year 20247 should be based on the total allocation to active aircraft operators in year 20236, reduced by the linear reduction factor as specified in Article 9 of Directive 2003/87/EC. The level of allocation should be increased to take into account the routes that were not covered by the EU ETS in the year 20236 but are covered by the EU ETS from year 20247 onwards.
2022/02/21
Committee: TRAN
Amendment 52 #

2021/0207(COD)

Proposal for a directive
Recital 13
(13) Increased auctioning from the year after the entry into force of this amendment to Directive 2003/87/EC2027 should be the rule for the aviation sector allocation of allowances, taking into account the sector’s ability to pass on the increased cost of CO2.
2022/02/21
Committee: TRAN
Amendment 54 #

2021/0207(COD)

Proposal for a directive
Recital 14
(14) Directive 2003/87/EC should also be amended with regard to acceptable compliance units, to take into account the Unit Eligibility Criteria adopted by the ICAO Council at its 216th session in March 2019 as an essential element of CORSIA. Airlines based in the Union should be able to use international credits for compliance for flights to or from third countries that are considered to be participating in CORSIA. To ensure that the Union’s CORSIA implementation supports the Paris Agreement goals and gives incentives for broad participation to CORSIA, the credits should originate from states that are parties to the Paris Agreement and that participate in CORSIA,All offset credits under CORSIA should remain available to all carriers and double counting of credits should be avoided.
2022/02/21
Committee: TRAN
Amendment 59 #

2021/0207(COD)

Proposal for a directive
Recital 15
(15) In order to ensure uniform conditions for the use of international credits in accordance with Article 11a of Directive 2003/87/EC, implementing powers should be conferred on the Commission to adopt a list of the credits which have been considered acceptable by the ICAO Council to use for compliance of CORSIA, and that fulfil the eligibility conditions above. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council18 . _________________ 18 Regulation (EU) No 182/2011 of the European Parliament and of the Council of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by the Member States of the Commission's exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).
2022/02/21
Committee: TRAN
Amendment 60 #

2021/0207(COD)

Proposal for a directive
Recital 17
(17) For CORSIA implementation on flights other than flights departing from an aerodrome located in the EEA and arriving at an aerodrome located in the EEA, in Switzerland or in the United Kingdom, surrender obligations should be decreased for Union-based aircraft operators operating these flights. Aircraft operators’ surrender obligations for these flights should be decreased to only their share of collective international aviation emissions above collective 2019 levels, in respect of emissions during 2021-23, and above collective 2019-20 levels for subsequent years of CORSIA application according to a baseline determined by the ICAO Council.
2022/02/21
Committee: TRAN
Amendment 64 #

2021/0207(COD)

Proposal for a directive
Recital 18
(18) In order to ensure uniform conditions for listing countries which are considered to be applying CORSIA for the purposes of Directive 2003/87/EC pursuant to Article 25a(3) of that Directive, implementing powers should be conferred on the Commission to adopt and maintain the list of states other than EEA countries, Switzerland and the United Kingdom, which are considered to be participating in CORSIA for the purposes of Union law. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council.
2022/02/21
Committee: TRAN
Amendment 75 #

2021/0207(COD)

Proposal for a directive
Recital 22
(22) In order to ensure uniform conditions for exempting aircraft operators from surrender requirements as laid down in Article 12(8) of Directive 2003/87/EC in respect of emissions from flights to and from countries applying CORSIA in a less stringent manner in its domestic law, or failing to enforce CORSIA provisions in a manner equal to all aircraft operators pursuant to Article 25a(7) of that Directive, implementing powers should be conferred onor under a risk of market distortion, evaluated based on available facts, the Commission toshould exempt airlines based in the Union from surrender requirements in respect of emissions from flights where a significant distortion of competition to the detriment of airlines based in the Union occurs due to a less stringent implementation or enforcement of CORSIA in the third country. The distortion of competition could be caused by a less stringent approach to eligible offset credits or double counting provisions. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council.
2022/02/21
Committee: TRAN
Amendment 76 #

2021/0207(COD)

Proposal for a directive
Recital 22 a (new)
(22a) The Commission should monitor, evaluate and report the potential risk of carbon leakage and distortion of competition following implementation of this Directive and, where appropriate, propose amendments in order to address and further prevent such adverse impacts.
2022/02/21
Committee: TRAN
Amendment 77 #

2021/0207(COD)

Proposal for a directive
Recital 22 b (new)
(22b) No later than by 31 December a year after the entry into force of this Directive, the Commission should assess Union’s competitiveness, changes in prices of allowances, developments in the labour market, flight fares rates and ability of the aviation sector to pass on the cost of required emission units, household purchasing power, the magnitude of carbon leakage, the loss for European tourism destinations, the condition of European tourism sector and the reduction of connectivity on less- connected EU regions, among others by means of a comprehensive impact assessment of the Fit for 55 package.1a Following its result, the Commission should determine whether it is justified to revise this Directive, and, where appropriate, it should submit a legislative proposal for that purpose in order to reach global GHG emissions reduction in the most cost effective way and preserve a level-playing field. _________________ 1aCommunication from the Commission (COM/2021/550), 14 July 2021.
2022/02/21
Committee: TRAN
Amendment 78 #

2021/0207(COD)

Proposal for a directive
Recital 22 c (new)
(22c) (28e) The Union and its Member States have consistently supported the development of CORSIA in the International Civil Aviation Organization (ICAO). Several design elements of CORSIA are inspired by the EU ETS. In order to preserve the credibility of the Union and its Member States in ICAO, it is therefore important to align the EU ETS with CORSIA as far as it is appropriate.
2022/02/21
Committee: TRAN
Amendment 86 #

2021/0207(COD)

Proposal for a directive
Recital 25
(25) Special consideration should be given to promoting accessibility for the outermost regions of the Union. Therefore, a derogation from the EU ETS should be provided for emissions from flights between an aerodrome located in an outermost region of a Member State and an aerodrome located in the same Member Stateto and from an outermost region, between two different outermost regions and between islands inside outermost regions.
2022/02/21
Committee: TRAN
Amendment 97 #

2021/0207(COD)

Proposal for a directive
Recital 27 a (new)
(27a) The Commission should consider possible amendments to Directive 2003/87/EC with regard to regulatory simplification. The Commission and Member State authorities should continuously adapt to best practice administrative procedures and take all measures to simplify the implementation of Directive 2003/87/EC, keeping administrative burdens to a minimum.
2022/02/21
Committee: TRAN
Amendment 99 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a
Directive 2003/87/EC
Article 3 c – paragraph 2
(a) paragraph 2 is deleted,replaced by the following: 2. For the period referred to in Article 13, beginning on 1 January 2013, and, in the absence of any amendments following the review referred to in Article 30(4), for each subsequent period till the end of [2026], the total quantity of allowances to be allocated to aircraft operators shall be equivalent to 95 % of the historical aviation emissions multiplied by the number of years in the period. 15 % of allowances shall be auctioned. 85 % of allowances shall be allocated for free in accordance with Article 3d (1d) of this Directive.
2022/02/21
Committee: TRAN
Amendment 102 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 5
5. The Commission shall determine the total quantity of allowances to be allocated in respect of aircraft operators for the year 20247 on the basis of the total allocation of allowances in respect of aircraft operators that were performing aviation activities falling within Annex I in the year 20236, reduced by the linear reduction factor specified in Article 9, and shall publish that quantity, as well as the quantity of free allocation which would have taken place in 20247 if the rules for free allocation were not updated.
2022/02/21
Committee: TRAN
Amendment 103 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 5 a (new)
5a. Additional allocation of allowances will be distributed to aircraft operators corresponding to their CORSIA obligation stemming from international flights between Member States, the United Kingdom and Switzerland. These allowances will be allocated to operators in the EU ETS compliance year that is subsequent to the CORSIA compliance year without prejudice to the free allocation.
2022/02/21
Committee: TRAN
Amendment 107 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 6
6. In respect of flights departing from an aerodrome located in the EEA which arrive at an aerodrome located in the EEA, in Switzerland or in the United Kingdom, which were not covered by the EU ETS in 20236, the total quantity of allowances to be allocated to aircraft operators shall be increased by the levels of allocations, including free allocation and auctioning, which would have been made if they were covered by the EU ETS in that year, reduced by the linear reduction factor specified in Article 9.
2022/02/21
Committee: TRAN
Amendment 111 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 7
7. By way of derogation from Articles 12(2a3b), 14(3) and Article 16, Member States shall consider the requirements set out in those provisions to be satisfied and shall take no action against aircraft operators in respect of emissions taking place until 2030 from flights betweento and from an aerodrome located in an outermost region of a Member State and an aerodrome located in the same Member State outside that, from flights between two different outermost regions and between islands inside outermost regions.;
2022/02/21
Committee: TRAN
Amendment 114 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a
Directive 2003/87/EC
Article 3 d – paragraph 1
1. In 20247, 25% of the quantity of allowances in respect of which free allocation would have taken place as published in accordance with Article 3c shall be auctioned.’,
2022/02/21
Committee: TRAN
Amendment 120 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 a
1a. In 20258, 50% of the quantity of allowances in respect of which free allocation would have taken place in that year, calculated from the publication in accordance with Article 3c shall be auctioned.
2022/02/21
Committee: TRAN
Amendment 122 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 b
1b. In 20269, 75% of the quantity of allowances in respect of which free allocation would have taken place in that year, calculated from the publication in accordance with Article 3c shall be auctioned.
2022/02/21
Committee: TRAN
Amendment 123 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 c
1c. As from 1 January 202730, all of the quantity of allowances in respect of which free allocation would have taken place in that year shall be auctioned. ’,
2022/02/21
Committee: TRAN
Amendment 125 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Directive 2003/87/EC
Article 3 d – paragraph 1 d
1.d. Allowances which are allocated for free shall be allocated to aircraft operators proportionately to their share of verified emissions from aviation activities reported in 20236. This calculation shall also take into account verified emissions from aviation activities reported in respect of flights that are only covered by the EU ETS from 1 January 20236.’,
2022/02/21
Committee: TRAN
Amendment 134 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 a (new)
Directive 2003/87/EC
Article 3 d (new)
(2a) The following Article 3d (new) is added: Article 3d (new) Aviation Transitional Fund 1. A dedicated Aviation Transition Fund (“the Aviation Fund”) shall be proposed by the Commission through a dedicated act in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in the EU aviation sector; 2. The Aviation Fund shall constitute an integral part of the EU budget and shall be fully budgeted within the MFF ceilings. The budgetary envelope for this programme shall be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances. The Aviation Fund shall be managed centrally by the Commission; 3. The dedicated Aviation Fund shall support the transition to energy efficient and climate resilient EU aviation sector supporting development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in Regulation 2021/02051a [FuelAviation] including systems for collection of raw materials for SAFs, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new aircraft engines and technologies, aircraft operation and performance, and airports infrastructure; _________________ 1aProposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, https://eur- lex.europa.eu/procedure/EN/2021_205?ur i=PROCEDURE:2021_205
2022/02/21
Committee: TRAN
Amendment 135 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 b (new)
Directive 2003/87/EC
Article 3 d a (new)
(2b) The following Article 3da (new) is added: Article 3da 1. An aircraft operator shall receive allowances allocated for free proportional with the use of sustainable aviation fuels, including renewable fuels of non- biological origin. For each type of sustainable aviation fuel reported, the amount of allowances received shall correspond to the amount of allowances, which the aircraft operator would have been required to surrender for the same volume of fossil kerosene, multiplied according to Paragraph 2 of this Article. 2. The amount of free allocations by an aircraft operator shall be multiplied as follows, depending on the type of sustainable aviation fuel reported: a. By factor of 2 for conventional biofuels b. By a factor of 4 for biofuels produced from feedstock listed in Annex IX Part A of the Renewable Energy Directive. c. By a factor of 2 for biofuels produced from feedstock listed in Annex IX Part B of the Renewable Energy Directive. d. By a factor of 6 for renewable fuel of non-biological origin, as defined under the Renewable Energy Directive. By 31 December 2035, the multipliers shall be revised following technological developments. 3. An aircraft operator shall also receive free allocations proportional with the use of best available aircraft technology in the previous year. 4. The aircraft models eligible as best available aircraft technology shall be those defined with respect to the performance against the New Type ICAO CO2 standard in a delegated act developed under the EU taxonomy. Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance[2]shall apply. 5. An operator shall report its share of flights using best available aircraft technology – in relation to their total emissions in a given year to the competent authorities. These shall request that the reported data is substantiated and verify the data. 6. To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances for the use of best available aircraft technology. 7. Each year 20 million of the total quantity of allowances referred in to Article 3c paragraph 5 shall be reserved to be allocated for free in respect of aircraft operators that uplift sustainable alternative fuels as defined in the Regulation 2021/0205 [ReFuel Aviation] and use best available aircraft technology defined with respect to the performance against the New Type ICAO CO2 standard.
2022/02/21
Committee: TRAN
Amendment 143 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 a (new)
Directive 2003/87/EC
Article 3 e (new)
(3a) The following Article 3e (new) is added: Article 3e (new) 1. Year before entrance into force of this Directive, the remaining allowances set aside in the special reserve shall be available for aircraft operators: (a) who start performing an aviation activity falling within Annex I after the monitoring year for which tonne- kilometre data was submitted under Article 3e(1) in respect of a period referred to in Article 3c(2); or (b) whose tonne-kilometre data increases by an average of more than 18 % annually between the monitoring year for which tonne-kilometre data was submitted under Article 3e(1) in respect of a period referred to in Article 3c(2) and the second calendar year of that period; and whose activity under point (a), or additional activity under point (b), is not in whole or in part a continuation of an aviation activity previously performed by another aircraft operator. 2. An aircraft operator who is eligible under paragraph 1 may apply for a free allocation of allowances from the special reserve by making an application to the competent authority of its administering Member State. Any application shall be made by 30 June the year before the entrance into force of this Directive.
2022/02/21
Committee: TRAN
Amendment 148 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 1 – point 1 a
(a) credits authorised by parties participating in the mechanism established under Article 6(4) of the Paris Agreement;deleted
2022/02/21
Committee: TRAN
Amendment 149 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 1 – point c
(c) credits authorised by parties agreements pursuant to paragraph 5;deleted
2022/02/21
Committee: TRAN
Amendment 150 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 1 – point d
(d) credits issued in respect of Union level projects pursuant to Article 24a.deleted
2022/02/21
Committee: TRAN
Amendment 151 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 2
2. Units referred to in paragraph 1, points (a) and (b), may be used if the following conditions have been met: (a) is a party to the Paris Agreement at the time of use; (b) is listed in the implementing act adopted pursuant to Article 25a(3) as participating in Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). This condition shall not apply in respect of emissions before 2027, nor shall it apply in respect of Least Developed Countries and Small Island Developing States, as defined by the United Nations, except for those countries whose GDP per capita equals or exceeds the Union average.deleted they originate from a country that they originate from a country that
2022/02/21
Committee: TRAN
Amendment 152 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 2 – subparagraph 1
2. Units referred to in paragraph 1, points (a) and (b), may be used if the following conditions have been met:
2022/02/21
Committee: TRAN
Amendment 153 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 2 – point b
(b) they originate from a country that is listed in the implementing act adopted pursuant to Article 25a(3) as participating in offsetting under Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). This condition shall not apply in respect of emissions before 2027, nor shall it apply in respect of Least Developed Countries and Small Is unless the country is exempt from mandatory offsetting in accordance with the exemptions lanid Developing States, as defined by the United Nations, except for those countries whose GDP per capita equals or exceeds the Union averagedown in Annex 16, Volume IV (‘CORSIA SARPs’) to the Convention on the International Civil Aviation Organization (‘Chicago Convention’).
2022/02/21
Committee: TRAN
Amendment 154 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 3 – subparagraph 1
3. Units referred to in paragraph 1, points (a), (b) and (c), may be used if arrangements are in place for authorisation by the participating parties, timely adjustments are made to the reporting of anthropogenic emissions by sources and removals by sinks covered by the nationally determined contributions of the participating parties, and that double counting and a net increase in global emissions are avoided.
2022/02/21
Committee: TRAN
Amendment 155 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 3 – subparagraph 2
The Commission shallmay adopt implementing acts laying down more detailed requirements for the arrangements referred to in the first subparagraph, which may include reporting and registry requirements, and for listing the states or programmes which apply these arrangements. Arrangements shall take account of flexibilities accorded to Least Developed Countries and Small Island Developing States. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 22a(2).’,
2022/02/21
Committee: TRAN
Amendment 157 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point c
Directive 2003/87/EC
Article 11 a – paragraph 8
8. The Commission shall adopt an implementing act listing credits which, have been considered eligible by the ICAO Council, and that fulfil the conditions laid down in paragraphs 2 and 3. The Commission shall amend that list as appropriate. That implementing act shall be adopted in accordance with the examination procedure referred to in Article 22a(2).;
2022/02/21
Committee: TRAN
Amendment 161 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6 – point a
Directive 2003/87/EC
Article 12 – paragraph 6 – subparagraph 1 – introductory part
6. In accordance with the methodology laid down in the delegated act referred to in paragraph 7, Member States shall calculate the offsetting each year for the preceding calendar year within the meaning of ICAO’s International Standards and Recommended Practices on Environmental Protection for Carbon Offsetting and Reduction Scheme for International Aviation, other than those which apply in respect of flights departing from an aerodrome located in the EEA which arrive at an aerodrome located in the EEA, in Switzerland or in the United Kingdom, and by 30 November each year inform the aircraft operators that fulfil all of the following conditions of the level of offsetting:
2022/02/21
Committee: TRAN
Amendment 163 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6 – point a
Directive 2003/87/EC
Article 12 – paragraph 6 – subparagraph 1 – point b
(b) they produce annual CO2 emissions greater than 10 000 tonnes from the use of aircrafts with a maximum certified take-off mass greater than 5 700 kg conducting flights covered by Annex I to this Directive and by Article 2(3) and (4) of Commission Delegated Regulation (EU) 2019/16031a, other than those departing and arriving in the same Member State (including outermost regions of the same Member State), from 1 January 2019.21. _________________ 1aCommission Delegated Regulation (EU) 2019/1603 of 18 July 2019 supplementing Directive 2003/87/EC of the European Parliament and of the Council as regards measures adopted by the International Civil Aviation Organisation for the monitoring, reporting and verification of aviation emissions for the purpose of implementing a global market-based measure (Text with EEA relevance.)OJ L 250, 30.9.2019, p. 10–13
2022/02/21
Committee: TRAN
Amendment 165 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6 – point b
Directive 2003/87/EC
Article 12 – paragraph 7
7. Member States shall, for the purposes of the application of CORSIA SARPs, calculate, for each of the aircraft operators referred to in paragraph 8, the amount of CO2 emissions required to be offset for the preceding year (ORy) as follows: ORy = OEy * SGFy Where: OEy = aircraft operator’s CO2 emissions in the preceding year y from flights between States included in the document ‘CORSIA States for Chapter 3 State pairs’ verified in accordance with Commission Delegated Regulation (EU) 2019/1603 SGFy = Sector’s Growth Factor for year y as defined in ICAO document “CORSIA Annual Sector’s Growth Factor (SGF)” for the given year y. The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive by laying down changes to the methodology for calculating offsetting responsibilities for aircraft operators in accordance with CORSIA SARPs.
2022/02/21
Committee: TRAN
Amendment 166 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6 – point b
Directive 2003/87/EC
Article 12 – paragraph 8
8. In respect of flights to, from and between the countries that are listed in the implementing act adopted pursuant to Article 25a(3), and international flights between aerodromes located in the EEA, in Switzerland or in the United Kingdom, aircraft operators that hold an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State, shall cancel units referred to in Article 11a only in respect of the quantity notified by that Member State in respect of the relevant calendar year. The cancelation shall take place by 31 January 2025 for emissions in the period 2021 to 2023, by 31 January 2028 for emissions in the period 2024 to 2026, by 31 January 2031 for emissions in the period 2027 to 2029, by 31 January 2031 for emissions in the period 2027 to 2029, by 31 January 2034 for emissions in the period 2030 to 2032 and by 31 January 2037 for emissions in the period 2033 to 2035,;
2022/02/21
Committee: TRAN
Amendment 169 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 7
Directive 2003/87/EC
Article 18 a – paragraph 3 – point b
(b) as from 2024[year entry into force of this Directive], at least every two years, update the list to include aircraft operators which have subsequently performed an aviation activity listed in Annex I.;
2022/02/21
Committee: TRAN
Amendment 170 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 3
3. TAs of 1 January 2027, the Commission shall adopt on an annual basis, an implementing act listing countries other than EEA countries, Switzerland and the United Kingdom, which are considered to bnot applying CORSIA, and which are applying CORSIA for the purposes of this Directive, with a baseline of 2019 for 2021 to 2023 and a baseline 2019-2020decided by the ICAO Council for each year thereafter. That implementing act shall be adopted in accordance with the examination procedure referred to in Article 22a(2).
2022/02/21
Committee: TRAN
Amendment 172 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 4
4. In respect of emissions from flights to or from countries that are listed in the implementing act adopted pursuant to paragraph 3, aircraft operators that hold an air operator certificate issued by a country or that is registered in a country that is listed therein, or is exempt from mandatory offsetting in accordance with the exemptions laid down in CORSIA SARPs, shall not be required to cancel units in respect of those emissions.
2022/02/21
Committee: TRAN
Amendment 174 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 6
6. In respect of emissions from flights to and from Least Developed Countries and Small Island Developing States as defined by the United Nations, other than those countries whose GDP per capita equals or exceeds the Union average and those countries listed in the implementing act adopted pursuant to paragraph 3, aircraft operators shall not be required to cancel units.
2022/02/21
Committee: TRAN
Amendment 175 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 6
6. In respect of emissions from flights to and from Least Developed Countries and Small Island Developing States as defined by the United Nationcountries that are exempt from mandatory offsetting in accordance with the exemptions laid down in CORSIA SARPs, other than those listed in the implementing act adopted pursuant to paragraph 3, aircraft operators shall not be required to cancel units.
2022/02/21
Committee: TRAN
Amendment 177 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 7
7. Where the Commission determines that there is a significant distortion of competition which is detrimental to aircraft operators that hold an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State, the Commission shall be empowered to adopt implementing acts to exempt those aircraft operators from surrender requirements as laid down in Article 12(8) in respect of emissions from flights to and from such countries and/or put in place other carbon mitigation options. The distortion of competition may be caused by a third country applying CORSIA in a less stringent manner in its domestic law, or failing to enforce CORSIA provisions in a manner equal to all aircraft operators, or any other risk in relation to the market distortion. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 22a(2).
2022/02/21
Committee: TRAN
Amendment 178 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Directive 2003/87/EC
Article 3 c – paragraph 5 a (new)
5a. Additional allocation of allowances will be distributed to aircraft operators corresponding to their CORSIA obligation stemming from international flights between Member States, the United Kingdom and Switzerland. These allowances will be allocated to operators in the EU ETS compliance year that is subsequent to the CORSIA compliance year without prejudice to the free allocation.
2022/02/18
Committee: ENVI
Amendment 180 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 8
8. Where an aircraft operator that holds an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State, operates flights between two different countries listed in the implementing act adopted pursuant to paragraph 3, including flights that take place between Switzerland, the United Kingdom and countries listed in the implementing act adopted pursuant to paragraph 3, and those countries allow aircraft operators to use other units than those on the list adopted pursuant to Article 11a(8), the Commission shall be empowered to adopt implementing acts allowing those aircraft operators to use unit types additional to that list or not to be bound by the conditions of Article 11a(2) and (3) in respect of emissions from such flights. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 22a(2).;
2022/02/21
Committee: TRAN
Amendment 181 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9 a (new)
Directive 2003/87/EC
Article 30 (new)
(9a) The following Article 30 (new) is added: Article 30 Carbon adjustment measure To avoid carbon leakage and distortion of competition, an adjustment measure should be adopted for the proportion of EU ETS-costs on intra-EEA flights allocated to passengers transferring to a final destination outside the EU and vice versa. This adjustment measure is calculated as follows per airline: a. In accordance with Annex IV and by 31 March of each year, airlines operating flights where the Treaty applies, shall report to the National Competent Authority and the Verifier for every city pair the annual fuel consumption on individual connections and the ratio of the number of passengers with connecting flights into or out of the EEA("transfer passengers") to the total number of passengers on this connection ("passengers"); b. The adjustment for each city pair equals:(number of transfer passengers / total number of passengers) x fuel consumption x emission factor; c. The cumulative amount of this adjustment for all city pairs together is deducted from the total amount of verified emissions for which the corresponding allowances are to be surrendered by an airline in that same period.
2022/02/21
Committee: TRAN
Amendment 182 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9 b (new)
Directive 2003/87/EC
Article 31 – paragraph 2 a (new)
(9b) In Article 31, the following paragraph 2a is added: 2a. The Commission shall undertake to present, by [1 year after the entry into force of this Directive],and in line with its communication on the application of the “one in, one out”principle1a, proposals offsetting the regulatory burdens in relation to Directive 2003/87/EC, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors. _________________ 1a EC press release on the working methods of the von der Leyen Commission, 4 December 2019
2022/02/21
Committee: TRAN
Amendment 183 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Annex I
(a) the aircraft operator holds an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State;
2022/02/21
Committee: TRAN
Amendment 184 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10
Directive 2003/87/EC
Annex I
(b) they produce annual CO2 emissions greater than 10 000 tonnes from the use of aircrafts with a maximum certified take-off mass greater than 5 700 kg conducting flights covered by Annex I, other than those departing and arriving in the same Member State (including outermost regions of the same Member State), from 1 January 2019. For the purposes of this point, emissions from the following types of flights shall not be taken into account: (i) state flights; (ii) humanitarian flights; (iii) medical flights; (iv) military flights; (v) firefighting flights..
2022/02/21
Committee: TRAN
Amendment 186 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 10 Directive 2003/87/EC
(ma ) flights to and from an outermost region, between two different outermost regions and between islands inside outermost regions.
2022/02/21
Committee: TRAN
Amendment 190 #

2021/0207(COD)

Proposal for a directive
Article 1 a (new)
Directive 2003/87/EC
Article 3 g e (new) – paragraph 2 a (new)
Article 1a In Article 3ge (new) a new paragraph 2a is added: 2a. No later than by 31 December two years after the entry into force of this Directive, the Commission shall assess Union’s competitiveness, changes in the labour market, transport freight rates, household purchasing power and the magnitude of carbon leakage among others by means of a comprehensive impact assessment of the Fit for 55 package. Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level-playing field.
2022/02/21
Committee: TRAN
Amendment 191 #

2021/0207(COD)

Proposal for a directive
Article 2 – paragraph 1 – introductory part
Directive 2003/87/EC
Article 2 – paragraph 1
1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by 31 December 2023of the subsequent year to the year of entry into force of this Directive. They shall immediately communicate the text of those measures to the Commission.
2022/02/21
Committee: TRAN
Amendment 192 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph -1 (new)
Directive 2003/87/EC
Article 3 a
(-1) the Article 3a is replaced by the following: Scope Articles 3b to 3f shall apply to the allocation and issue of allowances in respect of aviation activities listed in Annex I. Articles 3g to 3ge shall apply in respect of the maritime transport activities listed in Annex I.
2022/02/21
Committee: TRAN
Amendment 193 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 3 (new)
Directive 2003/87/EC
Article 5 – paragraph 1 – point d a (new)
(3a) In Article 5, the following point da is added: da. The Commission shall undertake to present, by [1 year after the entry into force of this Directive], and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Directive, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the sectors to which Directive 2003/87/EC applies.
2022/02/21
Committee: TRAN
Amendment 194 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 4 a (new)
Directive 2003/87/EC
Article 10 – paragraph 1 – subparagraph 4
(4a) In Article 10 - paragraph 1, subparagraph 4 is replaced by the following: In addition 4% of the total quantity of allowances between [year following the entry into force of the Directive] and 2030 and equivalent of 1.5% of the total quantity of allowances from the amount above 400 million allowances set aside in Market Stability Reserve for the purpose of Modernisation Fund shall be auctioned for the Modernisation Fund. The beneficiary Member States for this amount of allowances shall be the Member States with a GDP per capita at market prices below 65% of the Union average during the period 2016 to 2018. The funds corresponding to this quantity of allowances shall be distributed in accordance with Part B of Annex IIb. In addition, the equivalent of1,5% of the total quantity of allowances between ... [year following the entry into force of the Directive] and 2030 from the amount above 400millionallowances set aside in Market Stability Reserve for the purpose of Innovation Fund shall be made available for the Innovation Fund established under Article 10a(8).
2022/02/21
Committee: TRAN
Amendment 195 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 4 b (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – point k a (new)
(4b new) In Article 10 - paragraph 3, the following point ka is added: (ka) Member States shall annually report to the Commission on the use of revenues and the actions taken pursuant to this paragraph and in line with Decision No 280/2004/EC. The Commission shall subsequently make that information publicly available together with recommendations on how to improve such usage.
2022/02/21
Committee: TRAN
Amendment 196 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 4 c (new)
Directive 2003/87/EC
Article 10 a – paragraph 8 – subparagraph 1
(4c) in Article 10 a - paragraph 8, subparagraph 1 and 2 are replaced by the following: 365 million allowances from the quantity which could otherwise be allocated for free pursuant to this Article, and 85 million allowances from the quantity which could otherwise be auctioned pursuant to Article 10, as well as the allowances resulting from the reduction of free allocation referred to in Article 10a(1a), shall be made available to a Fund with the objective of supporting support innovation in and deployment of low-carbon technologies and processes, and contribute to zero pollution objectives (the ‘Innovation Fund’). Allowances that are not issued to aircraft operators due to the closure of aircraft operators and which are not necessary to cover any shortfall in surrenders by those operators, shall also be used for innovation support as referred to in the first subparagraph. In addition, 50 million unallocated allowances from the market stability reserve shall supplement any remaining revenues from the 300 million allowances available in the period from 2013 to 2020under Commission Decision 2010/670/EU1a,and shall be used in a timely manner for innovation and deployment support as referred to in the first subparagraph. Furthermore, the external assigned revenues referred to in Article 21(2) of Regulation (EU) [FuelEUMaritime] shall be allocated to the Innovation Fund and implemented in line with this paragraph. The Innovation Fund shall facilitate the green transition of the aviation sector through earmarking of a significant amount corresponding to the proceeds of the auctioning in this sector to induce innovation and technological development, assist with the first industrial application, develop further support mechanisms and create necessary infrastructure, including development and deployment of sustainable aviation fuels. _________________ 1aCommission Decision 2010/670/EU of3 November 2010 laying down criteria and measures for the financing of commercial demonstration projects that aim at the environmentally safe capture and geological storage of CO2 as well as demonstration projects of innovative renewable energy technologies under the system for greenhouse gas emission allowance trading within the Union established by Directive 2003/87/EC of the European Parliament and of the Council (OJ L 290, 6.11.2010, p. 39).
2022/02/21
Committee: TRAN
Amendment 197 #

2021/0207(COD)

Proposal for a directive
Article 1- paragraph 1 – point 7 a (new)
Directive 2003/87/EC
Article 21 – paragraph 4 a
(7a) In Article 21, the following paragraph 4a (new) is added: (4a) The Commission shall monitor and evaluate the implementation of this Directive, possible trends and adverse impacts as regards, inter alia, the EU competitiveness and companies seeking to avoid being bound by the requirements of this Directive through annual reports analysing market distortions, scale of carbon and business leakage and deterioration of level playing field. If appropriate, the Commission shall propose measures to prevent possible adverse impacts. (new) No later than by 31 December a year after the entry into force of this Directive, the Commission shall assess Union’s competitiveness, changes in prices of allowances, developments in the labour market, transport freight rates, household purchasing power and the magnitude of carbon and business leakage per economic sector among others by means of a comprehensive impact assessment of the Fit for 55 package.1a Following its result, the Commission shall determine whether it is justified to revise this Directive, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level- playing field. _________________ 1aCommunication from the Commission (COM/2021/550), 14 July 2021.
2022/02/21
Committee: TRAN
Amendment 198 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 7 b (new) Directive 2003/87/EC
(7b) The following Article 21a (new) is added: Article 21a The Commission shall consider possible amendments to this Directive with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Directive, keeping administrative burdens to a minimum. The Commission shall present, by [1 year before the entry into force of this Directive], and in line with its communication on the application of the “one in, one out” prinicple1,proposals offsetting the regulatory burdens introduced by this Directive, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors
2022/02/21
Committee: TRAN
Amendment 222 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Directive 2003/87/EC
Article 3 d – paragraph 3
The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive concerning the detailed arrangements for the auctioning by Member States of aviation allowances in accordance with paragraphs 1, 1a, 1b, 1c and 1d of this Article, including the modalities for the transfer of a share of revenue from such auctioning, in accordance with Decision (EU, Euratom) 2020/2053, to the general budget of the Union.’,
2022/02/16
Committee: ENVI
Amendment 259 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 1 – point a
(a) credits authorised by parties participating in the mechanism established under Article 6(4) of the Paris Agreement;deleted
2022/02/16
Committee: ENVI
Amendment 260 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 1 – point c
(c) credits authorised by parties agreements pursuant to paragraph 5;deleted
2022/02/16
Committee: ENVI
Amendment 261 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 1 – point d
(d) credits issued in respect of Union level projects pursuant to Article 24a.deleted
2022/02/16
Committee: ENVI
Amendment 263 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 2 – introductory part
2. Units referred to in paragraph 1, points (a) and (b), may be used if the following conditions have been met:
2022/02/16
Committee: ENVI
Amendment 265 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 2 – point b
(b) they originate from a country that is listed in the implementing act adopted pursuant to Article 25a(3) as participating in offsetting under Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). This condition shall not apply in respect of emissions before 2027, nor shall it apply in respect of Least Developed Countries and Small Island Developing States, as defined by the United Nations, except for those countries whose GDP per capita equals or exceeds the Union average unless the country is exempt from mandatory offsetting in accordance with the exemptions laid down in Annex 16, Volume IV (‘CORSIA SARPs’) to the Convention on the International Civil Aviation Organization (‘Chicago Convention’).
2022/02/16
Committee: ENVI
Amendment 267 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 3 – subparagraph 1
Units referred to in paragraph 1, points (a), (b) and (c), may be used if arrangements are in place for authorisation by the participating parties, timely adjustments are made to the reporting of anthropogenic emissions by sources and removals by sinks covered by the nationally determined contributions of the participating parties, and that double counting and a net increase in global emissions are avoided.
2022/02/16
Committee: ENVI
Amendment 268 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 5 – point a
Directive 2003/87/EC
Article 11 a – paragraph 3 – subparagraph 2
The Commission shallmay adopt implementing acts laying down more detailed requirements for the arrangements referred to in the first subparagraph, which may include reporting and registry requirements, and for listing the states or programmes which apply these arrangements. Arrangements shall take account of flexibilities accorded to Least Developed Countries and Small Island Developing States. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 22a(2).’,
2022/02/16
Committee: ENVI
Amendment 275 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6 – point a
Directive 2003/87/EC
Article 12 – paragraph 6 – subparagraph 1 – introductory part
6. In accordance with the methodology laid down in the delegated act referred to in paragraph 7, Member States shall calculate the offsetting each year for the preceding calendar year within the meaning of ICAO’s International Standards and Recommended Practices on Environmental Protection for Carbon Offsetting and Reduction Scheme for International Aviation, other than those which apply in respect of flights departing from an aerodrome located in the EEA which arrive at an aerodrome located in the EEA, in Switzerland or in the United Kingdom, and by 30 November each year inform the aircraft operators that fulfil all of the following conditions of the level of offsetting:
2022/02/16
Committee: ENVI
Amendment 283 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6 – point b
Directive 2003/87/EC
Article 12 – paragraph 7
7. Member States shall, for the purposes of the application of CORSIA SARPs, calculate, for each of the aircraft operators referred to in paragraph 8, the amount of CO2 emissions required to be offset for the preceding year (ORy) as follows: ORy = OEy * SGFy Where: OEy = airplane operator’s CO2 emissions in the preceding year y from flights between States included in the document ‘CORSIA States for Chapter 3 State pairs’ verified in accordance with Commission Delegated Regulation (EU) 2019/1603 SGFy = Sector’s Growth Factor for year y as defined in ICAO document “CORSIA Annual Sector’s Growth Factor (SGF)” for the given year y. The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive by laying down changes to the methodology for calculating offsetting responsibilities for aircrafteroplane operators in accordance with CORSIA SARPs.
2022/02/16
Committee: ENVI
Amendment 285 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 6 – point b
Directive 2003/87/EC
Article 12 – paragraph 8
8. In respect of flights to, from and between the countries that are listed in the implementing act adopted pursuant to Article 25a(3), and international flights between aerodromes located in the EEA, in Switzerland or in the United Kingdom, aircraft operators that hold an air operator certificate issued by a Member State or is registered in a Member State, including in the outermost regions, dependencies and territories of that Member State, shall cancel units referred to in Article 11a only in respect of the quantity notified by that Member State in respect of the relevant calendar year. The cancelation shall take place by 31 January 2025 for emissions in the period 2021 to 2023, by 31 January 2028 for emissions in the period 2024 to 2026, by 31 January 2031 for emissions in the period 2027 to 2029, by 31 January 2031 for emissions in the period 2027 to 2029, by 31 January 2034 for emissions in the period 2030 to 2032 and by 31 January 2037 for emissions in the period 2033 to 2035,;
2022/02/16
Committee: ENVI
Amendment 311 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 4
4. In respect of emissions from flights to or from countries that are listed in the implementing act adopted pursuant to paragraph 3, aircraft operators that hold an air operator certificate issued by a country or that is registered in a country that is listed therein, or is exempt from mandatory offsetting in accordance with the exemptions laid down in CORSIA SARPs, shall not be required to cancel units in respect of those emissions.
2022/02/16
Committee: ENVI
Amendment 313 #

2021/0207(COD)

Proposal for a directive
Article 1 – paragraph 1 – point 9
Directive 2003/87/EC
Article 25 a – paragraph 6
6. In respect of emissions from flights to and from Least Developed Countries and Small Island Developing States as defined by the United Nationcountries that are exempt from mandatory offsetting in accordance with the exemptions laid down in CORSIA SARPs, other than those listed in the implementing act adopted pursuant to paragraph 3, aircraft operators shall not be required to cancel units.
2022/02/16
Committee: ENVI
Amendment 44 #

2021/0206(COD)

Proposal for a regulation
Recital 2
(2) The Commission Communication The European Green Deal29 sets out a new growth strategy that aims to transform the Union into a sustainable, fairer and more prosperous society, with a modern, resource-efficient and competitive economy, where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. The Commission proposes also to protect, conserve and enhance the Union's natural capital, and protect the health and well- being of citizens from environment-related risks and impacts. Finally, the Commission considers that this transition should be just and inclusive, leaving no one behind. _________________ 29 COM(2019)640 final.
2022/03/01
Committee: TRAN
Amendment 50 #

2021/0206(COD)

Proposal for a regulation
Recital 8
(8) Those amendments have differing economic and social impacts on the different sectors of the economy, on the citizens, and the Member States. In particular, the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC of the European Parliament and the Council31 should provide an additional economic incentive to invest into the reduction of fossil fuel consumption and thereby accelerate the reduction of greenhouse gas emissions. Combined with other measures, this should, in the medium to long term, reduce the costs for buildings and road transport, and provide new opportunities for quality job creation and investments. _________________ 31Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a system for greenhouse gas emission allowance trading within the Union (OJ L 275, 25.10.2003, p. 32).
2022/03/01
Committee: TRAN
Amendment 55 #

2021/0206(COD)

Proposal for a regulation
Recital 9
(9) However, resources are needed to finance those investments. In addition, before they have taken place, the cost supported by households and transport users for heating, cooling and cooking, as well as for road transport and charging infrastructure, is likely to increase as fuel suppliers subject to the obligations under the emission trading for buildings and road transport pass on costs on carbon to the consumers.
2022/03/01
Committee: TRAN
Amendment 61 #

2021/0206(COD)

Proposal for a regulation
Recital 10
(10) The increase in the price for fossil fuels may disproportionally affect vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users who spend a larger part of their incomes on energy and transport, who, in certain regions, do not have access to alternative, interconnected, efficient and affordable mobility and transport solutions and, who may lack the financial capacity to invest into the reduction of fossil fuel consumplow-carbon alternatives and implying low capacities to adapt to the consequences of the green transition.
2022/03/01
Committee: TRAN
Amendment 67 #

2021/0206(COD)

Proposal for a regulation
Recital 11
(11) Therefore, a part of the revenues generated by the inclusion of building and road transport into the scope of Directive 2003/87/EC should be used to address the social and economic impacts arising from that inclusion, for the transition to be just and inclusive, leaving no one behind.
2022/03/01
Committee: TRAN
Amendment 71 #

2021/0206(COD)

Proposal for a regulation
Recital 12
(12) This is even more relevant in view of the existing levels of energy poverty and transport poverty. Energy poverty is a situation in which households are unable tolack of access to essential energy services such as cooling, as temperatures rise, and heatingthat underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and other relevant policies. About 34 million Europeans reported an inability to keep their homes adequately warm in 2018, and 6.9% of the Union population have said that they cannot afford to heat their home sufficiently in a 2019 EU-wide survey32 . Overall, the Energy Poverty Observatory estimates that more than 50 million households in the European Union experience energy poverty. Energy poverty is therefore a major challenge for the Union. While social tariffs or direct income support can provide immediate relief to households facing energy poverty, only targeted structural measures, in particular energy renovations, can provide lasting solutions. _________________ 32 Data from 2018. Eurostat, SILC [ilc_mdes01]).
2022/03/01
Committee: TRAN
Amendment 75 #

2021/0206(COD)

Proposal for a regulation
Recital 12 a (new)
(12 a) Transport poverty is a combination of different metrics, which define the social and transport disadvantages one can have such as transport affordability (inability to meet the cost of transport), mobility poverty (lack of transport options),accessibility poverty (lack of access to essential services, such as education, food, healthcare). It is also highly related to access to goods and services, yet these aspects are strongly distributed geographically, temporally and socially and it is related to transport supply, minimum levels of mobility and individuals’ accessibility levels. Transport poverty can determine transport-related social exclusion, which can be defined as the inability to sufficiently participate in society due to transport-related or social disadvantages;
2022/03/01
Committee: TRAN
Amendment 81 #

2021/0206(COD)

Proposal for a regulation
Recital 13
(13) A Social Climate (‘the Fund’) should therefore be established to provide funds to the Member States to support their policies to address the social impacts of the emissions trading for buildings and road transport on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users. This should be achieved notably through temporary income support and measures and investments intended to reduce reliance on fossil fuels through increased energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to affordable and efficient zero- and low- emission mobility and transport to the benefit of vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users.
2022/03/01
Committee: TRAN
Amendment 85 #

2021/0206(COD)

Proposal for a regulation
Recital 13 a (new)
(13 a) Access to quality and inclusive education, training and life-long learning for all is essential for ensuring that the workforce has the skills required to deliver on the green transition. Fair transition aspects should thus be integrated in the development and implementation of national skills strategies, in line with the European Skills Agenda and the EU’s new updated Industrial Strategy1a.Skills partnerships under the Pact for Skills will also be an important lever. Up-to-date labour market and skills intelligence and foresight, including at regional, sectoral and occupational levels allows for the identification and forecasting of relevant occupation-specific and transversal skills needs, also as a basis for adapting curricula to meet the skills needs for the green transition. VET should equip young people and adults, in particular women, with the skills needed to master the green transition2b. Apprenticeships and paid traineeships, including strong training components, in particular for young people, contribute to labour market transitions, notably towards activities contributing to climate and environmental objectives, and sectors facing particular skills shortages. Increasing adult participation in lifelong learning should be promoted to meet upskilling and reskilling needs, inter alia by empowering individuals to seek training that is tailored to their needs and via short, quality- assured courses on skills for the green transition, building on the European approach to micro-credentials, which will also make it easier to value and recognise the outcomes of such courses. _________________ 1aCommunication from the Commission ‘Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery’, COM(2021) 350 final. 2bCouncil Recommendation of 24 November 2020 on vocational education and training (VET) for sustainable competitiveness, social fairness and resilience (OJ C 417, 2.12.2020, p. 1).
2022/03/01
Committee: TRAN
Amendment 88 #

2021/0206(COD)

Proposal for a regulation
Recital 2
(2) The Commission Communication The European Green Deal29 sets out a new growth strategy that aims to transform the Union into a sustainable, fairer and more prosperous society, with a modern, resource-efficient and competitive economy, where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. The Commission proposes also to protect, conserve and enhance the Union's natural capital, and protect the health and well- being of citizens from environment-related risks and impacts. Finally, the Commission considers that this transition should be just and inclusive, leaving no one behind. _________________ 29 COM(2019)640 final.
2022/02/23
Committee: EMPLENVI
Amendment 88 #

2021/0206(COD)

Proposal for a regulation
Recital 13 b (new)
(13 b) Support should be provided for accessing to quality employment, notably through tailored job search assistance and flexible and modular learning courses that also target green and digital skills where appropriate; Well-designed, targeted and time-bound employment programmes should also be considered in order to prepare beneficiaries via training, in particular people in vulnerable situations, for continued participation in the labour market.
2022/03/01
Committee: TRAN
Amendment 89 #

2021/0206(COD)

Proposal for a regulation
Recital 13 c (new)
(13 c) Job creation is crucial in the context of this Regulation, in particular in territories most affected by the green transition and, where appropriate. The Commission and the Member States should facilitate access to finance and markets for micro, small and medium- sized enterprises with a view to promoting competitiveness, innovation and employment across the single market, including in sectors of strategic relevance in national and local contexts.
2022/03/01
Committee: TRAN
Amendment 93 #

2021/0206(COD)

Proposal for a regulation
Recital 14
(14) For that purpose, each Member State should submit to the Commission a Social Climate Plan (‘the Plan’). Those Plans should pursue two objectives. Firstly, they should provide vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users the necessary resources to finance and carry out investments in energy efficiency, decarbonisation of heating and cooling, in zero- and low-emission vehicles and mobility and charging infrastructure. Secondly, they should mitigate the impact of the increase in the cost of fossil fuels on the most vulnerable and thereby prevent energy and transport poverty during the transition period until such investments have been implemented. The Plans should have an investment component promoting the long-term solution of reduce fossil fuels reliance and could envisage other measures, including temporary direct income support to mitigate adverse income effects in the shorter term.
2022/03/01
Committee: TRAN
Amendment 99 #

2021/0206(COD)

Proposal for a regulation
Recital 15
(15) Member States, in consultation with regional and local level authorities, are best placed to design and to implement Plans that are adapted and targeted to their local, regional and national circumstances as their existing policies in the relevant areas and planned use of other relevant EU funds. In that manner, the broad diversity of situations, the specific knowledge of local and regional governments, research and innovation and industrial relations and social dialogue structures, as well as national traditions, can best be respected and contribute to the effectiveness and efficiency of the overall support to the vulnerable.
2022/03/01
Committee: TRAN
Amendment 101 #

2021/0206(COD)

Proposal for a regulation
Recital 16
(16) Ensuring that the measures and investments are particularly targeted towards energy poor or vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users is key for a just transition towards climate neutrality. Support measures to promote reductions in greenhouse gas emissions should help Member States to address the social impacts arising from the emissions trading for the sectors of buildings and road transport, implying also low capacities to adapt to the consequences of the green transition.
2022/03/01
Committee: TRAN
Amendment 108 #

2021/0206(COD)

Proposal for a regulation
Recital 8
(8) Those amendments have differing economic and social impacts on the different sectors of the economy, on the citizens, and the Member States. In particular, the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC of the European Parliament and the Council31 should provide an additional economic incentive to invest into the reduction of fossil fuel consumption and thereby accelerate the reduction of greenhouse gas emissions. Combined with other measures, this should, in the medium to long term, reduce the costs for buildings and road transport, and provide new opportunities for quality job creation and investments. _________________ 31 Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a system for greenhouse gas emission allowance trading within the Union (OJ L 275, 25.10.2003, p. 32).
2022/02/23
Committee: EMPLENVI
Amendment 121 #

2021/0206(COD)

Proposal for a regulation
Recital 19
(19) Women are particularly affected by carbon pricing as they represent 85% of single parent families. Single parent families have a particularly high risk of child poverty. Gender equality and equal opportunities for all, and the mainstreaming of those objectives, as well as questions of accessibility for persons with health problems and disabilities should be taken into account and promoted throughout the preparation and implementation of Plans to ensure no one is left behind.
2022/03/01
Committee: TRAN
Amendment 123 #

2021/0206(COD)

Proposal for a regulation
Recital 20
(20) Member States should submit their Plans together with the update of their integrated national energy and climate plans, climate and transport and infrastructure plans (including charging infrastructure) in in accordance with Article 14 of Regulation (EU) 2018/1999 of the European Parliament and of the Council35 . The Plans should include the measures to be financed, their estimated costs and the national contribution. They should also include key milestones and targets to assess the effective implementation of the measures. _________________ 35Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
2022/03/01
Committee: TRAN
Amendment 127 #

2021/0206(COD)

Proposal for a regulation
Recital 10
(10) The increase in the price for fossil fuels may disproportionally affect vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users who spend a larger part of their incomes on energy and transport, who, in certain regions, do not have access to alternative, interconnected, efficient and affordable mobility and transport solutions and, who may lack the financial capacity to invest into the reduction of fossil fuel consumplow-carbon alternatives and implying low capacities to adapt to the consequences of the green transition.
2022/02/23
Committee: EMPLENVI
Amendment 131 #

2021/0206(COD)

Proposal for a regulation
Recital 23
(23) The financial envelope of the Fund should, in principle, be commensurate to amounts corresponding to 25% of the expected revenues from the inclusion of buildings and road transport into the scope of Directive 2003/87/EC in the period 2026-2032. Pursuant to Council Decision (EU, Euratom) 2020/205341 ,4. Member States should make those revenues available to the Union general budget as own resources. Member States are to co-finance 50% of the total coststheir Plan differently depending ofn their Plan themselvesGDP per capita. For this purpose, as well as for investment and measures to accelerate and alleviate the required transition for citizens negatively affected, Member States should inter alia use their expected revenues from emissions trading for buildings and road transport under Directive 2003/87/EC for that purpose. _________________ 41Council Decision (EU, Euratom) 2020/2053 of 14 December 2020 on the system of own resources of the European Union and repealing Decision 2014/335/EU, Euratom (OJ L 424, 15.12.2020, p. 1).
2022/03/01
Committee: TRAN
Amendment 134 #

2021/0206(COD)

(25 a) To ensure that support under the Plans can be effectively implemented from the initial years starting from the entry into force of the Social Climate Fund, it should be possible for an amount of up to13 % of the financial contribution of Member States to be paid in the form of pre-financing by the Commission.
2022/03/01
Committee: TRAN
Amendment 137 #

2021/0206(COD)

Proposal for a regulation
Recital 28
(28) The implementation of the Fund should be carried out in line with the principle of sound financial management, including the effective prevention and prosecution of fraud, tax fraudavoidance, tax evasion, corruption and conflicts of interest.
2022/03/01
Committee: TRAN
Amendment 143 #

2021/0206(COD)

Proposal for a regulation
Article 1 – paragraph 3
The measures and investments supported by the Fund shall benefit households, micro-enterprises, small and medium enterprises (SMEs) and transport users, which are vulnerable and particularly affected by the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC, especially households in energy poverty and citizens without public transport alternative to individual cars (in remote and rural areas)transport poverty and users with low capacities to adapt to the consequences of the green transition.
2022/03/01
Committee: TRAN
Amendment 150 #

2021/0206(COD)

Proposal for a regulation
Article 1 – paragraph 4
The general objective of the Fund is to contribute to the transition towards climate neutrality by addressing the social impacts of the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC. The specific objective of the Fund is to support vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users through temporary direct income support and through measures and investments intended to increase energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to efficient and affordable zero- and low-emission mobility and transport while maintaining technology neutrality.
2022/03/01
Committee: TRAN
Amendment 158 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 1
(1) ‘building renovation’ means all kinds of energy-related building renovation, including the insulation of the building envelope, that is to say walls, roof, floor, the replacement of windows, the replacement of heating, cooling and cooking appliances, and the installation of on-site production of energy from renewable and carbon neutral sources;
2022/03/01
Committee: TRAN
Amendment 159 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 2
(2) ‘energy poverty’ means energy poverty asthe situation defined in point [Article 2(49)] of Article 2 of Directive (EU) [yyyy/nnn] of the of the European Parliamentthe Energy Efficiency Directive recast27a, namely a‘household’s lack of access to essential energy services that underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and of the Council50 ; _________________ 50[Directive (EU) [yyyy/nnn] of the of the European Parliament and of the Council (OJ C […], […], p. […]).] [Proposal for recast of Directive 2012/27/EU on energy efficiency]r relevant policies’28a. _________________ 27aProposal for a Directive of the European Parliament and of the Council on energy efficiency (recast), COM(2021) 558 final. 28aWhile it is left to Member States to define the concept of ‘vulnerable customers’, it comprises households unable to heat or cool their homes adequately and/or having arrears in paying their utility bills in line with Commission Recommendation on energy poverty, C/2020/9600 final (OJ L 357, 27.10.2020, p. 35).
2022/03/01
Committee: TRAN
Amendment 160 #

2021/0206(COD)

Proposal for a regulation
Recital 12 a (new)
(12a) Transport poverty is a combination of different metrics, which define the social and transport disadvantages one can have such as transport affordability (inability to meet the cost of transport), mobility poverty (lack of transport options), accessibility poverty (lack of access to essential services, such as education, food, healthcare). It is also highly related to access to goods and services, yet these aspects are strongly distributed geographically, temporally and socially and it is related to transport supply, minimum levels of mobility and individuals’ accessibility levels. Transport poverty can determine transport-related social exclusion, which can be defined as the inability to sufficiently participate in society due to transport-related or social disadvantages;
2022/02/23
Committee: EMPLENVI
Amendment 162 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 2 a (new)
(2 a) ‘transport poverty’ means poverty affecting households and user that have a high share of mobility expenditure to disposable income or a limited availability of affordable, efficient interconnected modes of individual or collective transport required to meet essential socio-economic needs, with a particular focus on households in rural, insular, mountainous, outermost regions, remote and less accessible areas or less developed regions or territories, including less developed peri-urban areas, caused by one or a combination of the following factors: high fuel expenditures, the phase- out of fossil fuels, high costs of the uptake of zero or low-carbon vehicles, non- sufficient transport infrastructure and alternative fuel infrastructure including electric charging, high costs or lack of availability of adequate, efficient and affordable public modes of transport;
2022/03/01
Committee: TRAN
Amendment 169 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 9 a (new)
(9 a) ‘micro, small and medium-sized enterprises’ (SMEs) means enterprises that employ fewer than 250 persons, including solo self-employed, and which have an annual turn over not exceeding EUR 50 million, and/or an annual balance sheet total not exceeding EUR 43 million, calculated in accordance with Articles 3 to 6 of Annex I to Commission Regulation (EU) No 651/201433a _________________ 33a Commission Regulation (EU) No 651/2014 of 17 June 2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty Text with EEA relevance (OJ L 187, 26.6.2014, p. 1).
2022/03/01
Committee: TRAN
Amendment 171 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 10
(10) ‘transport users’ means households, NEETs and students, irrespective of the income level of their households or micro- enterprises and SMEs that use various transport, freight and mobility options;
2022/03/01
Committee: TRAN
Amendment 174 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 11
(11) ‘vulnerable households’ means households in energy and transport poverty or households, including lower middle- incom who face or are at risk of facing a situation of significantly limited access to quality employment, including self-employment, and/or to education and training, and/or to a decent standard of living and essential services, implying low capacities to adapt tot he cones, thatsequences of the green transition and are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
2022/03/01
Committee: TRAN
Amendment 178 #

2021/0206(COD)

Proposal for a regulation
Recital 13
(13) A Social Climate Fund (‘the Fund’) should therefore be established to provide funds to the Member States to support their policies to address the social impacts of the emissions trading for buildings and road transport on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users. This should be achieved notably through temporary income support and measures and investments intended to reduce reliance on fossil fuels through increased energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to affordable and efficient zero- and low-emission mobility and transport to the benefit of vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users.
2022/02/23
Committee: EMPLENVI
Amendment 182 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 12
(12) ‘vulnerable micro-enterprises’ means micro-enterprises that are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
2022/03/01
Committee: TRAN
Amendment 185 #

2021/0206(COD)

Proposal for a regulation
Recital 13 a (new)
(13a) Access to quality and inclusive education, training and life-long learning for all is essential for ensuring that the workforce has the skills required to deliver on the green transition. Fair transition aspects should thus be integrated in the development and implementation of national skills strategies, in line with the European Skills Agenda and the EU’s new updated Industrial Strategy1a. Skills partnerships under the Pact for Skills will also be an important lever. Up-to-date labour market and skills intelligence and foresight, including at regional, sectoral and occupational levels allows for the identification and forecasting of relevant occupation-specific and transversal skills needs, also as a basis for adapting curricula to meet the skills needs for the green transition. Vocational education and training (VET) should equip young people and adults, in particular women, with the skills needed to master the green transition2b. Apprenticeships and paid traineeships, including strong training components, in particular for young people, contribute to labour market transitions, notably towards activities contributing to climate and environmental objectives, and sectors facing particular skills shortages. Increasing adult participation in lifelong learning should be promoted to meet upskilling and reskilling needs, inter alia by empowering individuals to seek training that is tailored to their needs and via short, quality- assured courses on skills for the green transition, building on the European approach to micro-credentials, which will also make it easier to value and recognise the outcomes of such courses. _________________ 1a Communication from the Commission ‘Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery’, COM(2021) 350 final. 2b Council Recommendation of 24 November 2020 on vocational education and training (VET) for sustainable competitiveness, social fairness and resilience (OJ C 417, 2.12.2020, p. 1).
2022/02/23
Committee: EMPLENVI
Amendment 185 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 12 a (new)
(12 a) ‘vulnerable SMEs’ means SMEs that are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive2003/87/EC;
2022/03/01
Committee: TRAN
Amendment 189 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 13
(13) ‘vulnerable transport users’ means transport users, including from lower middle-income households, that are significantly affected by the price impacts of the inclusion of road transport into the scope of Directive 2003/87/EC and lack the means to purchase zero- and low- emission vehicles or to switch to alternative sustainable modes of transport, including public transport, particularly in rural and remote areas.
2022/03/01
Committee: TRAN
Amendment 191 #

2021/0206(COD)

Proposal for a regulation
Recital 13 b (new)
(13b) Support should be provided for accessing to quality employment, notably through tailored job search assistance and flexible and modular learning courses that also target green and digital skills where appropriate; consider also Well- designed, targeted and time-bound employment programmes should also be considered in order to prepare beneficiaries via training, in particular people in vulnerable situations, for continued participation in the labour market.
2022/02/23
Committee: EMPLENVI
Amendment 192 #

2021/0206(COD)

Proposal for a regulation
Recital 13 c (new)
(13c) Job creation is crucial in the context of this Regulation, in particular in territories most affected by the green transition and, where appropriate. The Commission and the Member States should facilitate access to finance and markets for micro, small and medium- sized enterprises with a view to promoting competitiveness, innovation and employment across the single market, including in sectors of strategic relevance in national and local contexts.
2022/02/23
Committee: EMPLENVI
Amendment 195 #

2021/0206(COD)

Proposal for a regulation
Article 3 – paragraph 1
1. Each Member State shall submit to the Commission a Social Climate Plan (‘the Plan’) together with the update to the integrated national energy and climate plan referred to in Article 14(2) of Regulation (EU) 2018/1999 in accordance with the procedure and timeline laid down in that Article. The Plan shall contain a coherent set of measures and investments to address the impact of carbon pricing on vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in order to ensure affordable and efficient heating, cooling and mobility while accompanying and accelerating necessary measures to meet the climate targets of the Union.
2022/03/01
Committee: TRAN
Amendment 205 #

2021/0206(COD)

Proposal for a regulation
Article 3 – paragraph 3 – point a
(a) finance measures and investments to increase energy efficiency of buildings, to implement energy efficiency improvement measures, to carry out building renovation, and to decarbonise heating and cooling of buildings, including the integration of energy production from renewable and carbon neutral energy sources;
2022/03/01
Committee: TRAN
Amendment 207 #

2021/0206(COD)

Proposal for a regulation
Article 3 – paragraph 3 – point b
(b) finance measures and investments to increase the uptake of zero- and low- emission mobility and transport, while maintaining technological neutrality.
2022/03/01
Committee: TRAN
Amendment 221 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point b
(b) concrete accompanying measures needed to implement and accomplish the measures and investments of the Plan and reduce the effects referred to in point (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
2022/03/01
Committee: TRAN
Amendment 223 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
(b a) (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
2022/03/01
Committee: TRAN
Amendment 227 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point c
(c) an estimate of the likely effects of that increase in prices on households, and in particular on incidence of energy poverty and transport poverty, on micro- enterprises, SMEs and on transport users, comprising in particular an estimate and the identification of vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users; these impacts are to be analysed with a sufficientthe appropriate level of regional disaggregation, taking into account the national specificities and elements such as access to public transport and basic services and identifying the areas mostly affected, particularly territories whi, shared mobility, availability of efficient transport infrastructure and also alternative fuel infrastructure including ch are remote and ruralging infrastructure;
2022/03/01
Committee: TRAN
Amendment 235 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point d
(d) where the Plan provides for measures referred to in Article 3(2), the criteria for the identification of eligible final recipients, the indication of the envisaged time limit for the measures in question and their justification on the basis of a quantitative estimate and a qualitative explanation of how the measures in the Plan are expected to reduce energy and transport poverty and the vulnerability of households, micro-enterprises, SMEs and transport users to an increase of road transport and heating fuel prices;
2022/03/01
Committee: TRAN
Amendment 240 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point e
(e) envisaged specific milestones, targets and an indicative timetable for the implementation of the measures and investments to be completed by 31 July 20324;
2022/03/01
Committee: TRAN
Amendment 244 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point i
(i) the arrangements for the effective monitoring and implementation of the Plan by the Member State concerned, in particular of the proposed milestones and targets, including indicators for the implementation of measures and investments, which, where relevant, shall be those available with the Statistical office of the European Union European Statistical Office and the European Energy Poverty Observatory as identified by Commission Recommendation 2020/156354 on energy poverty; indicators related to transport poverty shall be regularly collected by European Statistical office and Transport Poverty Observatory shall be created by the European Commission; _________________ 54 OJ L 357, 27.10.2020, p. 35. 54
2022/03/01
Committee: TRAN
Amendment 247 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point j
(j) for the preparation and, where available, for the implementation of the Plan, a summary of the consultation process, conducted in accordance with Article 10 of Regulation (EU) 2018/1999 and with the national legal framework, of local and regional authorities, social partners, civil society organisations, youth organisations and other relevant stakeholders, and how the input of the stakeholders is reflected in the Plan;
2022/03/01
Committee: TRAN
Amendment 250 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 2
2. The Plans shall be consistent with the information included and the commitments made by the Member States under the European Pillar of Social Rights Action Plan and the European Social Fund Plus (ESF+) established by Regulation (EU) 2021/1057, under their cohesion policy operational programmes under Regulation (EU) 2021/105855 , under their Recovery and Resilience Plans in accordance with Regulation (EU) 2021/241 of the European Parliament and of the Council56 , under their long-term buildings renovation strategies pursuant to Directive 2010/31/EU and under their updated integrated national energy and climate plans under Regulation (EU) 2018/1999. They shall also be complementary to the Territorial Just Transition Plans pursuant to Regulation (EU) 2021/1056 of the European Parliament and of the Council57 . _________________ 55Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund (OJ L 231, 30.6.2021, p. 60). 56Regulation (EU) 2021/241 of the European Parliament and of the Council of 12 February 2021 establishing the Recovery and Resilience Facility (OJ L 57, 18.2.2021, p. 17). 57Regulation (EU) 2021/1056 of the European Parliament and of the Council of 24 June 2021 establishing the Just Transition Fund (OJ L 231, 30.6.2021, p. 1).
2022/03/01
Committee: TRAN
Amendment 257 #

2021/0206(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point c
(c) zero- and low-emission mobility and transport, while maintaining technological neutrality;
2022/03/01
Committee: TRAN
Amendment 265 #

2021/0206(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point e
(e) reductions in the number of vulnerable households, especially households in energy poverty and transport poverty, of vulnerable micro- enterprises, SMEs and of vulnerable transport users, including in rural and remote areas.
2022/03/01
Committee: TRAN
Amendment 269 #

2021/0206(COD)

Proposal for a regulation
Article 5 – paragraph 3
3. The Fund shall only support measures and investments respecting the principle of ‘do no significant harm’ referred to in Article 17 of Regulation (EU) 2020/852.deleted
2022/03/01
Committee: TRAN
Amendment 278 #

2021/0206(COD)

Proposal for a regulation
Article 6 – paragraph 2 – introductory part
2. Member States may include the costs of the following measures and investments in the estimated total costs of the Plans, provided they principally benefit vulnerable households, vulnerable micro- enterprises, vulnerable SMEs or vulnerable transport users and intend to:
2022/03/01
Committee: TRAN
Amendment 285 #

2021/0206(COD)

Proposal for a regulation
Article 6 – paragraph 2 – point b
(b) contribute to the decarbonisation, including the electrification, of heating and cooling of, and cooking in, buildings and the integration of energy from renewable and carbon neutral sources that contribute to the achievements of energy savings;
2022/03/01
Committee: TRAN
Amendment 294 #

2021/0206(COD)

Proposal for a regulation
Article 6 – paragraph 2 – point d
(d) provide access to zero- and low- emission vehicles and bikesother means of transport, , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure, including for recharging and refuelling; for support concerning low-emission vehicles, a timetable for gradually reducing the support shall be providedalternative fuels infrastructure networks;
2022/03/01
Committee: TRAN
Amendment 299 #

2021/0206(COD)

Proposal for a regulation
Article 6 – paragraph 2 – point e
(e) grant free access to public transport orand adapted tariffs for access to public transport, as well as fostering sustainable and carbon neutral mobility on demand and shared mobility services;
2022/03/01
Committee: TRAN
Amendment 302 #

2021/0206(COD)

Proposal for a regulation
Recital 20
(20) Member States should submit their Plans together with the update of their integrated national energy and climate plansand transport and infrastructure plans (including charging infrastructure) in accordance with Article 14 of Regulation (EU) 2018/1999 of the European Parliament and of the Council35 . The Plans should include the measures to be financed, their estimated costs and the national contribution. They should also include key milestones and targets to assess the effective implementation of the measures. _________________ 35 Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
2022/02/23
Committee: EMPLENVI
Amendment 302 #

2021/0206(COD)

Proposal for a regulation
Article 6 – paragraph 2 – point f
(f) support public and private entities in developing and providing affordable and efficient zero- and low-emission mobility and carbon neutral transport services and the uptake of attractive active mobility options for rural, insular, mountainous, remote and less accessible areas or for less developed regions or territories, including less developed peri-urban areas.
2022/03/01
Committee: TRAN
Amendment 318 #

2021/0206(COD)

Proposal for a regulation
Article 8 – title
8 Pass-on of benefits to households, micro-enterprises, SMEs and transport users
2022/03/01
Committee: TRAN
Amendment 320 #

2021/0206(COD)

Proposal for a regulation
Article 8 – paragraph 1
Member States may include into the estimated total costs financial support provided to public or private entities other than vulnerable households, vulnerable micro-enterprises vulnerable SMEs, and vulnerable transport uses, if those entities carry out measures and investments ultimately benefitting vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users.
2022/03/01
Committee: TRAN
Amendment 323 #

2021/0206(COD)

Proposal for a regulation
Article 8 – paragraph 2
Member States shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households, micro- enterprises, SMEs and transport users.
2022/03/01
Committee: TRAN
Amendment 326 #

2021/0206(COD)

Proposal for a regulation
Article 9 – paragraph 1
1. The financial envelope for the implementation of the Fund for the period 2025-2027 shall be minimally EUR 23 700 000 000 in current prices.
2022/03/01
Committee: TRAN
Amendment 332 #

2021/0206(COD)

Proposal for a regulation
Recital 23
(23) The financial envelope of the Fund should, in principle, be commensurate to amounts corresponding to 25% of the expected revenues from the inclusion of buildings and road transport into the scope of Directive 2003/87/EC in the period 2026-2032. Pursuant to Council Decision (EU, Euratom) 2020/205341 , Member States should make those revenues available to the Union general budget as own resources. Member States are to co-finance 50% of the total coststheir Plan differently, depending ofn their Plan themselvesGDP per capita. For this purpose, as well as for investment and measures to accelerate and alleviate the required transition for citizens negatively affected, Member States should inter alia use their expected revenues from emissions trading for buildings and road transport under Directive 2003/87/EC for that purpose. _________________ 41 Council Decision (EU, Euratom) 2020/2053 of 14 December 2020 on the system of own resources of the European Union and repealing Decision 2014/335/EU, Euratom (OJ L 424, 15.12.2020, p. 1).
2022/02/23
Committee: EMPLENVI
Amendment 334 #

2021/0206(COD)

Proposal for a regulation
Article 9 – paragraph 2
2. The financial envelope for the implementation of the Fund for the period 2028-20324 shall be minimally EUR 48 500 000 000 in current prices, subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in Article 312 TFEU.
2022/03/01
Committee: TRAN
Amendment 337 #

2021/0206(COD)

Proposal for a regulation
Article 9 – paragraph 2 a (new)
2 a. The fund shall be financed from the EU general budget as the fund shall be fully budgeted by the contribution of Member states stemming from the revenues related to the extension of the ETS[A1] [A2] in accordance with the Chapter IV a ofDirective2003/87/EC39a; _________________ 39aThe revised ETS Directive 2003/87/EC obliges the Member states to send 25% of the ETS2 revenues to the general EU budget to the Other resources.
2022/03/01
Committee: TRAN
Amendment 341 #

2021/0206(COD)

Proposal for a regulation
Article 10 – title
10 Resources from shared management programmes and uUse of resources
2022/03/01
Committee: TRAN
Amendment 343 #

2021/0206(COD)

Proposal for a regulation
Article 10 – paragraph 1
1. Resources allocated to Member States under shared managementfrom the Fund may, at their request, be transferred to the FundPrograms under shared management, subject to the conditions set out in the relevant provisions of Regulation (EU) 2021/1060. The CommissionMember States shall implement those resources directly in accordance with Article 62(1), first subparagraph, point (ab) of Regulation (EU, Euratom) 2018/1046. Those resources shall be used exclusively for the benefit of the Member State concerned.
2022/03/01
Committee: TRAN
Amendment 345 #

2021/0206(COD)

Proposal for a regulation
Article 10 – paragraph 1 a (new)
1 a. If Member States opt for transfer of resources to shared management programs, the Fund shall be implemented in accordance with the relevant rules of Regulation(EU) 2021/1060.
2022/03/01
Committee: TRAN
Amendment 358 #

2021/0206(COD)

Proposal for a regulation
Article 14 – paragraph 1
1. Member States shall contribute at least to 50 percent of the total estimated costs of their PlansThe co-financing rate, applicable to the Member States shall not be higher than: (a) 85 % for less developed regions41a, whose GDP per capita is less than 75 % of the average GDP per capita of the EU-27; (b) 70 % for transition regions, whose GDP per capita is between 75 % and 100 % of the average GDP per capita of the EU-27; (c) 50 % for more developed regions, whose GDP per capita is above 100 % of the average GDP per capita of the EU-27; (d) The co-financing rates set out under point (a) shall also apply to the outermost regions. _________________ 41aRegions corresponding to level 2 of the common classification of territorial units for statistics (‘NUTS level regions’) established by Regulation (EC) No 1059/2003 as amended by Regulation (EU) 2016/2066.
2022/03/01
Committee: TRAN
Amendment 367 #

2021/0206(COD)

Proposal for a regulation
Article 15 – paragraph 2 – point a – point i
(i) whether the Plan represents a response to the social impact on and challenges faced by vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users in the Member State concerned from establishing the emission trading system for buildings and road transport established pursuant to Chapter IVa of Directive 2003/87/EC, especially households in energy poverty and transport poverty, duly taking into account the challenges identified in the assessments of the Commission of the update of the concerned Member State’s integrated national energy and climate plan and of its progress pursuant to Article 9(3), and Articles 13 and 29 of Regulation (EU) 2018/1999, as well as in the Commission recommendations to Member States issued pursuant to Article 34 of Regulation (EU) 2018/1999 in view of the long-term objective of climate neutrality in the Union by 2050. This shall take into account the specific challenges and the financial allocation of the Member State concerned;
2022/03/01
Committee: TRAN
Amendment 377 #

2021/0206(COD)

Proposal for a regulation
Article 15 – paragraph 2 – point b – point i
(i) whether the Plan is expected to have a lasting impact on the challenges addressed by that Plan and in particular on vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users, especially households in energy poverty and transport poverty, in the Member State concerned;
2022/03/01
Committee: TRAN
Amendment 392 #

2021/0206(COD)

Proposal for a regulation
Article 18 – paragraph 2
2. The individual legal commitment covering the period 2028-20324 shall be concluded subject to the availability of the amounts referred to in Article 9(2) of this Regulation under the annual ceilings of the multiannual financial framework referred to in Article 312 TFEU.
2022/03/01
Committee: TRAN
Amendment 398 #

2021/0206(COD)

Proposal for a regulation
Article 23 – paragraph 1 – point a
(a) detailed quantitative information on the number of households in energy poverty and transport poverty;
2022/03/01
Committee: TRAN
Amendment 400 #

2021/0206(COD)

Proposal for a regulation
Article 23 – paragraph 1 – point b
(b) when applicable, detailed information on progress towards the national indicative objective to reduce the number of households in energy poverty and transport poverty;
2022/03/01
Committee: TRAN
Amendment 409 #

2021/0206(COD)

Proposal for a regulation
Article 24 – paragraph 2
2. By 31 December 20335, the Commission shall provide the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions with an independent ex post evaluation report.
2022/03/01
Committee: TRAN
Amendment 420 #

2021/0206(COD)

Proposal for a regulation
Article 1 – paragraph 4
The general objective of the Fund is to contribute to the transition towards climate neutrality by addressing the social impacts of the inclusion of greenhouse gas emissions from buildings and road transport into the scope of Directive 2003/87/EC. The specific objective of the Fund is to support vulnerable households, vulnerable micro-enterprises, vulnerable SMEs and vulnerable transport users through temporary direct income support and through measures and investments intended to increase energy efficiency of buildings, decarbonisation of heating and cooling of buildings, including the integration of energy from renewable and carbon neutral sources, and granting improved access to efficient and affordable zero- and low-emission mobility and transport while maintaining technology neutrality.
2022/02/23
Committee: EMPLENVI
Amendment 436 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 1
(1) ‘building renovation’ means all kinds of energy-related building renovation, including the insulation of the building envelope, that is to say walls, roof, floor, the replacement of windows, the replacement of heating, cooling and cooking appliances, and the installation of on-site production of energy from renewable and carbon neutral sources;
2022/02/23
Committee: EMPLENVI
Amendment 438 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 2
(2) ‘energy poverty’ means energy poverty asthe situation defined in point [Article 2(49)] of Article 2 of Directive (EU) [yyyy/nnn] of the of the European Parliamentthe Energy Efficiency Directive recast27a, namely a ‘household’s lack of access to essential energy services that underpin a decent standard of living and health, including adequate warmth, cooling, lighting, and energy to power appliances, in the relevant national context, existing social policy and of the Council50 ; _________________ 50 [Directive (EU) [yyyy/nnn] of the of the European Parliament and of the Council (OJ C […], […], p. […]).] [Proposal for recast of Directive 2012/27/EU on energy efficiency]r relevant policies’28a; _________________ 27a Proposal for a Directive of the European Parliament and of the Council on energy efficiency (recast), COM(2021) 558 final. 28a While it is left to Member States to define the concept of ‘vulnerable customers’, it comprises households unable to heat or cool their homes adequately and/or having arrears in paying their utility bills in line with Commission Recommendation on energy poverty, C/2020/9600 final (OJ L 357, 27.10.2020, p. 35).
2022/02/23
Committee: EMPLENVI
Amendment 446 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 2 a (new)
(2a) ‘transport poverty’ means poverty affecting households and users that have a high share of mobility expenditure to disposable income or a limited availability of affordable, efficient interconnected modes of individual or public transport required to meet essential socio-economic needs, with a particular focus on households in rural, insular, mountainous, outermost regions, remote and less accessible areas or less developed regions or territories, including less developed peri-urban areas, caused by one or a combination of the following factors: high fuel expenditures, the phase- out of fossil fuels, high costs of the uptake of zero or low-carbon vehicles, non- sufficient transport infrastructure and alternative fuel infrastructure including electric charging, high costs or lack of availability of adequate, efficient and affordable public modes of transport;
2022/02/23
Committee: EMPLENVI
Amendment 456 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 9 a (new)
(9a) ‘micro, small and medium-sized enterprises’ (SMEs) means enterprises that employ fewer than 250 persons, including solo self-employed, and which have an annual turnover not exceeding EUR 50 million, and/or an annual balance sheet total not exceeding EUR 43 million, calculated in accordance with Articles 3 to 6 of Annex I to Commission Regulation (EU) No 651/201433a. _________________ 33a Commission Regulation (EU) No 651/2014 of 17 June 2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty Text with EEA relevance (OJ L 187, 26.6.2014, p. 1).
2022/02/23
Committee: EMPLENVI
Amendment 460 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 10
(10) ‘transport users’ means households, people Not engaged in Education, Employment or Training (NEETs) and students, irrespective of the income level of their households or micro-enterprises and SMEs that use various transport, freight and mobility options;
2022/02/23
Committee: EMPLENVI
Amendment 467 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 11
(11) ‘vulnerable households’ means households in energy and transport poverty or households, including lower middle- incom who face or are at risk of facing a situation of significantly limited access to quality employment, including self-employment, and/or to education and training, and/or to a decent standard of living and essential services, implying low capacities to adapt to the cones, thatsequences of the green transition and are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
2022/02/23
Committee: EMPLENVI
Amendment 480 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 12
(12) ‘vulnerable micro-enterprises’ means micro-enterprises that are significantly affected by the price impacts of the inclusion of buildings into the scope of Directive 2003/87/EC and lack the means to renovate the building they occupy;
2022/02/23
Committee: EMPLENVI
Amendment 489 #

2021/0206(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point 12 a (new)
(12a) ‘vulnerable SMEs’ means SMEs that are significantly affected by the price impacts of the inclusion of buildings and road transport into the scope of Directive2003/87/EC;
2022/02/23
Committee: EMPLENVI
Amendment 555 #

2021/0206(COD)

Proposal for a regulation
Article 3 – paragraph 3 – point a
(a) finance measures and investments to increase energy efficiency of buildings, to implement energy efficiency improvement measures, to carry out building renovation, and to decarbonise heating and cooling of buildings, including the integration of energy production from renewable and carbon neutral energy sources;
2022/02/23
Committee: EMPLENVI
Amendment 566 #

2021/0206(COD)

Proposal for a regulation
Article 3 – paragraph 3 – point b
(b) finance measures and investments to increase the uptake of zero- and low- emission mobility and transport, while maintaining technological neutrality.
2022/02/23
Committee: EMPLENVI
Amendment 583 #

2021/0206(COD)

(b) concrete accompanying measures needed to accomplishimplement the measures and investments of the Plan and reduce the effects referred to in point (c) as well as information on existing or planned financing of measures and investments from other Union, international, public or private sources;
2022/02/23
Committee: EMPLENVI
Amendment 587 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
(ba) information on existing or planned financing of measures and investments from other Union, international, public or private sources;
2022/02/23
Committee: EMPLENVI
Amendment 590 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point c
(c) an estimate of the likely effects of that increase in prices on households, and in particular on incidence of energy poverty and transport poverty, on micro- enterprises, SMEs and on transport users, comprising in particular an estimate and the identification of vulnerable households, vulnerable micro- enterprises, vulnerable SMEs and vulnerable transport users; these impacts are to be analysed with a sufficientthe appropriate level of regional disaggregation, taking into account the national specificities and elements such as access to public transport and basic services and identifying the areas mostly affected, particularly territories whi, shared mobility, availability of efficient transport infrastructure and also alternative fuel infrastructure including ch are remote and ruralging infrastructure;
2022/02/23
Committee: EMPLENVI
Amendment 616 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point e
(e) envisaged specific milestones, targets and an indicative timetable for the implementation of the measures and investments to be completed by 31 July 20324;
2022/02/23
Committee: EMPLENVI
Amendment 635 #

2021/0206(COD)

(i) the arrangements for the effective monitoring and implementation of the Plan by the Member State concerned, in particular of the proposed milestones and targets, including indicators for the implementation of measures and investments, which, where relevant, shall be those available with the Statistical office of the European Union European Statistical Office and the European Energy Poverty Observatory as identified by Commission Recommendation 2020/156354 on energy poverty; indicators related to transport poverty shall be regularly collected by European Statistical office and Transport Poverty Observatory shall be created by the European Commission; _________________ 54 OJ L 357, 27.10.2020, p. 35.
2022/02/23
Committee: EMPLENVI
Amendment 639 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 1 – point j
(j) for the preparation and, where available, for the implementation of the Plan, a summary of the consultation process, conducted in accordance with Article 10 of Regulation (EU) 2018/1999 and with the national legal framework, of local and regional authorities, social partners, civil society organisations, youth organisations and other relevant stakeholders, and how the input of the stakeholders is reflected in the Plan;
2022/02/23
Committee: EMPLENVI
Amendment 644 #

2021/0206(COD)

Proposal for a regulation
Article 4 – paragraph 2
2. The Plans shall be consistent with the information included and the commitments made by the Member States under the European Pillar of Social Rights Action Plan and the European Social Fund Plus (ESF+) established by Regulation (EU) 2021/1057, under their cohesion policy operational programmes under Regulation (EU) 2021/105855 , under their Recovery and Resilience Plans in accordance with Regulation (EU) 2021/241 of the European Parliament and of the Council56 , under their long-term buildings renovation strategies pursuant to Directive 2010/31/EU and under their updated integrated national energy and climate plans under Regulation (EU) 2018/1999. They shall also be complementary to the Territorial Just Transition Plans pursuant to Regulation (EU) 2021/1056 of the European Parliament and of the Council57 . _________________ 55 Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund (OJ L 231, 30.6.2021, p. 60). 56 Regulation (EU) 2021/241 of the European Parliament and of the Council of 12 February 2021 establishing the Recovery and Resilience Facility (OJ L 57, 18.2.2021, p. 17). 57 Regulation (EU) 2021/1056 of the European Parliament and of the Council of 24 June 2021 establishing the Just Transition Fund (OJ L 231, 30.6.2021, p. 1).
2022/02/23
Committee: EMPLENVI
Amendment 666 #

2021/0206(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point c
(c) zero- and low-emission mobility and transport, while maintaining technological neutrality;
2022/02/23
Committee: EMPLENVI
Amendment 686 #

2021/0206(COD)

Proposal for a regulation
Article 5 – paragraph 3
3. The Fund shall only support measures and investments respecting the principle of ‘do no significant harm’ referred to in Article 17 of Regulation (EU) 2020/852.deleted
2022/02/23
Committee: EMPLENVI
Amendment 743 #

2021/0206(COD)

Proposal for a regulation
Article 6 – paragraph 2 – point b
(b) contribute to the decarbonisation, including the electrification, of heating and cooling of, and cooking in, buildings and the integration of energy from renewable and carbon neutral sources that contribute to the achievements of energy savings;
2022/02/23
Committee: EMPLENVI
Amendment 759 #

2021/0206(COD)

Proposal for a regulation
Article 6 – paragraph 2 – point d
(d) provide access to zero- and low- emission vehicles and bikesother means of transport, including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure, including for recharging and refuelling; for support concerning low-emission vehicles, a timetable for gradually reducing the support shall be providedalternative fuels infrastructure networks;
2022/02/23
Committee: EMPLENVI
Amendment 773 #

2021/0206(COD)

Proposal for a regulation
Article 6 – paragraph 2 – point e
(e) grant free access to public transport orand adapted tariffs for access to public transport, as well as fostering sustainable and carbon neutral mobility on demand and shared mobility services;
2022/02/23
Committee: EMPLENVI
Amendment 781 #

2021/0206(COD)

Proposal for a regulation
Article 6 – paragraph 2 – point f
(f) support public and private entities in developing and providing affordable and efficient zero- and low-emission mobility and carbon neutral transport services and the uptake of attractive active mobility options for rural, insular, mountainous, remote and less accessible areas or for less developed regions or territories, including less developed peri-urban areas.
2022/02/23
Committee: EMPLENVI
Amendment 846 #

2021/0206(COD)

Proposal for a regulation
Article 9 – paragraph 2
2. The financial envelope for the implementation of the Fund for the period 2028-20324 shall be minimally EUR 48 500 000 000 in current prices, subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in Article 312 TFEU.
2022/02/23
Committee: EMPLENVI
Amendment 854 #

2021/0206(COD)

Proposal for a regulation
Article 9 – paragraph 2 a (new)
2a. The fund shall be financed from the EU general budget as the fund shall be fully budgeted by the contribution of Member states stemming from the revenues related to the extension of the ETS[A1] [A2] in accordance with the Chapter IV a ofDirective2003/87/EC39a; _________________ 39a The revised ETS Directive 2003/87/EC obliges the Member states to send 25% of the ETS2 revenues to the general EU budget to the Other resources.
2022/02/23
Committee: EMPLENVI
Amendment 863 #

2021/0206(COD)

Proposal for a regulation
Article 10 – title
10 Resources from shared management programmes and uUse of resources
2022/02/23
Committee: EMPLENVI
Amendment 865 #

2021/0206(COD)

Proposal for a regulation
Article 10 – paragraph 1
1. Resources allocated to Member States under shared managementfrom the Fund may, at their request, be transferred to the FundPrograms under shared management, subject to the conditions set out in the relevant provisions of Regulation (EU) 2021/1060. The CommissionMember States shall implement those resources directly in accordance with Article 62(1), first subparagraph, point (ab) of Regulation (EU, Euratom) 2018/1046. Those resources shall be used exclusively for the benefit of the Member State concerned.
2022/02/23
Committee: EMPLENVI
Amendment 883 #

2021/0206(COD)

Proposal for a regulation
Article 11 – paragraph 1 a (new)
If Member States opt for transfer of resources to shared management programs, the Fund shall be implemented in accordance with the relevant rules of Regulation (EU) 2021/1060.
2022/02/23
Committee: EMPLENVI
Amendment 901 #

2021/0206(COD)

Proposal for a regulation
Article 14 – paragraph 1
1. Member States shall contribute at least to 50 percent of the total estimated costs of their Plans. The co-financing rate, applicable to the Member States shall not be higher than: (a) 85 % for less developed regions41a, whose GDP per capita is less than 75 % of the average GDP per capita of the EU-27; (b) 70 % for transition regions, whose GDP per capita is between 75 % and 100 % of the average GDP per capita of the EU-27; (c) 50 % for more developed regions, whose GDP per capita is above 100 % of the average GDP per capita of the EU-27; (d) The co-financing rates set out under point (a) shall also apply to the outermost regions. _________________ 41a Regions corresponding to level 2 of the common classification of territorial units for statistics (‘NUTS level regions’) established by Regulation (EC) No 1059/2003 as amended by Regulation (EU) 2016/2066.
2022/02/23
Committee: EMPLENVI
Amendment 1012 #

2021/0206(COD)

Proposal for a regulation
Article 18 – paragraph 2
2. The individual legal commitment covering the period 2028-20324 shall be concluded subject to the availability of the amounts referred to in Article 9(2) of this Regulation under the annual ceilings of the multiannual financial framework referred to in Article 312 TFEU.
2022/02/23
Committee: EMPLENVI
Amendment 1013 #

2021/0206(COD)

Proposal for a regulation
Article 18 – paragraph 3
3. Budgetary commitments may be based on global commitments and, where appropriate, may be broken down into annual instalments spread over several years.
2022/02/23
Committee: EMPLENVI
Amendment 1092 #

2021/0206(COD)

Proposal for a regulation
Article 24 – paragraph 2
2. By 31 December 20335, the Commission shall provide the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions with an independent ex post evaluation report.
2022/02/23
Committee: EMPLENVI
Amendment 41 #

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 of the Union economy. It has been a strong driver for economic growth, jobs, trade and tourism, as well as for connectivity and mobility for businesses and citizens alike, as well as one of the main connector for and from outermost regions and the mainland, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity within the Union and with third countries, and has been a significant enabler of the Union economy.
2022/03/14
Committee: TRAN
Amendment 47 #

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 sight, it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. At the same time, emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. Therefore, it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the Union’s climate goals, with high levels of connectivity, safety and security., avoiding the possible raise of air fares and the reduction of flight frequencies;
2022/03/14
Committee: TRAN
Amendment 51 #

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 rules established at global level at the International Civil Aviation Organisation (ICAO), as well as by comprehensive multilateral or bilateral agreements between the Union or its Member States, and third countries. The Union external aviation policy should promote convergence on the use of sustainable aviation fuels and, if appropriate, should establish specific provisions on the use of sustainable aviation fuels within the comprehensive multilateral and bilateral air transport agreements between the EU or its Member States ;
2022/03/14
Committee: TRAN
Amendment 58 #

2021/0205(COD)

Proposal for a regulation
Recital 4
(4) The air transport market is subject to strong competition between economic actors globally and across the Union, for which a level playing field is indispensable. The stability and prosperity of the air transport market and its economic actors relies on a clear and harmonised policy framework where aircraft operators, airports and the relevant parties involved in fuel supply and other aviation actors can operate on the basis of equal opportunities. Where market distortions occur, they risk putting aircraft operators or airports at a disadvantage with internal or external competitors. In turn, this can result in a loss of competitiveness of the air transport industry, and a loss of air connectivity for citizens and businesses.
2022/03/14
Committee: TRAN
Amendment 60 #

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 aircraft operators’ economic performance and negatively impact competition on the market, reduce the attractiveness of the aviation sector and therefore mobility, with high fuel prices translated directly into high end-consumer fares. Where differences in aviation fuel prices exist between Union airports or between Union and non-Union airports, this can lead aircraft operators to adapt their refuelling strategies for economic reasonsin order to remain competitive. Fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. Fuel tankering by aircraft operators accordingly undermines of the Union’s efforts towards environmental protection. SOn the other hand, refuelling obligations are costly for aircraft operators as they prolong the turn-around times and reduces operational capacity of the airports, especially in peak hours. The tankering on short haul flights has rather limited impact on fuel consumption and fuel burn. Nevertheless, some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. This can have detrimental effects on the competitiveness of the sector, leading to market distortions and be harmful to air connectivity. This Regulation should set up balanced measures to prevent suchall possible adverse practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.
2022/03/14
Committee: TRAN
Amendment 67 #

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 of the air transport sector is a necessary and challenging process, especially in the short term. Technological advancements and a strong commitment from the industry, pursued in European and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. However, the global growth of air traffic has outpaced the sector’s emissions reductions. Whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades, sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges, already in the short term but also in the medium and long term. However, this potential is currently largely untapped and needs support over time for the development and deployment of mature and new sustainable aviation fuels and on research for new aircraft engines and technologies. _________________ 10 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.
2022/03/14
Committee: TRAN
Amendment 78 #

2021/0205(COD)

Proposal for a regulation
Recital 8
(8) Sustainable aviation fuels are liquid, drop-in fuels, fully fungible with conventional aviationfuels which save 55% of greenhouse gases as compared with fossil fuels and are compatible with existing aircraft engines. Several production pathways of sustainable aviation fuels have been certified at global level for use in civil or military aviation. SAmong sustainable aviation fuels some are technologically ready to play an important role in reducing emissions from air transport already in the very short term. They are expected to account for a major part of the aviation fuel mix in the medium and long term. Further, with the support of appropriate international fuel standards, sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator, thus helping to reduce other non-CO2 emissions. Other alternatives to power aircraft, which should also be supported and covered by this Regulation, such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.
2022/03/14
Committee: TRAN
Amendment 81 #

2021/0205(COD)

Proposal for a regulation
Recital 9
(9) The gradual introduction of sustainable aviation fuels on the air transport market will represent an additional fuel cost for airlines, as such fuel technologies are currently more expensive to produce than conventional aviation fuel. This is expected to exacerbate the pre-existing issues of level playing field on the air transport market as regards aviation fuel, and to cause further distortions among aircraft operators and airports. This regulation should take measures to prevent that the introduction of sustainable aviation fuels affects negatively the competitiveness of the aviation sector by defining harmonised requirements across the Union., avoiding different blending mandates at national level;
2022/03/14
Committee: TRAN
Amendment 87 #

2021/0205(COD)

Proposal for a regulation
Recital 10
(10) At global level, sustainable aviation fuels are regulated at ICAOnd defined at ICAO and the Union should follow similar approach to align Union aviation framework with those international standards with the aim of promoting sustainable aviation fuels at global level. In particular, ICAO establishes detailed requirements on the sustainability, traceability and accounting of sustainable aviation fuels for use on flights covered by the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). While incentives are set in CORSIA and sustainable aviation fuels are considered an integral pillar of the work on the feasibility of a Long-Term Aspiration Goal for international aviation, there is currently no mandatory scheme on the use of sustainable aviation fuels for international flights. Comprehensive multilateral or bilateral air transport agreements between the EU or its Member States, and third countries generally include provisions on environmental protection. However, for the time being, such provisions do not impose on contracting parties any binding requirements on the use of sustainable aviation fuels.
2022/03/14
Committee: TRAN
Amendment 104 #

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 aircraft and aircraft engaged in operations for humanitarian, search, rescue, disaster relief or medical purposes, as well as customs, police and fire-fighting operations. Indeed, flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. Due to the nature of their operations, they may not always be in a position to fulfil obligations under this Regulation, as it may represent unnecessary burden. In order to cater for a level playing field across the EU aviation single market, this regulation should cover the largest possible share of commercial air traffic operated from airports located on EU territory. At the same time, in order to safeguard air connectivity for the benefits of EU citizens, businesses and regions, it is important to avoid imposing undue burden on air transport operations at small airports. A threshold of yearly passenger air traffic and freight traffic should be defined, below which airports would not be covered by this Regulation; however, the scope of the Regulation should cover at least 95% of total traffic departing from airports in the Union. For the same reasons, a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on EU territory. However, airports that meet the exemption requirements can opt to be covered by this regulation after the Member State report to the Commission.
2022/03/14
Committee: TRAN
Amendment 116 #

2021/0205(COD)

(16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, all sustainable aviation fuels produced from feedstock listed in Parts A and B of Annex IX ofvided by Directive (EU) 2018/2001, as well asincluding synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology, complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29 and certified in accordance with Article 30 of that Directive are essential to decarbonise air transport already in the short term.
2022/03/14
Committee: TRAN
Amendment 124 #

2021/0205(COD)

Proposal for a regulation
Recital 17
(17) For sustainability reasonsGiven safeguards provided by Articles 29 and 30 of Directive (EU) 2018/2001, feed and food crop-based fuels should not be eligible. In particular, indirect land-use change occurs when the cultivation of crops for biofuels displaces traditional production of crops for food and feed purposes. Such additional demand increases the pressure oProper enforcement of this Directive with an appropriate track and trace system in pland and can lead to ce combined withe extension of agricultural land into areas with high-carbon stock, such as forests, wetlands and peatland, causing additional greenhouse gas emissions and loss of biodiversity concerns. Research has shown that the scale of the effect depends on a variety of factors, including the type of feedstock usedstablishing market conditions with tailored incentives, should lead to ramping up the alternative fuels market in the Union. In addition, Annex V of this Directive addresses the GHG savings of each crop for fueleach production, the level of additional demand for feedstock triggered by the use of biofuels and the extent to which land with high-carbon stock is protected worldwide. The highest risks of indirect land-use change have been identified for biofuels, fue pathway. While some feedstock indeed do not reduce as much emissions as others, they have on the other hand other advantages, such as the fact that they are available in Europe, that they produce also produced from feedtein for livestock for which a significant expansion of the productionthat they area into land with high-carbon stock is observmed. Accordingly, feed and food crop-based fuels should not be promoted. This approach is in line Union policy and in particular with Directive (EU) 2018/2001 which limits and sets a cap on the use of such biofuels in road and rail transport, considering their lower environmental benefits, lower performance in terms of greenhouse reduction potential and broader sustainability concerns. In addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels – indirect land-use change poses risks also to biodiversity. This risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demandiate crops to protect the soil during winter. It is therefore recommended, in particular during the green transition, to allow the use of every fuel, where the feedstock is harvested under the sustainability criteria laid out in Article 29 of Directive (EU)2018/2001. Furthermore, Directive (EU) 2018/2001 limits and sets a cap on the use of biofuels in road and rail transport, which can be extended to all modes of transport. The aviation sector has currently insignificant levels of demand for food and feed crops- based biofuels, since over 99% of currently used aviation fuels are of fossil origin. It is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels by promoting their use under this Regulation. The non- eligibility of crop-based biofuels under this Regulation also minimises any risk to slow down the decarbonisation of road transport, which could otherwise result from a shift of crop-based biofuels from the road to the aviation sector. It is essential to minimise such a shift, as road transport currently remains by far the most polluting transport sectoruse all types of sustainable aviation fuels in a cost effective manner to reach climate goals through effective measures.
2022/03/14
Committee: TRAN
Amendment 127 #

2021/0205(COD)

Proposal for a regulation
Recital 18
(18) A single, clear and robust sustainability framework is necessary to provide legal certainty and continuity for the aviation and fuels industries actors, on the eligibility of sustainable aviation fuels under this Regulation. To ensure consistency with other related EU policies, the eligibility of sustainable aviation fuels should be determined according to compliance with the sustainability criteria established in Article 29 of Directive 2018/200112 . _________________ 12 https://eur-lex.europa.eu/legal- content/EN/TXT/PDF/?uri=CELEX:32018 L2001&from=fr
2022/03/14
Committee: TRAN
Amendment 132 #

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 with growth potential to meet future needs fuel technologies, this Regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. The Commission should propose measures to incentivise the development and the uptake of sustainable aviation fuels necessary in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. Setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels, and in view of their current estimated production costs. When produced from renewable electricity and carbon captured directly from the air, synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. They also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. However, synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. Therefore, this Regulation should establish a dedicated sub-obligation for this technology. Other types of synthetic fuels, such as low carbon synthetic fuels achieving high greenhouse gas reductions, could be considered for inclusion in the scope of this Regulation in the course of future revisions, where such fuels become defined under the Renewable Energy Directiveare covered by the scope of this Regulation.
2022/03/14
Committee: TRAN
Amendment 142 #

2021/0205(COD)

Proposal for a regulation
Recital 20
(20) It is essential to ensure that the minimum shares of sustainable aviation fuels can be successfully supplied to the aviation market without supply shortages. For this purpose, sufficient lead-time should be planned to allow the renewable fuels industry to develop production capacity accordingly. The supply of sustainable aviation fuels should become mandatory starting in 2025. Similarly, in order to provide legal certainty and predictability to the market and drive investments durably towards sustainable aviation fuels production capacity, the terms of this Regulation should be stable over a long period of time.
2022/03/14
Committee: TRAN
Amendment 147 #

2021/0205(COD)

Proposal for a regulation
Recital 21
(21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. Tankering practices are unstainable and should be avoided as they undermine the Union’s efforts to reduce environmental impacts from transport. Those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight. Tankering practices also put at risk the level playing field in the Union between aircraft operators, and also between airports. This Regulation should therefore require aircraft operators to refuel prior to departure from a given Union airport. The amount of fuel uplifted prior to departures from a given Union airport should be commensurate with the amount of fuel necessary to operate the flights departing from that airport, taking into account the necessary compliance with fuel safety rules and operation standards. The requirement ensures that equal conditions for operations in the Union applying equally to Union and foreign operators, at least for part of its flights, while ensuring high level of environmental protection. As the Regulation does not define a maximum share of sustainable aviation fuels in all aviation fuels, airlines and fuel suppliers may pursue more ambitious environmental policies with higher sustainable aviation fuels uptake and supply in their overall network of operations, while avoiding fuel tankeringFor a level playing field between EU intra and extra flights, the Commission should regularly monitor, evaluate and report on fuel tankering cases and present to the European Parliament and the Council after the enter into force of this Regulation compensatory measures, if needed.
2022/03/14
Committee: TRAN
Amendment 152 #

2021/0205(COD)

Proposal for a regulation
Recital 21 a (new)
(21 a) The tradability of sustainable aviation fuel use, a so-called ‘book and claim’ system, should be introduced. By setting it up, within each airport covered by the Regulation, airlines would be able to purchase SAF certificates. Such a system would play an important role in monitoring the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives. Therefore, by 1 January 2025, the Commission should propose establishing ‘book and claim’ system through a delegated act.
2022/03/14
Committee: TRAN
Amendment 159 #

2021/0205(COD)

Proposal for a regulation
Recital 22
(22) Airports and the relevant parties involved in fuel supply covered by this Regulation should ensure that all the necessary infrastructure is provided for delivery, storage and refuelling of sustainable aviation fuel, so as not to constitute an obstacle with respect to the uptake of such sustainable aviation fuel. If necessary, the Agency should be able to require a Union airport and the relevant parties involved in fuel supply to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. The role of the Agency should allow airports and airlines to have a common focal point, in the event where technical clarification is necessary on the availability of fuel infrastructure.
2022/03/14
Committee: TRAN
Amendment 169 #

2021/0205(COD)

Proposal for a regulation
Recital 27 a (new)
(27 a) European SAF criteria should follow international standards and regulations at ICAO level to ensure global implementation and maximum environmental benefits, whilst ensuring a level playing field for all the stakeholders. A similar approach at ICAO level and for globally harmonized sustainability criteria should be advocate by the Union.
2022/03/14
Committee: TRAN
Amendment 170 #

2021/0205(COD)

(27 b) To further promote uptake of sustainable aviation fuels whose prices are predicted to remain multiple times higher than that of conventional fuel in the foreseeable future, aircraft operators covered under Directive 2003/87/EC should receive free allocations when using sustainable aviation fuels for activities covered under this Regulation.
2022/03/14
Committee: TRAN
Amendment 171 #

2021/0205(COD)

Proposal for a regulation
Recital 27 c (new)
(27 c) An Aviation Transition Fund (‘the Aviation Fund’) should be established to provide funds to the Member States to support their policies supporting air transport sector decarbonisation. This should be achieved notably through development of innovative technologies for decarbonising the sector, production of sustainable alternative fuels as defined in this regulation, including systems for collection of raw materials for alternative fuels, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new engines and technologies and airports infrastructure. The Commission should submit a legislative proposal for the creation of the Aviation Fund. The Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances and revenue generated from penalties raised in this Regulation. The Aviation Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article 322 TFEU, in particular Regulation (EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council.
2022/03/14
Committee: TRAN
Amendment 172 #

2021/0205(COD)

Proposal for a regulation
Recital 27 d (new)
(27 d) The establishment of a European SAF Alliance by the Commission focuses on aligning the entire industrial value chain to boost production, distribution and use of the SAF. This platform formed by aircraft operators, Union airports with the relevant parties in fuel supply, aviation fuel suppliers and fuels producers, among others, has the aim of identifying policies, market developments and scale-up of SAF in Europe, taking into consideration the principle of technology neutrality.
2022/03/14
Committee: TRAN
Amendment 176 #

2021/0205(COD)

Proposal for a regulation
Recital 29
(29) The penalties for the suppliers who fail to meet the targets set in this Regulation should be complemented by the obligation to supply the market with the shortfall of meeting the quota in the subsequent year;, under the condition of availability of feedstock and provided that such an obligation does not constitute a dual penalty.
2022/03/14
Committee: TRAN
Amendment 182 #

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 the relevant parties involved in fuel supply and aircraft operators to make the necessary technological and logistical investments. During this phase, aviation fuel containing higher shares of sustainable aviation fuel may be used to compensate for lower shares of sustainable aviation fuels or for the reduced availability of conventional aviation fuel at other airports.
2022/03/14
Committee: TRAN
Amendment 185 #

2021/0205(COD)

Proposal for a regulation
Recital 32 a (new)
(32 a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate compliance costs in the affected sectors.
2022/03/14
Committee: TRAN
Amendment 193 #

2021/0205(COD)

Proposal for a regulation
Article 2 – paragraph 1
This Regulation shall apply to aircraft operators, Union airports with the relevant parties in fuel supply, and to aviation fuel suppliers.
2022/03/14
Committee: TRAN
Amendment 194 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 1
— ‘Union airport’ means an airport as defined in Article 2(2) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period, and is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union. If any Union airport meets the exemption requirements, it may still opt to be covered by this Regulation. The Member State concerned shall report that information to the European Commission; _________________ 13 Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges
2022/03/14
Committee: TRAN
Amendment 200 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 2
— ‘aircraft operator’ means a person that operated at least 729XX commercial air transport flights departing from Union airports in the reporting period or, where that person may not be identified, the owner of the aircraft;
2022/03/14
Committee: TRAN
Amendment 212 #

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, whichfuels which save 55% of greenhouse gases as compared with fossil fuels, in line with Directive (EU) 2018/2001 and complying with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;
2022/03/14
Committee: TRAN
Amendment 233 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 8 a (new)
- Low carbon fuels means liquid and gaseous fuels which save at least 70% greenhouse gas emissions in comparison to conventional liquid or gaseous fossil fuels;
2022/03/14
Committee: TRAN
Amendment 238 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 13
— ‘yearly aviation fuel required’ means the amount of aviation fuel defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy, necessary to operate the totality of commercial air transport flights operated by an aircraft operator, departing from a given Union airport, over the course of a reporting period, taking into account operational restrictions and supply shortages;
2022/03/14
Committee: TRAN
Amendment 241 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 14
— ‘yearly non-tanked quantity’ means the difference between the yearly aviation fuel required as defined as trip fuel and taxi fuel in accordance with EASA Fuel Policy and the actual fuel uplifted by an aircraft operator prior to flights departing from a given Union airport, over the course of a reporting period;
2022/03/14
Committee: TRAN
Amendment 242 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 15
— ‘total yearly non-tanked quantity’ means the sum of the yearly non-tanked quantitiesdifference between the yearly aviation fuel required and the actual fuel uplifted by an aircraft operator at all Union airports over the course of a reporting period. The ratio between yearly aviation fuel required and the actual fuel uplifted shall not exceed the value of 105 %;
2022/03/14
Committee: TRAN
Amendment 244 #

2021/0205(COD)

Proposal for a regulation
Article 3 – paragraph 1 – indent 16 a (new)
- The relevant parties in fuel supply: means a supplier of ground-handling services as define in Directive 96/67 /EC in charge of the infrastructures necessary for the delivery, storage and uplifting of sustainable aviation fuels;
2022/03/14
Committee: TRAN
Amendment 261 #

2021/0205(COD)

Proposal for a regulation
Article 4 – paragraph 1
Aviation fuel suppliers shall ensure that all aviation fuel made available to aircraft operators at each Union airports covered by this Regulation contains a minimum share of sustainable aviation fuel, including a minimum share of synthetic aviation fuel in accordance with the values and dates of application set out in Annex I.
2022/03/14
Committee: TRAN
Amendment 268 #

2021/0205(COD)

Proposal for a regulation
Article 4 – paragraph 2
Without prejudice to the application of Article 11(3) and (4), where an aviation fuel supplier fails to supply the minimum shares set out in Annex I for a given reporting period, it shall at leastreport the reasons for SAF shortage to the European Union Aviation Safety Agency. The Commission may request that the aviation fuel supplier complement that shortfall in the subsequent reporting period, where possible, subject to availability of feedstock.
2022/03/14
Committee: TRAN
Amendment 274 #

2021/0205(COD)

Proposal for a regulation
Article 4 – paragraph 2 a (new)
Without prejudice to the application of Article 4 paragraph 1, Member States jointly with the Commission may exclude airports where the costs are disproportionate to the environmental benefits, whilst ensuring the development of aviation fuels market in the Union, in accordance with Article 4 and Annex I. In such case Member States shall provide a reasonable explanation on their decision to the Commission.
2022/03/14
Committee: TRAN
Amendment 279 #

2021/0205(COD)

Proposal for a regulation
Article 4 a (new)
Article 4 a Book and Claim system By 1 January 2025, the Commission shall present a delegated act, introducing a system of tradability of sustainable aviation fuel use, so-called ‘book and claim’ system and revise Article 4, where appropriate. The system shall include all Union airports covered by this Regulation, allowing airlines to purchase and fully use SAF certificates. The system shall play an important role in monitoring of the SAF production and consumption, in attesting their environmental and technical performance and in associating the various types of SAF with adequate incentives.
2022/03/14
Committee: TRAN
Amendment 285 #

2021/0205(COD)

Proposal for a regulation
Article 5 – paragraph 1
The yearly quantity of aviation fuel uplifted by a given aircraft operator at a given Union airport shall be at least 970% of the yearly aviation fuel required.
2022/03/14
Committee: TRAN
Amendment 287 #

2021/0205(COD)

Proposal for a regulation
Article 5 – paragraph 1 a (new)
The Commission shall monitor, evaluate and report cases of fuel tankering to the European Parliament and the Council on an annual basis. Following the analysis, the Commission shall amend this Article where appropriate, at the latest after three years of the entry into force of this Regulation.
2022/03/14
Committee: TRAN
Amendment 288 #

2021/0205(COD)

Proposal for a regulation
Article 5 – paragraph 1 b (new)
An aircraft operator performing activities covered under Directive 2003/87/EC shall receive free allocation proportional with the use of sustainable aviation fuels, including renewable fuels of non- biological origin ( RFNBO), covered under this Regulation. For each type of sustainable aviation fuel reported, the amount of allowances received shall correspond to the amount of allowances, which the aircraft operator would have been required to surrender for the same volume of fossil kerosene, multiplied according to paragraph 3 of this Article, in accordance with Article XX of Directive 2003/87/EC. The amount of free allocation received by an aircraft operator shall be multiplied as follows, depending on the type of sustainable aviation fuel reported: (a) By a factor of 4 for biofuels produced from feedstock listed in Annex IX Part A of the Renewable Energy Directive. (b) By a factor of 2 for biofuels produced from feedstock listed in Annex IX Part B of the Renewable Energy Directive. (c) By a factor of 6 for renewable fuel of non-biological origin, as defined under the Renewable Energy Directive. An aircraft operator shall also receive free allocation proportional with the use of best available aircraft technology in the previous year: (a) The aircraft models eligible as best available aircraft technology shall be those defined with respect to the performance against the New Type ICAO CO2 standard in a delegated act developed under the EU taxonomy.Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance shall apply. (b) An operator shall report its share of flights using best available aircraft technology, in relation to their total emissions in a given year to the competent authorities.They shall request that the reported data is substantiated and verify the data. (c) To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances for the use of best available aircraft technology.
2022/03/14
Committee: TRAN
Amendment 292 #

2021/0205(COD)

Proposal for a regulation
Article 5 a (new)
Article 5 a SAF Alliance Within one year after the entry into force of this Regulation, a European SAF Alliance shall be established. The European SAF Alliance shall be coordinated by the Commission with the aim to identify policies for scaling-up of SAF in Europe, inter alia by encouraging the production for the most innovate technologies, identifying policies and market developments, and addressing possible negative impacts of this Regulation. The participation in the European SAF Alliance shall be voluntary..
2022/03/14
Committee: TRAN
Amendment 297 #

2021/0205(COD)

Proposal for a regulation
Article 6 – title
Obligations of Union airports and the relevant parties involved in fuel supply to provide the infrastructure
2022/03/14
Committee: TRAN
Amendment 309 #

2021/0205(COD)

Proposal for a regulation
Article 6 – paragraph 1
Union airports and the relevant parties involved in fuel supply shall take necessary measures to facilitate the access of aircraft operators to aviation fuels containing shares of sustainable aviation fuels in accordance with Annex I and, shall provide the infrastructure necessary for the delivery, storage and uplifting of such fuels.
2022/03/14
Committee: TRAN
Amendment 313 #

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 may request the Union airport and the relevant parties involved in fuel supply to provide the information necessary to prove compliance with paragraph 1. The Union airport concernedand the relevant parties involved in fuel supply shall provide the information without undue delay.
2022/03/14
Committee: TRAN
Amendment 326 #

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 to conclude that the Union airport does not fulfil its obligations. Union airportsand the relevant parties involved in fuel supply does not fulfil its obligations. Union airports and the relevant parties involved in fuel supply shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).
2022/03/14
Committee: TRAN
Amendment 331 #

2021/0205(COD)

Proposal for a regulation
Article 6 a (new)
Article 6 a Aviation Transitional Fund A dedicated Aviation Transition Fund (“the Aviation Fund”) shall be proposed by the Commission through a dedicated act in order to support and accelerate projects, investments, innovations and first industrial application facilitating decarbonisation in the EU aviation sector. The Aviation Fund shall constitute an integral part of the EU budget and shall be fully budgeted within the MFF ceilings. The budgetary envelope for this programme shall be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of aviation allowances and revenue generated from penalties raised in this Regulation. The Aviation Fund shall be managed centrally by the Commission. The dedicated Aviation Fund shall support the transition to energy efficient and climate resilient EU aviation sector supporting development of innovative technologies for decarbonising the sector, production of sustainable aviation fuels as defined in this Regulation, including systems for collection of raw materials and plants for SAFs, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new aircraft engines and technologies, aircraft operation and performance and airports infrastructure. The Fund shall aim at a geographical balanced support of the sectors covered, taking into account specific sectoral circumstances and investment needs.
2022/03/14
Committee: TRAN
Amendment 338 #

2021/0205(COD)

Proposal for a regulation
Article 7 – paragraph 1 – introductory part
By 31 March of each reporting year, aircraft operators shall report the following information to the Agency, if provided by the fuel supplier:
2022/03/14
Committee: TRAN
Amendment 343 #

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.deleted
2022/03/14
Committee: TRAN
Amendment 349 #

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 total amount purchased expressed in tonnes, the conversion technology, the characteristics and origin of the feedstock used for production, and the lifecycle emissions of the sustainable aviation fuel. Where one purchase includes sustainable aviation fuels with differing characteristics, the report shall provide this information for each type of sustainable aviation fuel.
2022/03/14
Committee: TRAN
Amendment 356 #

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, not later than 31January of each reporting year.
2022/03/14
Committee: TRAN
Amendment 359 #

2021/0205(COD)

Proposal for a regulation
Article 9 – paragraph 1 – introductory part
By 31 MarchJanuary of each reporting year, aviation fuel suppliers shall report in the Union Database referred to in Article 28 of Directive (EU) 2018/2001, the following information relative to the reporting period:
2022/03/14
Committee: TRAN
Amendment 363 #

2021/0205(COD)

Proposal for a regulation
Article 9 – paragraph 1 – point c
(c) The lifecycle emissions, of sustainable aviation fuel, the characteristics and origin of feedstock and conversion process of each sustainable aviation fuel type supplied at Union airports.
2022/03/14
Committee: TRAN
Amendment 373 #

2021/0205(COD)

Proposal for a regulation
Article 10 – paragraph 1
(1) Member States shall designate the competent authority or authorities responsible for enforcing the application of this Regulation and for imposing the fines for aircraft operators, Union airports, the relevant parties involved in fuel supply and fuel suppliers. Member States shall inform the Commission thereof.
2022/03/14
Committee: TRAN
Amendment 375 #

2021/0205(COD)

Proposal for a regulation
Article 10 – paragraph 3
(3) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of an aircraft operator shall be determined pursuant to Commission Regulation (EC) No 748/200916 . _________________ 16 Commission Regulation (EC) No 748/2009 of 5 August 2009 on the list of aircraft operators which performed an aviation activity listed in Annex I to Directive 2003/87/EC
2022/03/14
Committee: TRAN
Amendment 376 #

2021/0205(COD)

Proposal for a regulation
Article 10 – paragraph 4
(4) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of Union airports shall be determined on the basis of the respective territorial jurisdiction.
2022/03/14
Committee: TRAN
Amendment 377 #

2021/0205(COD)

Proposal for a regulation
Article 10 – paragraph 5
(5) The competent authoritiesy or authorities, depending on particular situation of a Member State, in respect of aviation fuel suppliers shall be determined pursuant to their Member State of establishment.
2022/03/14
Committee: TRAN
Amendment 378 #

2021/0205(COD)

Proposal for a regulation
Article 11 – paragraph 1
(1) Member StatesThe Commission shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this Regulation and Member States shall take all measures necessary to ensure that they are implemented. The penalties provided for must be effective, proportionate and dissuasive. Member States shall notifyThe Commission shall deliver these provisions to the CommissionMember States by 31 December 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.
2022/03/14
Committee: TRAN
Amendment 391 #

2021/0205(COD)

Proposal for a regulation
Article 11 – paragraph 6
(6) Member States shall ensure that any (6) aviation fuel supplier which has accumulated a shortfall from the obligation laid down in Article 4 relative to the minimum share of sustainable aviation fuels or of synthetic fuels in a given reporting period, shall supply the marketundertake all possible efforts to supply the market, if the reasons for SAF shortage are not related with unavailability of the feedstoock in the EU, in the subsequent reporting period with a quantity of that respective fuel equal to that shortfall, additional to their reporting period obligation. Fulfilling this obligation shall notmay exonerate the fuel supplier from the obligation to pay the penalties laid out in paragraphs 3 and 4 of this Article;
2022/03/14
Committee: TRAN
Amendment 396 #

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 guaranteeAviation Fund.
2022/03/14
Committee: TRAN
Amendment 401 #

2021/0205(COD)

Proposal for a regulation
Article 12 – paragraph 1 – point b
(b) The amount of sustainable aviation fuel and of synthetic aviation fuel per type of fuel feedstock supplied at Union level in aggregate and by Union airport;
2022/03/14
Committee: TRAN
Amendment 406 #

2021/0205(COD)

Proposal for a regulation
Article 12 – paragraph 1 – point d
(d) The status of compliance of airports and the relevant parties involved in fuel supply regarding obligations set out in Article 6;
2022/03/14
Committee: TRAN
Amendment 409 #

2021/0205(COD)

Proposal for a regulation
Article 12 – paragraph 1 – point f
(f) The origin and the characteristics and the conversion technology of all sustainable aviation fuels purchased by aircraft operators for use on flights departing from Union airports., covered by this Regulation;
2022/03/14
Committee: TRAN
Amendment 412 #

2021/0205(COD)

Proposal for a regulation
Article 12 – paragraph 1 – point f a (new)
(f a) The state of play of the SAF life cycle development and deployment.
2022/03/14
Committee: TRAN
Amendment 422 #

2021/0205(COD)

Proposal for a regulation
Article 14 – paragraph 1
By 31 December 2025, the Commission shall conduct a comprehensive impact assessment, assessing the effect of all Fit for 55 proposals, where this Regulation is an integral part of, including an analysis of EU competitiveness, including hub transfer, risk of mobility reduction, cost effectiveness of GHG emissions reductions, total rise of costs, investment needs and total additional number of jobs lost or severely transformed before applying assumptions on potential new job creation.Following its result, the Commission shall determine whether it is justified to revise this Regulation, and, where appropriate, it shall submit a legislative proposal for that purpose in order to reach global GHG emissions reduction and preserve a level-playing field. By 1 January 20286 and every fivthree years thereafter, the Commission services shall present a report to the European Parliament and the Council, on the evolution of the aviation fuels market and its impact on the aviation internal market of the Union, including regarding the possible extension of the scope of this Regulation to other energy sources, and other types of synthetic fuels defined under the Renewable Energy Directivreflecting upon available policy options on other energy sources defined under the Renewable Energy Directive, taking into consideration the principle of technological neutrality and propose, where appropriate, the possible revision of the minimum shares in Article 4 and Annex I, and the level of administrative fines. The report shall include information, where available, on development of a potential policy framework for uptake of sustainable aviation fuels at ICAO level. The report shall also inform on technological advancements in the area of research and innovation in the aviation industry which are relevant to sustainable aviation fuels, including with regards to the reduction of non-CO2 emissions. The report may consider if this Regulation should be amended and, options for amendments, where appropriate, in line with a potential policy framework on sustainable aviation fuels uptake at ICAO level.
2022/03/14
Committee: TRAN
Amendment 432 #

2021/0205(COD)

Proposal for a regulation
Article 14 – paragraph 1 a (new)
By 1 January 2029, the Commission shall reassess the targets referred to in Article 4 and Annex I as of 1 January 2035 based on the development of the fuel market, research and technological development as well as the condition of the aviation sector in order to facilitate the green transition and reach the climate goals.
2022/03/14
Committee: TRAN
Amendment 435 #

2021/0205(COD)

Proposal for a regulation
Article 14 a (new)
Article 14 a Compensatory regulatory reduction The Commission shall present, by [1 year before the entry into force of this Regulation], and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU legislative acts that generate compliance costs in the affected sectors. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum
2022/03/14
Committee: TRAN
Amendment 453 #

2021/0205(COD)

Proposal for a regulation
Annex I – point b
(b) From 1 January 2030, a minimum share of 510% of SAF, of which a minimum share of 0.7% of synthetic aviation fuels;
2022/03/14
Committee: TRAN
Amendment 31 #

2021/0197(COD)

Proposal for a regulation
Recital 3
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource us and vibrant industries that remain world-leaders in their respective segment and global innovation drivers while securing high-paid quality jobs in Europe. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.
2022/02/02
Committee: TRAN
Amendment 41 #

2021/0197(COD)

Proposal for a regulation
Recital 7 a (new)
(7a) In line with Regulation (EU) 2019/631 the emissions of the entire life cycle of vehicles should be taken into account in order to ensure that emissions are reduced in the most effective manner. Given the strengthened target for 2030, it is important to ensure that a methodology of full life-cycle CO2 emissions for vehicles follows suit. It is therefore necessary that the Commission develop no later than December 31, 2023, an harmonized methodology to report the carbon footprint of the life-cycle of vehicles in order to consider the global impact of passenger cars and light commercial vehicles on the environment. This regulation should be reviewed in 2028 to incorporate this harmonized methodology of an extended carbon accounting as new indicator for further reduction targets beyond 2030.
2022/02/02
Committee: TRAN
Amendment 49 #

2021/0197(COD)

Proposal for a regulation
Recital 8
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging. _________________ 25Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).
2022/02/02
Committee: TRAN
Amendment 53 #

2021/0197(COD)

Proposal for a regulation
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of net zero-emission vehicles and fuels being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation and employment levels in the automotive value chain can be maintained in Europe and that mobility remains accessible and affordable for everyone. Within the global context, also the EU automotive chain must be a leading actor in the on- going transition towards net zero-greenhouse gas emission mobility and fuels solutions. The strengthened CO2 emission reduction standards armust be technology neutral in reaching the fleet- wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide targets. ZLow and zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, depending on their respective full lifecycle emissions and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, and vehicles powered by alternative sustainable biofuels and biogases which can continue to play a role in the transition pathway.
2022/02/02
Committee: TRAN
Amendment 64 #

2021/0197(COD)

Proposal for a regulation
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Thoseis targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero- emission technologies in a cost- efficient way.
2022/02/02
Committee: TRAN
Amendment 66 #

2021/0197(COD)

Proposal for a regulation
Recital 3
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource us and vibrant industries that remain world-leaders in their respective segment and global innovation drivers while securing high-paid quality jobs in Europe. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must thereforeIt must be ensured that the transition is just and inclusive, leaving no one behind.
2022/02/02
Committee: ENVI
Amendment 68 #

2021/0197(COD)

Proposal for a regulation
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale- up of the manufacturing of low- and zero- emission vehicles and associated technologies, and fuels, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities, while maintaining automotive employment levels in Europe. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.
2022/02/02
Committee: TRAN
Amendment 77 #
2022/02/02
Committee: ENVI
Amendment 77 #

2021/0197(COD)

Proposal for a regulation
Recital 12
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of low- and zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of low- and zero- emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll- out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re- skilling of workers and reconversion of activities. The progress report will also build on the two-yearly progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. _________________ 26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
2022/02/02
Committee: TRAN
Amendment 83 #

2021/0197(COD)

Proposal for a regulation
Recital 13
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in. For this reason, considering the weak and slow implementation of Directive 2014/94/EU of the European Parliament and of the Council27 . _________________ 27 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on, this proposal should be accompanied by an ambitious proposal for a Regulation on Alternative Fuel Infrastructure, providing for ambitious mandatory targets for the deployment of alternative fuels infrastructure (OJ L 307 28.10.2014, p. 1)throughout the 27 Member States.
2022/02/02
Committee: TRAN
Amendment 84 #

2021/0197(COD)

Proposal for a regulation
Recital 7 a (new)
(7a) In line with Regulation (EU) 2019/631 the emissions of the entire life cycle of vehicles should be taken into account in order to ensure that emissions are reduced in the most effective manner. Given the strengthened target for 2030, it is important to ensure that a methodology of full life-cycle CO2 emissions for vehicles follows suit. It is therefore necessary that the Commission develop no later than December 31, 2023, an harmonized methodology to report the carbon footprint of the life-cycle of vehicles in order to consider the global impact of passenger cars and light commercial vehicles on the environment. This regulation should be reviewed in 2028 to incorporate this harmonized methodology of an extended carbon accounting as new indicator for further reduction targets beyond 2030.
2022/02/02
Committee: ENVI
Amendment 91 #

2021/0197(COD)

Proposal for a regulation
Recital 8
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging. _________________ 25Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).
2022/02/02
Committee: ENVI
Amendment 91 #

2021/0197(COD)

Proposal for a regulation
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards low- and zero-emission vehicles in a cost-efficient manner, and it is therefore appropriat. The progressively more ambitious emission reduction targets as set in Regulation (EU) 2019/631 have increased the costs of compliance for manufacturers. It is therefore of the utmost importance to maintain the approach of decreasing target levels in five-year steps.
2022/02/02
Committee: TRAN
Amendment 96 #

2021/0197(COD)

Proposal for a regulation
Recital 15
(15) With the stricter EU fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed as of 2030. Before that date and therefore throughout this decade, the incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date, plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meetlow- and zero- emission vehicles on the Union market. The incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km.
2022/02/02
Committee: TRAN
Amendment 100 #

2021/0197(COD)

Proposal for a regulation
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of net zero-emission vehicles and fuels being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation and employment levels in the automotive value chain can be maintained in Europe and that mobility remains accessible and affordable for everyone. Within the global context, also the EU automotive chain must be a leading actor in the on- going transition towards net zero-greenhouse gas emission mobility and fuel solutions. The strengthened CO2 emission reduction standards armust be technology neutral in reaching the fleet- wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide targets. ZLow and zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, depending on their respective full lifecycle emissions and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, and vehicles powered by alternative fuel which can continue to play a role in the transition pathway.
2022/02/02
Committee: ENVI
Amendment 109 #

2021/0197(COD)

Proposal for a regulation
Recital 21
(21) In view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects, the reduction requirements for all manufacturers present in the Union market should be aligned, except for those responsible for less than 1 000 new vehicles registered in a calendar year. Consequently, the possibility for manufacturers responsible for between 1 000 and 10 000 passenger cars or between 1 000 and 22 000 light commercial vehicles newly registered in a calendar year to apply for a derogation from their specific emission targets should cease from 2030 onwards.deleted
2022/02/02
Committee: TRAN
Amendment 118 #

2021/0197(COD)

Proposal for a regulation
Recital 10
(10) Against that background, a new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards2030. Thoseis targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost- efficient way.
2022/02/02
Committee: ENVI
Amendment 119 #

2021/0197(COD)

Proposal for a regulation
Recital 23
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 20268. For this review, all aspects considered in the two yearly reporting should be considered.
2022/02/02
Committee: TRAN
Amendment 120 #

2021/0197(COD)

Proposal for a regulation
Recital 23 a (new)
(23a) The regulations review is an important part of tracking the Union progress towards its climate ambitions while ensuring that concrete reduction targets can be met through an harmonized methodology for reporting on the life-cycle of vehicles, and taking into account industrial and social consequences of the defined targets.
2022/02/02
Committee: TRAN
Amendment 125 #

2021/0197(COD)

Proposal for a regulation
Recital 24 a (new)
(24a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate unnecessary compliance costs in the affected sectors.
2022/02/02
Committee: TRAN
Amendment 128 #

2021/0197(COD)

Proposal for a regulation
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale- up of the manufacturing of low- and zero- emission vehicles and associated technologies and fuels, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities while maintaining automotive employment levels in Europe. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.
2022/02/02
Committee: ENVI
Amendment 129 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point –a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4
(-a) paragraph 4 is replaced by the following: 4. From 1 January 2025, the following EU fleet-wide targets shall apply: "(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021determined in accordance with point 6.1.1 of Part A of Annex I; as set in Regulation (EU) 2019/631; " "(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I. content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019 as set in Regulation (EU) 2019/631. " Or. en(https://eur-lex.europa.eu/legal- %3A111%3ATOC)
2022/02/02
Committee: TRAN
Amendment 145 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point i
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a
(i) in point (a), the figure “37,5 %” is replaced by ‘545 %’,
2022/02/02
Committee: TRAN
Amendment 147 #

2021/0197(COD)

Proposal for a regulation
Recital 12
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of low- and zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of low- and zero- emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll- out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re- skilling of workers and reconversion of activities. The progress report will also build on the two-yearly progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. _________________ 26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
2022/02/02
Committee: ENVI
Amendment 152 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point ii
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
(ii) in point (b), the figure “31 %” is replaced by ‘540 %’,
2022/02/02
Committee: TRAN
Amendment 157 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a
(b) the following paragraph 5a is inserted: ‘5a. From 1 January 2035, the following EU fleet-wide targets shall apply: (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.’deleted (This amendment applies throughout the text. Adopting it will necessitate corresponding changes throughout.)
2022/02/02
Committee: TRAN
Amendment 159 #

2021/0197(COD)

Proposal for a regulation
Recital 13
(13) Those EU fleet-wide targets are toshould be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in. For this reason, considering the weak and slow implementation of Directive 2014/94/EU of the European Parliament and of the Council27 . _________________ 27Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on, this proposal should be accompanied by an ambitious proposal for a Regulation on Alternative Fuel Infrastructure, providing for ambitious mandatory targets for the deployment of alternative fuels infrastructure (OJ L 307 28.10.2014, p. 1)throughout the 27 Member States.
2022/02/02
Committee: ENVI
Amendment 159 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a
5a. From 1 January 2035, the following EU fleet-wide targets shall apply: (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.deleted
2022/02/02
Committee: TRAN
Amendment 165 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point c
(c) in paragraph 6, the words “From 1 January 2025,” are replaced by ‘From 1 January 2025 to 31 December 2029,’,deleted
2022/02/02
Committee: TRAN
Amendment 173 #

2021/0197(COD)

Proposal for a regulation
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards low- and zero-emission vehicles in a cost-efficient manner, and it is therefore appropriat. The progressively more ambitious emission reduction targets as set in Regulation (EU) 2019/631 have increased the costs of compliance for manufacturers. It is therefore of the utmost importance to maintain the approach of decreasing target levels in five-year steps.
2022/02/02
Committee: ENVI
Amendment 181 #

2021/0197(COD)

Proposal for a regulation
Recital 15
(15) With the stricter EU fleet-wide targets forom 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed as of 2030. Before that date and therefore throughout this decade, the incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date, plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meetlow- and zero- emission vehicles on the Union market. The incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km.
2022/02/02
Committee: ENVI
Amendment 183 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/631
Article 4 – paragraph 1
(4) in Article 4(1), the following subparagraph is added: ‘For the purposes of point (c), where the specific emission target determined in accordance with Part A, point 6.3., of Annex I or Part B, point 6.3., of Annex I is negative, the specific emission target shall be 0 g/km.;’deleted
2022/02/02
Committee: TRAN
Amendment 184 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 4 – paragraph 3 a (new)
b)In Article 4, the following paragraph 3a is inserted “Manufacturers, other than manufacturers which have been granted a derogation, may form a pool or may trade credits for the purposes of meeting their obligations. For the purposes of determining each manufacturer’s average specific emissions of CO2,a potential over-achievement of a manufacturer’s CO2 target in one category (M1or N1) could be combined with an exceedance in the other category (M1 or N1) by the same or another manufacturer. Due to the different target definitions of M1 & N1, this specific credit transfer mechanism option can only combine the difference between a manufacturer’s specific emission target and its specific emissions in one category (M1 or N1) with the difference between a manufacturer’s specific emission target and its specific emissions in the other category (M1 or N1).When the credit trading in one category allows to compensate the exceedance of the other category, the combination shall be considered to have met the two specific emissions targets.
2022/02/02
Committee: TRAN
Amendment 185 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/631
Article 6 – paragraph 6
4a) in Article 6 paragraph 6 is amended as follows: "6. Paragraph 5 shall not apply where all the manufacturers included in the pool are part of the same group of connected manufacturers or where the credit transfer consists of only one manufacturer transferring respective credits between the passenger car and light commercial vehicle fleets; (b) The respective individual manufacturer(s) targets shall be replaced by a modified target for the manufacturer(s) where there is credit transfer of passenger and light commercial vehicles differences between specific targets (M1 or N1) and specific emissions (M1 or N1). The modification is defined as follows: the difference between a manufacturer’s specific emission target and its specific emissions in one category (M1 or N1) with the difference between a manufacturer’s specific emission target and its specific emissions in the other category (M1 or N1).When the volume based credit trading in one category allows to compensate the exceedance of the other category, the combination shall be considered to have met the two specific emissions targets." Or. en(Regulation (EU) 2019/631)
2022/02/02
Committee: TRAN
Amendment 200 #

2021/0197(COD)

Proposal for a regulation
Recital 18
(18) In order to ensure a fair distribution of the reduction effort, the two limit value curves for lighter and heavier light commercial vehicles should be adjusted to reflect the strengthened CO2 reduction targets.deleted
2022/02/02
Committee: ENVI
Amendment 201 #

2021/0197(COD)

Proposal for a regulation
Recital 21
(21) In view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects, the reduction requirements for all manufacturers present in the Union market should be aligned, except for those responsible for less than 1 000 new vehicles registered in a calendar year. Consequently, the possibility for manufacturers responsible for between 1 000 and 10 000 passenger cars or between 1 000 and 22 000 light commercial vehicles newly registered in a calendar year to apply for a derogation from their specific emission targets should cease from 2030 onwards.deleted
2022/02/02
Committee: ENVI
Amendment 202 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation 2019/631
Article 10 – paragraph 2
‘A derogation applied for under paragraph 1 may be granted from the specific emission targets applicable until and including calendar year 2029.’;deleted
2022/02/02
Committee: TRAN
Amendment 203 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation 2019/631
Article 12 – paragraph 3a (new)
(6b) 6a. in Article 12, the following paragraph is inserted: ‘3a. ‘The Commission shall draw up, no later than 31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of fuels and energy consumed by vehicles on the EU market.’
2022/02/02
Committee: TRAN
Amendment 204 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)Regulation 2019/631

Article 11 a (new)
(6a) the following Article 11a is inserted: “Use of synthetic and alternative fuels (1) Upon application by a manufacturer, CO2savings achieved through the use of synthetic and advanced alternative fuels(hereinafter "alternative fuels") shall be considered in accordance with paragraphs 2 and 3 of this Article. (2) The contribution of the CO2 savings achieved through the use of alternative fuels can be accounted for the manufacturer’s average specific CO2 emissions as referred to in paragraph 1 of this Article, In alternative, CO2 savings achieved through the use of alternative fuels may be allocated to individual vehicles which are technically capable of using the credited alternative fuel in accordance with Regulation (EC) 715/2007. (3) Each Member State shall record for each calendar year the quantities of alternative fuels placed on the market by a manufacturer, or the quantities of alternative fuels allocated to a manufacturer, and shall provide appropriate certification of these quantities and the resulting CO2 savings by correspondingly applying the certification and documentation procedure laid down in Directive (EU) 2018/2001. The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001. The credits must indicate the issuing Member State, their period of validity, and the quantity and type of alternative fuel for which they were issued. The credits must be tradable. With a view to minimising the risk of single quantities being claimed more than once in the Union, Member States and the Commission shall strengthen cooperation among national systems, including, where appropriate, the exchange of data. Where the competent authority of one Member State suspects or detects a fraud, it shall, where appropriate, inform the other Member States. (4) The amount of the savings referred to in paragraphs 1 and 2 shall be calculated in accordance with Annex I, Part C.
2022/02/02
Committee: TRAN
Amendment 213 #

2021/0197(COD)

Proposal for a regulation
Recital 23
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 20268. For this review, all aspects considered in the two yearly reporting should be considered.
2022/02/02
Committee: ENVI
Amendment 214 #

2021/0197(COD)

Proposal for a regulation
Recital 23 a (new)
(23a) The regulations review is an important part of tracking the Union progress towards its climate ambitions while ensuring that concrete reduction targets can be met through an harmonized methodology for reporting on the life-cycle of vehicles, and taking into account industrial and social consequences of the defined targets.
2022/02/02
Committee: ENVI
Amendment 221 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14a – paragraph 1
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.
2022/02/02
Committee: TRAN
Amendment 223 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 9
Regulation 2019/631
Article 14a – paragraph 2
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, to be analysed not under a purely tailpipe-emissions-based measurement, but under a holistic life- cycle analysis-based approach to emissions of vehicles, fuel and energy, taking into account also the green-house gas intensity at mineral extraction, production and end-of-life stages, allowing inter alia for the accounting of green steel and recycled materials, as well as the energy mix in the respective Member State of circulation, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;
2022/02/02
Committee: TRAN
Amendment 226 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 9 a (new)
Regulation (EU) 2019/631
Article 14 b (new)
(9a) The following Article 14b is inserted: Article 14b Compensatory regulatory reduction 1. The Commission shall report to the European Parliament and the Council, by 1January 2030, and every third year until 2050, the results of an evaluation on the functioning of this Regulation, with emphasis on this Regulation’s effects on the functioning of the single market, the competitiveness of affected sectors and the magnitude of carbon leakage. 2. The Commission shall report to the European Parliament and the Council, by 1January 2030, and every fifth year until 2050, the results of a comprehensive evaluation of the aggregated macroeconomic impact of the Regulations that makeup the Fit for 55 package 1a, with emphasis on the effects on the Union’s competitiveness, job creation, transport freight rates, household purchasing power and the magnitude of carbon leakage. 3. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum 4. The Commission shall present, 1 year after the entry into force of this Regulation, and in line with its communication on the application of the “one in, one out" principle1b, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate unnecessary compliance costs in the affected sectors. _________________ 1aCommunication from the Commission (COM/2021/550), 14 July 2021. 1b EC press release on the working methods of the von der Leyen Commission, 4 December 2019.
2022/02/02
Committee: TRAN
Amendment 234 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a
Regulation 2019/631
Article 15 – paragraph 1
The report shall, where appropriate, be accompanied by a proposal for amending this Regulation and identifying a clear pathway for further CO2 emissions reductions by introducing EU fleet-wide targets for new passenger cars fleet and for new light commercial vehicles fleet from 1 January 2035 and from 1 January 2040, based on a LCA methodology developed by the European Commission no later than 31 December 2023.
2022/02/02
Committee: TRAN
Amendment 235 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4 – point a
(-a) in paragraph 4 point (a) is replaced by the following: "(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021determined in accordance with point 6.1.1 of Part A of Annex I; as set in Regulation (EU) 2019/631;" Or. en (Regulation 2019/631 https://eur-lex.europa.eu/legal- content/EN/TXT/?uri=celex%3A32019R0631)
2022/02/02
Committee: ENVI
Amendment 237 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraph 2
(b) paragraphs 2 to 5 are deleted, is replaced by the following: "In the report referred to in paragraph 1, the Commission shall consider, inter alia, the real-world representativeness of the CO2 emission and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007; the deployment on the Union market of zero- and low-emission vehicles, in particular with respect to light commercial vehicles; the roll-out of recharging and refuelling infrastructure reported under Regulation(XXX) of the European Parliament and of the Council on the deployment of alternative fuels infrastructure , including their financing; the implementation of the Energy Performance of the building Directive 2010/31/EU and its foreseen review; the potential contribution of the use of synthetic and advanced alternative fuels produced with renewable energy to emissions reductions; the CO2 emissions reduction actually observed at the existing fleet level; the functioning of the incentive mechanism for zero- and low-emission vehicles; the potential effects of the transitional measure set out in point 6.3 of Part A of Annex I; the impact of this Regulation on consumers, particularly on those on low and medium incomes; as well as aspects to further facilitate an economically viable and socially fair transition towards clean, competitive and affordable mobility in the Union."
2022/02/02
Committee: TRAN
Amendment 240 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4 – point (b)
(-aa) paragraph 4 point (b) is replaced by the following "(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I. as set in Regulation (EU) 2019/631." Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32019R0631)
2022/02/02
Committee: ENVI
Amendment 240 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraph 3 to 5
(b ) paragraphs 23 to 5 are deleted
2022/02/02
Committee: TRAN
Amendment 242 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a b (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4 – point b
(-ab) paragraph 4 point (b) is replaced by the following "(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I. as set in Regulation (EU) 2019/631." Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32019R0631)
2022/02/02
Committee: ENVI
Amendment 245 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a
Regulation 2019/631
Annex I – Part A – point 6.1
EU fleet-wide targets for 2025 onwardsand 2030’,
2022/02/02
Committee: TRAN
Amendment 252 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b
Regulation 2019/631
Annex I Part A point 6.1.2
(b) in point 6.1.2, the heading is replaced by the following: ‘EU fleet-wide target for 2030 to 2034’deleted
2022/02/02
Committee: TRAN
Amendment 257 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point i
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a
(i) in point (a), the figure “37,5 %” is replaced by ‘545 %’,
2022/02/02
Committee: ENVI
Amendment 257 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point c
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.3
(c) the following point 6.1.3 is added: ‘6.1.3. EU fleet-wide target for 2035 onwards EU fleet-wide target2035 = EU fleet-wide target2021– reduction factor2035) null where: EU fleet-wide target2021 is as defined in point 6.0; Reduction factor2035 is as defined in Article 1(5a), point (a).’deleted
2022/02/02
Committee: TRAN
Amendment 263 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point ii
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
(ii) in point (b), the figure “31 %” is replaced by ‘540 %’,
2022/02/02
Committee: ENVI
Amendment 267 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Regulation 2019/631
Annex A – Part A – point 6.3.1
6.3.1 Specific emissions targets for 2025 to 2029onwards:
2022/02/02
Committee: TRAN
Amendment 272 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a (new)
(b) the following paragraph 5a is inserted: ‘5a. From 1 January 2035, the following EU fleet-wide targets shall apply: (a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I; (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 100 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.’deleted
2022/02/02
Committee: ENVI
Amendment 284 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – Point 6.3.2.
6.3.2 Specific emissions targets for 2030 to 2034onwards
2022/02/02
Committee: TRAN
Amendment 290 #
2022/02/02
Committee: ENVI
Amendment 302 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3.
6.3.3 Specific emissions targets for 2035 onwards Specific emissions target = EU fleet-wide target2035 + a2035 · (TM-TM0) Where, EU fleet-wide target2035 is as determined in accordance with point 6.1.3; a2035 is 𝒂𝟐𝟎𝟐𝟏 .𝑬𝑼 𝒇𝒍𝒆𝒆𝒕 ― 𝒘𝒊𝒅𝒆 𝒕𝒂𝒓𝒈𝒆𝒕 𝟐𝟎𝟑𝟓 where, a2021 is as defined in point 6.2.1 average emissions2021 is as defined in point 6.2.1 TM is as defined in point 6.2.1 TM0 is as defined in point 6.2.1 ___________________ * The share of zero- and low-emission vehicles in the new passenger car fleet of a Member State in 2017 is calculated as the total number of new zero- and low- emission vehicles registered in 2017 divided by the total number of new passenger cars registered in the same year.;deleted 𝒂𝒗𝒆𝒓𝒂𝒈𝒆 𝒆𝒎𝒊𝒔𝒔𝒊𝒐𝒏𝒔 𝟐𝟎𝟐𝟏
2022/02/02
Committee: TRAN
Amendment 322 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 4 – introductory part
Regulation (EU) 2019/631
Article 4
(4) in Article 4(1), the following subparagraph is added, is amended as follows:
2022/02/02
Committee: ENVI
Amendment 323 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 4
Regulation 2019/631
Article 4 – paragraph 1 – subparagraph 2
(4) in Article 4(1), the following subparagraph is added: ‘For the purposes of point (c), where the specific emission target determined in accordance with Part A, point 6.3., of Annex I or Part B, point 6.3., of Annex I is negative, the specific emission target shall be 0 g/km.’;deleted
2022/02/02
Committee: ENVI
Amendment 325 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 4
Regulation 2019/631
Article 4 – paragraph 1– subparagraph 2
‘For the purposes of point (c),where the specific emission target determined in accordance with Part A, point 6.3., of Annex I or Part B, point 6.3., of Annex I is negative, the specific emission target shall be 0 g/km.’;
2022/02/02
Committee: ENVI
Amendment 325 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point a
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.
The EU fleet-wide targets for 2025 onwardsand 2030
2022/02/02
Committee: TRAN
Amendment 332 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 4 – paragraph 3 a (new)
(4a) in Article 4 the following paragraph is added: ‘3a. Manufacturers, other than manufacturers which have been granted a derogation, may form a pool or may trade credits for the purposes of meeting their obligations. For the purposes of determining each manufacturer’s average specific emissions of CO2,a potential over-achievement of a manufacturer’s CO2 target in one category (M1or N1) could be combined with an exceedance in the other category (M1 or N1) by the same or another manufacturer. Due to the different target definitions of M1 & N1, this specific credit transfer mechanism option can only combine the difference between a manufacturer’s specific emission target and its specific emissions in one category (M1 or N1) with the difference between a manufacturer’s specific emission target and its specific emissions in the other category (M1 or N1).When the credit trading in one category allows to compensate the exceedance of the other category, the combination shall be considered to have met the two specific emissions targets. For fleet compliance, the maximum amount of grammes that can be traded between M1 and N1 segments of the same or a different manufacturer is capped to 7g WLTP.’
2022/02/02
Committee: ENVI
Amendment 334 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point b
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.2
(b) in point 6.1.2 the heading is replaced by the following: ‘The EU fleet-wide targets for 2030 to 2034’deleted
2022/02/02
Committee: TRAN
Amendment 337 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point c
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.3.
(c) the following point 6.1.3 is added: ‘6.1.3. The EU fleet-wide targets for 2035 onwards EU fleet-wide target2035 = EU fleet-wide target2021– reduction factor2035) null where: EU fleet-wide target2021 is as defined in point 6.0; Reduction factor2035 is as defined in Article 1(5a), point (b).’deleted
2022/02/02
Committee: TRAN
Amendment 341 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 6 – paragraph 6
6.(4a) Article 6 paragraph 6 is amended as follows "6. ‘(a) Paragraph 5 shall not apply where all the manufacturers included in the pool are part of the same group of connected manufacturers. or where the credit transfer consists of only one manufacturer transferring respective credits between the passenger car and light commercial vehicle fleets; (b) The respective individual manufacturer(s) targets shall be replaced by a modified target for the manufacturer(s) where there is credit transfer of passenger and light commercial vehicles differences between specific targets (M1 or N1) and specific emissions (M1 or N1). The modification is defined as follows: the difference between a manufacturer’s specific emission target and its specific emissions in one category (M1 or N1) with the difference between a manufacturer’s specific emission target and its specific emissions in the other category (M1 or N1).When the volume based credit trading in one category allows to compensate the exceedance of the other category, the combination shall be considered to have met the two specific emissions targets." Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32019R0631)
2022/02/02
Committee: ENVI
Amendment 348 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point d
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.2.
6.2.2. Specific emissions reference targets for 2030 to 2034 Specific emissions reference target = EU fleet-wide target2030 + α · (TM-TM0) Where, EU fleet-wide target2030 is as determined in accordance with point 6.1.3; α is a2030,L where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2030,H where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0; where: a2030,L is 𝒂 𝟐𝟎𝟐𝟏 . 𝑬𝑼 𝒇𝒍𝒆𝒆𝒕 ― 𝒘𝒊𝒅𝒆 𝒕𝒂𝒓𝒈𝒆𝒕 𝟐𝟎𝟑𝟎 a2030,H is 𝒂 𝟐𝟎𝟐𝟏 . 𝑬𝑼 𝒇𝒍𝒆𝒆𝒕 ― 𝒘𝒊𝒅𝒆 𝒕𝒂𝒓𝒈𝒆𝒕 𝟐𝟎𝟑𝟎 average emissions2021 is as defined in point 6.2.1 TM is as defined in point 6.2.1 TM0 is as defined in point 6.2.1deleted 𝒂𝒗𝒆𝒓𝒂𝒈𝒆 𝒆𝒎𝒊𝒔𝒔𝒊𝒐𝒏𝒔 𝟐𝟎𝟐𝟏 𝒂𝒗𝒆𝒓𝒂𝒈𝒆 𝒆𝒎𝒊𝒔𝒔𝒊𝒐𝒏𝒔 𝟐𝟎𝟐𝟓
2022/02/02
Committee: TRAN
Amendment 355 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 6
Regulation (EU) 2019/631
Article 10 – paragraph 2
(6) in Article 10(2), the first sentence is replaced by the following: ‘‘A derogation applied for under paragraph 1 may be granted from the specific emission targets applicable until and including calendar year 2029.’;’deleted
2022/02/02
Committee: ENVI
Amendment 355 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.3.
(e) the following point 6.2.3 is added: ‘6.2.3. Specific emissions reference targets for 2035 onwards Specific emissions reference target = EU fleet-wide target2035 + α · (TM-TM0) Where, EU fleet-wide target2035 is as determined in accordance with point 6.1.3; α is a2035,L where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2035,H where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0; where: a2035,L is 𝒂 𝟐𝟎𝟐𝟏 . 𝑬𝑼 𝒇𝒍𝒆𝒆𝒕 ― 𝒘𝒊𝒅𝒆 𝒕𝒂𝒓𝒈𝒆𝒕 𝟐𝟎𝟑𝟓 a2035,H is 𝒂 𝟐𝟎𝟐𝟏 . 𝑬𝑼 𝒇𝒍𝒆𝒆𝒕 ― 𝒘𝒊𝒅𝒆 𝒕𝒂𝒓𝒈𝒆𝒕 𝟐𝟎𝟑𝟓 average emissions2021 is as defined in point 6.2.1 TM is as defined in point 6.2.1 TM0 is as defined in point 6.2.1’deleted 𝒂𝒗𝒆𝒓𝒂𝒈𝒆 𝒆𝒎𝒊𝒔𝒔𝒊𝒐𝒏𝒔 𝟐𝟎𝟐𝟏 𝒂𝒗𝒆𝒓𝒂𝒈𝒆 𝒆𝒎𝒊𝒔𝒔𝒊𝒐𝒏𝒔 𝟐𝟎𝟐𝟓
2022/02/02
Committee: TRAN
Amendment 359 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.1
(e) Point 6.3.1 is replaced by the following: "6.3.1. Specific emissions targets for 2025 to 2029 The sSpecific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) ·correction). ZLEV factor where: sSpecific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1; øtargets EU fleet-wide target2025correction = (øtarget – EU fleet-wide target2021)· (1- reduction factor2025) øtarget is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1; , by 31 October 2024 and every second year thereafter, the figures Øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023. The new respective Øtarget shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where; y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehiclepassenger cars calculated as the total number of new zero- and low- emission vehicles, where each of them is counted as ZLEV specific in accordance with the following formula, divided by the total number of new light commercial vehiclepassenger cars registered in the relevant calendar year: ZLEVspecific = x is 15% (𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛 50 𝑜𝑓 𝐶𝑂2 ) ZLEVspecific = (𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛 50 𝑜𝑓 𝐶𝑂2 ) x is 15% Or. en(Regulation (EU) 2019/631)
2022/02/02
Committee: TRAN
Amendment 369 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2.
6.3.2. Specific emissions targets for 2030 to 2034onwards
2022/02/02
Committee: TRAN
Amendment 373 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)
Regulation (EU) 2019/631
Article 11a (new)
(6a) the following Article 11a is inserted: Use of synthetic and alternative fuels (1) Upon application by a manufacturer, CO2savings achieved through the use of synthetic and advanced alternative fuels(hereinafter “alternative fuels”) shall be considered in accordance with paragraphs 2 and 3 of this Article. (2) The contribution of the CO2 savings achieved through the use of alternative fuels can be accounted for the manufacturer’s average specific CO2 emissions as referred to in paragraph 1 of this Article, In alternative, CO2 savings achieved through the use of alternative fuels may be allocated to individual vehicles which are technically capable of using the credited alternative fuel in accordance with Regulation (EC) 715/2007. (3) Each Member State shall record for each calendar year the quantities of alternative fuels placed on the market by a manufacturer, or the quantities of alternative fuels allocated to a manufacturer, and shall provide appropriate certification of these quantities and the resulting CO2 savings by correspondingly applying the certification and documentation procedure laid down in Directive (EU) 2018/2001. The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001. The credits must indicate the issuing Member State, their period of validity, and the quantity and type of alternative fuel for which they were issued. The credits must be tradable. With a view to minimising the risk of single quantities being claimed more than once in the Union, Member States and the Commission shall strengthen cooperation among national systems, including, where appropriate, the exchange of data. Where the competent authority of one Member State suspects or detects a fraud, it shall, where appropriate, inform the other Member States. (4) The amount of the savings referred to in paragraphs 1 and 2 shall be calculated in accordance with Annex I, Part C.
2022/02/02
Committee: ENVI
Amendment 373 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Specific emissions target = (specific emissions reference target – (øtargets - EU fleet-wide target2030)correction) ZLEV factor
2022/02/02
Committee: TRAN
Amendment 377 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
EU fleet-wide target2030correction = (øtarget – EU fleet-widetarget2021) · (1- reduction factor2030) øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.2;1, by 31 October 2024 and every second year thereafter, the figures Øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023. The new respective Øtarget shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x),unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEV specific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: ZLEV specific = 1 – (specific emissions of
2022/02/02
Committee: TRAN
Amendment 379 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
EU fleet-wide target2030 is as determined in point 6.1.2.deleted
2022/02/02
Committee: TRAN
Amendment 381 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point g
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2..
(g) the following point 6.3.3 is added: ‘6.3.3. Specific emissions targets for 2035 onwards Specific emissions target = specific emissions reference target – (øtargets - EU fleet-wide target2035) where: Specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.3; øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emission reference targets determined in accordance with point 6.2.3; EU fleet-wide target2035 is as determined in point 6.1.3.’deleted
2022/02/02
Committee: TRAN
Amendment 392 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 3 (new)
Regulation (EU) 2019/631
Annex I – Part C – point (new)
In Annex 1 , the following, new Part C is added: “PART C Calculation of the CO2 savings achieved through the use of alternative fuels pursuant to Art. 11a The total (origin) of all CO2 savings credits (credit total) in g in year t pursuant to Art. 11a shall be calculated using the formula: credittotal,t = ∑𝒌(𝒇𝒖𝒆𝒍𝒌,𝒕 × 𝑪𝑶𝟐𝒓𝒆𝒇 × 𝑪𝑶𝟐𝒔𝒂𝒗𝒊𝒏𝒈𝒌) + bankingt-1 The total (usage) of all CO2 savings credits is also calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount in g credited in year t to the specific average emissions in accordance with Article 11a(1) (reduction amount fleet) shall be calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount credited in year t to an individual vehicle “j” in accordance with Article 11a(2) (reduction amountvehicle,j,t) shall be calculated using the formula: 𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 reduction amountvehicle,j,t = 𝒎𝒊𝒍𝒆𝒂𝒈𝒆 Where: ∑𝒌(.) Total of all alternative fuels placed on the market across all fuel types ∑𝒋(.) Total of all CO2 reductions credited to individual vehicles pursuant to Article 11a(2) fuelk,t Contributed or allocated quantity in MJ of an alternative fuel k placed on the market in year t CO2ref CO2 emission comparator for fossil fuels in g/MJ pursuant to Directive (EU) 2018/2001 CO2savingk Greenhouse gas emissions saving of each alternative fuel pursuant Directive (EU) 2018/2001 in comparison to fossil fuels in % bankingt Alternative fuels credits not used and transferred by a manufacturer in year t creditfleet,t Total emission reduction credits in g CO2 credited in year t pursuant to Article 11a(1) creditvehicle,j,t Emission reductions in g CO2 credited to vehicle j in year t pursuant to Article 11a(2) mileage Average expected lifetime distance driven in km of a manufacturer’s newly registered vehicle. According to historical values 180,000 km can be used. This is in line with the Report for the European Commission by Ricardo-AEA (Ref: Ares (2014)2298698) the average diesel car lifetime mileage is approximately 208,000 km while petrol lifetime mileages fluctuate between 160,000 and 170,000 km. Diesel cars accounted for approx. 35% of new passenger cars in 2018. vehiclest Number of vehicles registered by a manufacturer in year t “
2022/02/02
Committee: TRAN
Amendment 394 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14a – paragraph 1
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.
2022/02/02
Committee: ENVI
Amendment 426 #

2021/0197(COD)

The report shall, where appropriate, be accompanied by a proposal for amending this Regulation and identifying a clear pathway for further CO2 emissions reductions by introducing EU fleet-wide targets for new passenger cars fleet and for new light commercial vehicles fleet from 1 January 2035 and from 1 January 2040, based on a LCA methodology developed by the European Commission no later than 31 December 2023.
2022/02/02
Committee: ENVI
Amendment 430 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a a (new)
Regulation (EU) 2019/631
Article 15 – paragraph 2
2. (aa) paragraph 2 is replaced by the following: "In the report referred to in paragraph 1, the Commission shall consider, inter alia, the real-world representativeness of the CO2 emission and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007; the deployment on the Union market of zero- and low-emission vehicles, in particular with respect to light commercial vehicles; the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EURegulation(XXX) of the European Parliament and of the Council (20), including their financingon the deployment of alternative fuels infrastructure , including their financing; the implementation of the Energy Performance of the building Directive 2010/31/EU and its foreseen review; the potential contribution of the use of synthetic and advanced alternative fuels produced with renewable energy to emissions reductions; the CO2 emissions reduction actually observed at the existing fleet level; the functioning of the incentive mechanism for zero- and low-emission vehicles; the potential effects of the transitional measure set out in point 6.3 of Part A of Annex I; the impact of this Regulation on consumers, particularly on those on low and medium incomes; as well as aspects to further facilitate an economically viable and socially fair transition towards clean, competitive and affordable mobility in the Union. The Commission shall, in that report, also identify a clear pathway for further CO2 emissions reductions for passenger cars and light commercial vehicles beyond 2030 in order to significantly contribute to achieving the long-term goal of the Paris Agreement. " Or. en (Regulation 2019/631 https://eur-lex.europa.eu/legal- content/EN/TXT/?uri=celex%3A32019R0631)
2022/02/02
Committee: ENVI
Amendment 440 #

2021/0197(COD)

Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraphs 3 and 5
(b) paragraphs 23 to 5 are deleted,
2022/02/02
Committee: ENVI
Amendment 457 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Annex I – Part A – point 6.1
EU fleet-wide targets for 2025 onwards’and 2030,
2022/02/02
Committee: ENVI
Amendment 466 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.2
(b) in point 6.1.2, the heading is replaced by the following: ‘EU fleet-wide target for 2030 to 2034’deleted
2022/02/02
Committee: ENVI
Amendment 480 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point c
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.3
(c) the following point 6.1.3 is added: ‘6.1.3. EU fleet-wide target for 2035 onwards EU fleet-wide target2035 = EU fleet-wide target2021– * (1 – reduction factor2035) where: EU fleet-wide target2021 is as defined in point 6.0; Reduction factor2035 is as defined in Article 1(5a), point (a).’deleted
2022/02/02
Committee: ENVI
Amendment 505 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex 1 – Part A – point 6.3.1
6.3.1 Specific emissions targets for 2025 to 2029onwards:
2022/02/02
Committee: ENVI
Amendment 528 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Regulation 2019/631
Annex I – Part A – Point 6.3.2.
6.3.2 Specific emissions targets for 2030 to 2034onwards
2022/02/02
Committee: ENVI
Amendment 546 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3
6.3.3 Specific emissions targets for 2035 onwards Specific emissions target = EU fleet-wide target2035 + a2035 · (TM-TM0) Where, EU fleet-wide target2035 is as determined in accordance with point 6.1.3; a2035 is where, a2021 is as defined in point 6.2.1 average emissions2021 is as defined in point 6.2.1 TM is as defined in point 6.2.1 TM0 is as defined in point 6.2.1 ___________________ * The share of zero- and low-emission vehicles in the new passenger car fleet of a Member State in 2017 is calculated as the total number of new zero- and low- emission vehicles registered in 2017 divided by the total number of new passenger cars registered in the same year.;deleted 𝑎2021 ∙ 𝐸𝑈 𝑓𝑙𝑒𝑒𝑡 ― 𝑤𝑖𝑑𝑒 𝑡𝑎𝑟𝑔𝑒𝑡2035 𝑎𝑣𝑒𝑟𝑎𝑔𝑒 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛𝑠2021
2022/02/02
Committee: ENVI
Amendment 557 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point a
Regulation (EU) 2019/631
Annex I – Part B – point 6.1
The EU fleet-wide targets for 2025 onwardsand 2030
2022/02/02
Committee: ENVI
Amendment 564 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point b
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.2
(b) in point 6.1.2 the heading is replaced by the following: ‘The EU fleet-wide targets for 2030 to 2034’deleted
2022/02/02
Committee: ENVI
Amendment 572 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point c
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.3
(c) the following point 6.1.3 is added: ‘6.1.3. The EU fleet-wide targets for 2035 onwards EU fleet-wide target2035 = EU fleet-wide target2021* (1 – reduction factor2035) where: EU fleet-wide target2021 is as defined in point 6.0; Reduction factor2035 is as defined in Article 1(5a), point (b).’deleted
2022/02/02
Committee: ENVI
Amendment 589 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point d
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.2
6.2.2. Specific emissions reference targets for 2030 to 2034 Specific emissions reference target = EU fleet-wide target2030 + α · (TM-TM0) Where, EU fleet-wide target2030 is as determined in accordance with point 6.1.3; α is a2030,L where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2030,H where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0; where: a2030,L is a2030,H is average emissions2021 is as defined in point 6.2.1 TM is as defined in point 6.2.1 TM0 is as defined in point 6.2.1deleted 𝑎2021 ∙ 𝐸𝑈 𝑓𝑙𝑒𝑒𝑡 ― 𝑤𝑖𝑑𝑒 𝑡𝑎𝑟𝑔𝑒𝑡2030 𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛𝑠2021 𝑎2021.𝐸𝑈 𝑓𝑙𝑒𝑒𝑡 ― 𝑤𝑖𝑑𝑒 𝑡𝑎𝑟𝑔𝑒𝑡2030 𝐸𝑈 𝑓𝑙𝑒𝑒𝑡 ― 𝑤𝑖𝑑𝑒 𝑡𝑎𝑟𝑔𝑒𝑡2025
2022/02/02
Committee: ENVI
Amendment 599 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.3
(e) the following point 6.2.3 is added: ‘6.2.3. Specific emissions reference targets for 2035 onwards Specific emissions reference target = EU fleet-wide target2035 + α · (TM-TM0) Where, EU fleet-wide target2035 is as determined in accordance with point 6.1.3; α is a2035,L where the average test mass of a manufacturer’s new light commercial vehicles is equal to or lower than TM0, and a2035,H where the average test mass of a manufacturer’s new light commercial vehicles is higher than TM0; where: a2035,L is a2035,H is average emissions2021 is as defined in point 6.2.1 TM is as defined in point 6.2.1 TM0 is as defined in point 6.2.1’deleted 𝑎2021 ∙ 𝐸𝑈 𝑓𝑙𝑒𝑒𝑡 ― 𝑤𝑖𝑑𝑒 𝑡𝑎𝑟𝑔𝑒𝑡2035 𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛𝑠2021 𝑎2021.𝐸𝑈 𝑓𝑙𝑒𝑒𝑡 ― 𝑤𝑖𝑑𝑒 𝑡𝑎𝑟𝑔𝑒𝑡2035 𝐸𝑈 𝑓𝑙𝑒𝑒𝑡 ― 𝑤𝑖𝑑𝑒 𝑡𝑎𝑟𝑔𝑒𝑡2025
2022/02/02
Committee: ENVI
Amendment 615 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e a (new)
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.1
The s(ea) point 6.3.1. is replaced by the following: "6.3.1. Specific emissions targets for 2025 to 2029 Specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) ·). ZLEV factor where: sSpecific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1; ø EU fleet-wide target= (target – EU fleet-wide target)· (1- reduction factor) targets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1, by 31 October 2024 and every second year thereafter, the figures target for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023.The new respective target shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehiclepassenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new light commercial vehiclepassenger cars registered in the relevant calendar year: x is 15 %. ZLEV= 1 – ( specific emissions of CO2 / 50) x is 15%’" Or. en (Regulation 2019/631 https://eur-lex.europa.eu/legal- content/EN/TXT/?uri=celex%3A32019R0631)
2022/02/02
Committee: ENVI
Amendment 622 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
6.3.2. Specific emissions targets for 2030 to 2034onwards
2022/02/02
Committee: ENVI
Amendment 629 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Specific emissions target = (specific emissions reference target – (øtargets - EU fleet-wide target2030)correction) ZLEV factor
2022/02/02
Committee: ENVI
Amendment 638 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
EU fleet-wide target2030correction = (øtarget – EU fleet-widetarget2021) · (1- reduction factor2030) øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.2; 1, by 31 October 2024 and every second year thereafter, the figures Øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023.The new respective Øtarget shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x),unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEVfactor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: ZLEVspecific = 1 – (specific emissions of CO2 / 50) x is [x] %’
2022/02/02
Committee: ENVI
Amendment 639 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
EU fleet-wide target2030 is as determined in point 6.1.2.deleted
2022/02/02
Committee: ENVI
Amendment 643 #

2021/0197(COD)

Proposal for a regulation
Annex I – paragraph 1 – point 2 – point g
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.3
(g) the following point 6.3.3 is added: ‘6.3.3. Specific emissions targets for 2035 onwards Specific emissions target = specific emissions reference target – (øtargets - EU fleet-wide target2035) where: Specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.3; øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emission reference targets determined in accordance with point 6.2.3; EU fleet-wide target2035 is as determined in point 6.1.3.’deleted
2022/02/02
Committee: ENVI
Amendment 120 #

2021/0171(COD)

Proposal for a directive
Recital 15
(15) A number of Member States have applied Directive 2008/48/EC to areas not covered by its scope to enhance the level of consumer protection. In fact, several of the credit agreements not falling withinExceptions from the scope of thate Directive can be detrimental for consumers, including short-term high cost loans whose amount is typically lower than the minimum threshold of EUR 200 set out in Directive 2008/48/EC. In this context, and with the aim to ensure a high level of consumer protection and to facilitate the cross-border consumer credit market, the scope of this Directive should cover some agreements that were excluded from the scope of Directive 2008/48/EC, such as consumer credit agreements below the amount of EUR 200. Likewise, other potentially detrimental products, because of the high costs they entail or high fees in case of missed payments, should be covered by this Directive, to ensure increased transparency and better consumer protection, resulting in higher consumer confidence. To this extent, leasing agreements, credit agreements in the form of an overdraft facility and where the credit has to be repaid within one month, and credit agreements where the credit is granted free of interest and without any other charges, including Buy Now Pay Later schemes, i.e. new digital financial tools that let consumers make purchases and pay them off over time, and credit agreements under the terms of which the credit has to be repaid within three months and only insignificant charges are payable do not prevent Member States to maintain or introduce an extension to credit agreements whose amount is lower than the minimum threshold of EUR 500 or to credit agreements where the credit is granted free of interest and without any other charges, including Buy Now Pay Later schemes. Moreover, above the minimum threshould not be excluded from the scope of application of this Directive. Moreoverof EUR 500, all credit agreement up until EUR 100 000 should be included in the scope of application of this Directive. The minimum and upper threshold of credit agreements under this Directive should be increased to take into account indexation to adjust for the effects of inflation since 2008 and in coming years.
2022/03/16
Committee: IMCO
Amendment 132 #

2021/0171(COD)

Proposal for a directive
Recital 26
(26) Consumers who are legally resident in the Union should not be discriminated against on ground of their nationality or place of residence, or on any ground as referred to in Article 21 of the Charter when requesting, concluding or holding a credit agreement or an agreement for the provision of crowdfunding credit services within the Union.deleted
2022/03/16
Committee: IMCO
Amendment 150 #

2021/0171(COD)

Proposal for a directive
Recital 30
(30) In order to be able to make their decisions in full knowledge of the facts, consumers should receive adequate information, for careful consideration at their own leisure and convenience, at least one day prior toin good time before the conclusion of the credit agreement or of the agreement for the provision of crowdfunding credit services, including information on the conditions and cost of the credit and on their obligations, as well as adequate explanations thereof. These rules should be without prejudice to Council Directive 93/13/EEC29 . _________________ 29 Council Directive 93/13/EEC of 5 April 1993 on unfair terms in consumer contracts (OJ L 95, 21.4.1993, p. 29).
2022/03/16
Committee: IMCO
Amendment 153 #

2021/0171(COD)

Proposal for a directive
Recital 31
(31) Pre-contractual information should be provided through the Standard European Consumer Credit Information form. To help consumers understand and compare offers, a Standard European Consumer Credit Overview form summarising the key element of the credit should be provided in addition to the Standard European Consumer Credit Information form, through which consumers should see all essential information at a glance, even on the screen of a mobile telephone. Information should be clear, clearly legible and adapted to the technical constraints of certain media such as mobile telephone screens. It should be displayed in an adequate and suitable way on the different channels, to ensure that every consumer can access information on an equal basis and in line with Directive (EU) 2019/882 of the European Parliament and of the Council30 . _________________ 30 Directive (EU) 2019/882 of the European Parliament and of the Council of 17 April 2019 on the accessibility requirements for products and services (OJ L 151, 7.6.2019, p. 70).
2022/03/16
Committee: IMCO
Amendment 179 #

2021/0171(COD)

Proposal for a directive
Recital 47
(47) The assessment of creditworthiness should be based on information on the financial and economic situation, including income and expenses, of the consumer. The European Banking Authority Guidelines on loan origination and monitoring (EBA/GL/2020/06) provide guidelines on what categories of data may be used for the processing of personal data for creditworthiness purposes, which include evidence of income or other sources of repayment, information on financial assets and liabilities, or information on other financial commitments. Personal data, such as personal data found on social media platforms or health data, including cancer data, should not be used when conducting a creditworthiness assessment. Consumers should provide information about their financial and economic situation in order to facilitate the creditworthiness assessment. In principle, credit should only made available to the consumer where the result of the creditworthiness assessment indicates that the obligations resulting from the credit agreement or the agreement for the provision of crowdfunding credit services are likely to be met in the manner required under that agreement. Howevcontrast to mortgage credits where prohibiting the conclusion of the contract was based on the concern that the consumer,s should such assessment be negative, the creditor or the provider of crowdfunding credit services can exceptionally make credit available in specific and justified circumstances such as when they have a long-standing relationship with the consumer, or in case of loans to fund exceptional healthcare expenses, students loans or loans for consumers with disabilities. In such case, when deciding on whether or not to make the credit available to the consumer, the creditor or the provider of crowdfunding credit services should take into account the amount and the purpose of the credit, and the likelihood that the obligations resulting from the agreement will be metnot ultimately lose their livelihood, for consumer credits a more moderate measure is appropriate. Moreover, the aim of the legislation is to prevent consumers from taking out loans from providers outside the legal credit market. Therefore, the creditor must warn the consumer urgently in the event of a negative creditworthiness check instead of prohibiting the conclusion of the contract in general, without completely restricting their personal autonomy and decision-making options.
2022/03/16
Committee: IMCO
Amendment 198 #

2021/0171(COD)

Proposal for a directive
Recital 55
(55) In case of a significant overrun exceeding a period of one month, the creditor should present the consumer without delay with information on the overrun, including the amount involved, the borrowing rate and any applicable penalties, charges or interest on arrears applicable. In case of regular overrunning, the creditor should offer to the consumer advisory services, where available, to help consumers identifying less expensive alternatives, or redirect consumers towards debt advisory services, in order to prevent consumers from taking out loans from providers outside the legal credit market.
2022/03/16
Committee: IMCO
Amendment 201 #

2021/0171(COD)

Proposal for a directive
Recital 56
(56) Consumers should have a right of withdrawal without penalty and with no obligation to provide justification. However, the right of withdrawal should not be used in bad faith. Hence, an absolute time limit for the withdrawal right is needed.
2022/03/16
Committee: IMCO
Amendment 203 #

2021/0171(COD)

Proposal for a directive
Recital 62
(62) The consumer should have the right to discharge his or her obligations before the date agreed in the credit agreement. As provided by the Court of Justice of the EU Lexitor ruling,34 the right of the consumer to a reduction in the total cost of the credit in the event of early repayment of the credit includes all the costs imposed on the consumer to the creditor and engrossed by the latter. The consumer's right to a reduction in the total cost of the credit in the event of early repayment of the credit should include, in principle, all costs imposed on the consumer by the creditor. Other costs incurred by the consumer, such as payments to third parties, in particular credit intermediaries, are not affected by early repayment, regardless of whether they were made by the borrower directly or through the creditor to the third party. In the case of early repayment the creditor should be entitled to a fair and objectively justified compensation for the costs directly linked to the early repayment, taking into account also any savings thereby made by the creditor. However, in order to determine the method of calculating the compensation, it is important to respect several principles. The calculation of the compensation due to the creditor should be transparent and comprehensible to consumers already at the pre-contractual stage and in any case during the performance of the credit agreement. In addition, the calculation method should be easy for creditors to apply, and supervisory control of the compensation by the competent authorities should be facilitated. Therefore, and due to the fact that consumer credit is, given its duration and volume, not financed by long- term funding mechanisms, the ceiling for the compensation should be fixed in terms of a flat-rate amount. This approach reflects the specific nature of consumer credits and should not prejudice the approach in respect of other products which are financed by long-term funding mechanisms, such as fixed-rate mortgage loans. _________________ 34 Judgment of the Court of Justice of 11 September 2019, Lexitor, C-383/18, ECLI:EU:C:2019:702.
2022/03/16
Committee: IMCO
Amendment 210 #

2021/0171(COD)

Proposal for a directive
Recital 65
(65) The fixing of caps on interest rates, on annual percentage rates of charge and or the total cost of the credit to the consumer is a common practice in a number ofsome Member States. Such capping has provedcan be beneficial for consumers. In that context, Member States should be able to maintain their current legal regime. However, in an effort to increase consumer protection without imposing unnecessary limits on Member States, caps on interest rates, on annual percentage rates of charge and or on the total cost of the credit to the consumer should be introduced throughout the Union.
2022/03/16
Committee: IMCO
Amendment 224 #

2021/0171(COD)

Proposal for a directive
Recital 81
(81) Current national rules on penalties differ significantly across the Union. In particular, nNot all Member States ensure that effective, proportionate and dissuasive fines can be imposed on traders responsible for widespread infringements or widespread infringements with a Union dimension. To ensure that Member States’ authorities can impose effective, proportionate and dissuasive penalties in relation to widespread infringements and to widespread infringements with a Union dimension that are subject to coordinated investigation and enforcement measures in accordance with Regulation (EU) 2017/2394 of the European Parliament and of the Council36 , fines should be introduced as an element of penalties for such infringements. In order to ensure that the fines have a deterrent effect, Member States should set in their national law the maximum fine for such infringements at a level that is at least 4 % of the creditor, credit intermediary or provider of crowdfunding credit services’ annual turnover in the Member State or Member States concerned. In certain cases, those traders can also be a group of companiMember States should enable appropriate measures. _________________ 36 Regulation (EU) 2017/2394 of the European Parliament and of the Council of 12 December 2017 on cooperation between national authorities responsible for the enforcement of consumer protection laws and repealing Regulation (EC) No 2006/2004 (OJ L 345, 27.12.2017, p. 1).
2022/03/16
Committee: IMCO
Amendment 237 #

2021/0171(COD)

Proposal for a directive
Article 2 – paragraph 2 – point c
(c) credit agreements involving a total amount of credit of less than EUR 500 or more than EUR 100 000;
2022/03/16
Committee: IMCO
Amendment 238 #

2021/0171(COD)

Proposal for a directive
Article 2 – paragraph 2 – point c a (new)
(c a) credit agreements where the credit is granted free of interest and without any other charges;
2022/03/16
Committee: IMCO
Amendment 239 #

2021/0171(COD)

Proposal for a directive
Article 2 – paragraph 2 – point c b (new)
(c b) credit agreements under the terms of which the credit has to be repaid within three months and only insignificant charges are payable;
2022/03/16
Committee: IMCO
Amendment 251 #

2021/0171(COD)

Proposal for a directive
Article 2 – paragraph 2 – point j a (new)
(j a) hiring or leasing agreements where an obligation to purchase the object of the agreement is not laid down either by the agreement itself or by any separate agreement;
2022/03/16
Committee: IMCO
Amendment 254 #

2021/0171(COD)

Proposal for a directive
Article 2 – paragraph 2 – point j b (new)
(j b) credit agreements in the form of an overdraft facility and where the credit must be repaid in one month.
2022/03/16
Committee: IMCO
Amendment 290 #

2021/0171(COD)

Proposal for a directive
Article 3 – paragraph 1 – point 12 a (new)
(12 a) ‘Tied credit intermediary’ means any credit intermediary who acts on behalf of and under the full and unconditional responsibility of a) only one creditor; b) only one group;or c) a number of creditors or groups which does not represent the majority of the market.
2022/03/16
Committee: IMCO
Amendment 296 #

2021/0171(COD)

Proposal for a directive
Article 3 – paragraph 1 – point 22
(22) ‘early repayment’ means the full or partial discharge of the consumer’s obligations under a credit agreement or crowdfunding credit services, before the due date of the payment;
2022/03/16
Committee: IMCO
Amendment 312 #

2021/0171(COD)

Proposal for a directive
Article 6
Member States shall ensure that the conditions to be fulfilled for being granted a credit do not discriminate against consumers legally resident in the Union on ground of their nationality or place of residence or on any ground as referred to in Article 21 of the Charter of Fundamental Rights of the European Union, when those consumers request, conclude or hold a credit agreement or crowdfunding credit services within the UnArticle 6 deleted Non-discrimination.
2022/03/16
Committee: IMCO
Amendment 347 #

2021/0171(COD)

Proposal for a directive
Article 9 – paragraph 1
1. Member States shall ensure that clear and comprehensible general information about credit agreements or crowdfunding credit services is made available to consumers by creditors or, where applicable, by credit intermediaries or providers of crowdfunding credit services, at all times electronically and, upon request of the consumer, on paper or on another durable medium.
2022/03/16
Committee: IMCO
Amendment 356 #

2021/0171(COD)

Proposal for a directive
Article 10 – paragraph 1 – introductory part
1. Member States shall require that the creditor and, where applicable, the credit intermediary or the provider of crowdfunding credit services provide the consumer with the pre-contractual information needed to compare different offers in order to take an informed decision on whether to conclude a credit agreement or crowdfunding credit services on the basis of the credit terms and conditions offered by the creditor or by the provider of crowdfunding credit services and, where applicable, the preferences expressed and information supplied by the consumer. Such pre-contractual information shall be provided to the consumer at least one day before he or she is bound by any credit agreement or offer, or by any agreement or offer for the provision of crowdfunding credit services.
2022/03/16
Committee: IMCO
Amendment 363 #

2021/0171(COD)

Proposal for a directive
Article 10 – paragraph 1 – subparagraph 1
In case the pre-contractual information referred to in the first subparagraph is provided less than one day before the consumer is bound by the credit agreement or offer, or by any agreement or offer for the provision of crowdfunding credit services, Member States shall require that the creditor and, where applicable, the credit intermediary or the provider of crowdfunding credit services send a reminder, on paper or on another durable medium, to the consumer of the possibility to withdraw from the credit agreement or crowdfunding credit services and of the procedure to follow for withdrawing, in accordance with Article 26. That reminder shall be provided to the consumer, at the latest, one day after the conclusion of the credit agreement, of the agreement for the provision of crowdfunding credit services, or the acceptance of the credit offer.deleted
2022/03/16
Committee: IMCO
Amendment 372 #

2021/0171(COD)

Proposal for a directive
Article 10 – paragraph 2
2. The pre-contractual information referred to in paragraph 1 shall be provided on paper or on another durable medium, whenever possible in digital form, by means of the Standard European Consumer Credit Information form set out in Annex I. All the information provided in the form shall be equally prominent. The creditor shall be deemed to have fulfilled the information requirements in this paragraph and in Article 3, paragraphs (1) and (2) of Directive 2002/65/EC if he or she has supplied the Standard European Consumer Credit Information.
2022/03/16
Committee: IMCO
Amendment 417 #

2021/0171(COD)

Proposal for a directive
Article 10 – paragraph 4
4. At the same time as the Standard European Consumer Credit Information form is provided to the consumer, the creditor and, where applicable, the credit intermediary or the provider of crowdfunding credit services, shall provide the consumer with the Standard European Consumer Credit Overview form set out in Annex II, containing the following pre-contractual information: (a) the total amount of credit; (b) the duration of the credit agreement or of the agreement for the provision of crowdfunding credit services; (c) the borrowing rate, or all borrowing rates if different borrowing rates apply in different circumstances; (d) the annual percentage rate of charge and the total amount payable by the consumer; (e) in the case of a credit in the form of deferred payment for specific goods or services and in the case of linked credit agreements, the specific goods or services and their cash price; (f) costs in the case of late payments;deleted
2022/03/16
Committee: IMCO
Amendment 440 #

2021/0171(COD)

Proposal for a directive
Article 10 – paragraph 5 – introductory part
5. Information displayed in the Standard European Consumer Credit Information form and in the Standard European Consumer Credit Overview form shall be consistent. It shall be clearly legible and take into account the technical constraints of the medium on which it is displayed. Information shall be displayed in an adequate and suitable way on the different channels.
2022/03/16
Committee: IMCO
Amendment 447 #

2021/0171(COD)

Proposal for a directive
Article 10 – paragraph 5 – subparagraph 1
Any additional information which the creditor may provide to the consumer shall be given in a separate document which may be annexed to the Standard European Consumer Credit Information form or the Standard European Consumer Credit Overview form.
2022/03/16
Committee: IMCO
Amendment 455 #

2021/0171(COD)

Proposal for a directive
Article 10 – paragraph 7
7. If the agreement has been concluded at the consumer's request using a means of distance communication which does not enable the information to be provided in accordance with this article, the creditor and, where applicable, the credit intermediary or the provider of crowdfunding credit services shall provide the consumer with the Standard European Consumer Credit Information form and the Standard European Consumer Credit Overview form immediately after the conclusion of the credit agreement or of the agreement for the provision of crowdfunding credit services.
2022/03/16
Committee: IMCO
Amendment 463 #

2021/0171(COD)

Proposal for a directive
Article 10 – paragraph 8
8. Upon request from the consumer, the creditor and, where applicable, the credit intermediary or the provider of crowdfunding credit services shall, in addition to the Standard European Consumer Credit Information form and the Standard European Consumer Credit Overview form, provide the consumer free of charge with a copy of the draft credit agreement, or of the draft agreement for the provision of crowdfunding credit services, provided that the creditor at the time of the request is willing to proceed to the conclusion of the credit agreement or of the agreement for the provision of crowdfunding credit services with the consumer.
2022/03/16
Committee: IMCO
Amendment 507 #

2021/0171(COD)

Proposal for a directive
Article 14 – paragraph 1
1. Member States mayshall allow bundling practices but shall prohibit tying practices.
2022/03/16
Committee: IMCO
Amendment 510 #

2021/0171(COD)

Proposal for a directive
Article 14 – paragraph 2 – introductory part
2. By way of derogation from paragraph 1 and without prejudice to the application of competition law, Member States may allow creditors or providers of crowdfunding credit services to request the consumer, a family member or a close relation to the consumer to open or maintain a payment or a savings account, where the only purpose of such an account is one of the following:
2022/03/16
Committee: IMCO
Amendment 513 #

2021/0171(COD)

Proposal for a directive
Article 14 – paragraph 3
3. By way of derogation from paragraph 1 and without prejudice to the application of competition law, Member States mayshall allow tying practices where the creditor or the provider of crowdfunding credit services can demonstrate to the competent authority that the tied products or categories of product offered, on terms and conditions similar to each other, result in a clear benefit to the consumers taking due account of the availability and the prices of the relevant products offered on the market.
2022/03/16
Committee: IMCO
Amendment 528 #

2021/0171(COD)

Proposal for a directive
Article 16 – paragraph 3 – point c
(c) consider a sufficiently large number of credit agreements or crowdfunding credit services in their product range and on that basis recommend a credit agreement or several credit agreements, or crowdfunding credit services from among that product range that is suitable to the consumer’s needs, financial situation and personal circumstances; non-tied intermediaries consider for that purpose a sufficiently large number of credit agreements or crowdfunding credit services available on the market and make the recommendation on that basis.
2022/03/16
Committee: IMCO
Amendment 590 #

2021/0171(COD)

Proposal for a directive
Article 18 – paragraph 4 – introductory part
4. Member States shall ensure that the creditor or the provider of crowdfunding credit services only makes the credit available tohas to warn the consumer urgently where the result of the creditworthiness assessment indicates that the obligations resulting from the credit agreement or the agreement for the provision of crowdfunding credit services are likely not to be met in the manner required under that agreement.
2022/03/16
Committee: IMCO
Amendment 591 #

2021/0171(COD)

Proposal for a directive
Article 18 – paragraph 4 – subparagraph 1
Notwithstanding the first subparagraphs, where the result of the creditworthiness assessment indicates that the obligations resulting from the credit agreement or the agreement for the provision of crowdfunding credit services are not likely to be met in the manner required under that agreement, the creditor or the provider of crowdfunding credit services may exceptionally make credit available to the consumer in specific and well justified circumstances.deleted
2022/03/16
Committee: IMCO
Amendment 603 #

2021/0171(COD)

Proposal for a directive
Article 18 – paragraph 6 – introductory part
6. Where the creditworthiness assessment involves the use of profiling or other automated processing of personal data, Member States shall ensure that the consumer has the right to:e proper application of the provisions of the GDPR and respectively its Articles 22 and 14 (2) (g).
2022/03/16
Committee: IMCO
Amendment 605 #

2021/0171(COD)

Proposal for a directive
Article 18 – paragraph 6 – point a
(a) request and obtain human intervention on the part of the creditor or the provider of crowdfunding credit services to review the decision;deleted
2022/03/16
Committee: IMCO
Amendment 608 #

2021/0171(COD)

Proposal for a directive
Article 18 – paragraph 6 – point b
(b) request and obtain from the creditor or the provider of crowdfunding credit services a clear explanation of the assessment of creditworthiness, including on the logic and risks involved in the automated processing of personal data as well as its significance and effects on the decision;deleted
2022/03/16
Committee: IMCO
Amendment 613 #

2021/0171(COD)

Proposal for a directive
Article 18 – paragraph 6 – point c
(c) express his or her point of view and contest the assessment of the creditworthiness and the decision.deleted
2022/03/16
Committee: IMCO
Amendment 632 #

2021/0171(COD)

Proposal for a directive
Article 18 – paragraph 9 a (new)
9 a. Article 18 does not apply to leasing contracts.
2022/03/16
Committee: IMCO
Amendment 686 #

2021/0171(COD)

Proposal for a directive
Article 26 – paragraph 7 a (new)
7 a. The right of withdrawal expires at the latest one year and 14 days after the conclusion of the credit agreement or the contract for the provision of crowd- funding credit services.
2022/03/16
Committee: IMCO
Amendment 693 #

2021/0171(COD)

Proposal for a directive
Article 29 – paragraph 1
1. Member States shall ensure that the consumer is at any time entitled to early repayment. In such cases, the consumer shall be entitled to a reduction in the total cost of the credit, consisting of the interest and the costs for the remaining duration of the contract. When calculating that reduction, all the costs imposed onpaid by the consumer byto the creditor and engrossed by the latter shall be taken into consideration.
2022/03/16
Committee: IMCO
Amendment 710 #

2021/0171(COD)

Proposal for a directive
Article 31 – paragraph 1 – introductory part
1. Member States shallmay introduce caps on one or more of the following:
2022/03/16
Committee: IMCO
Amendment 729 #

2021/0171(COD)

Proposal for a directive
Article 32 – paragraph 3 – introductory part
3. Member States shall ensure that, when establishing and applying remuneration policies for staff responsible for the assessment of creditworthiness, creditors, that are credit institutions as defined in the MC-Directive 2014/17/EU , comply with the following principles in a way and to the extent that is appropriate to their size, internal organisation and the nature, scope and complexity of their activities:
2022/03/16
Committee: IMCO
Amendment 731 #

2021/0171(COD)

Proposal for a directive
Article 32 – paragraph 4
4. Member States shall ensure that where creditors, that are credit institutions as defined in the MC-Directive 2014/17/EU , credit intermediaries or providers of crowdfunding credit services provide advisory services the remuneration structure of the staff involved does not prejudice their ability to act in the consumer’s best interest and is not contingent on sales targets. In order to achieve that goal, Member States may also ban commissions paid by the creditor to the credit intermediary.
2022/03/16
Committee: IMCO
Amendment 734 #

2021/0171(COD)

Proposal for a directive
Article 33 – paragraph 1
1. Member States shall ensure that creditors, that are credit institutions as defined in the MC-Directive 2014/17/EU , credit intermediaries and providers of crowdfunding credit services require their staff to possess and keep up- to-date an appropriate level of knowledge and competence in relation to the manufacturing, the offering and the granting of credit agreements or crowdfunding credit services, the carrying out of credit intermediation activities, the provision of advisory services or crowdfunding credit services. Where the conclusion of a credit agreement or an agreement for the provision of crowdfunding credit services includes an ancillary service, appropriate knowledge and competence in relation to that ancillary service shall be required.
2022/03/16
Committee: IMCO
Amendment 736 #

2021/0171(COD)

Proposal for a directive
Article 33 – paragraph 2
2. Member States shall establish minimum knowledge and competence requirements for the staff of creditors, that are credit institutions as defined in the MC-Directive 2014/17/EU , of credit intermediaries and of providers of crowdfunding credit services.
2022/03/16
Committee: IMCO
Amendment 762 #

2021/0171(COD)

Proposal for a directive
Article 37 – paragraph 1
Member States shall ensure that creditors, credit intermediaries and providers of crowdfunding credit services that are not credit institutions as defined in Article 4(1), point (1), of Regulation (EU) No 575/2013 are subject to an adequate admission process and to registration and supervision arrangements set upto bye an independentpplied by competent authorityies.
2022/03/16
Committee: IMCO
Amendment 771 #

2021/0171(COD)

Proposal for a directive
Article 38 – paragraph 1 – point a
(a) indicate, in advertising and documentation intended for consumers, the extent of their powers and whether they work as a tied or as an independent intermediary; Where the credit intermediary is tied to or works exclusively withfor one or more creditors or as an independent intermediary;, it shall provide the names of the creditors for which it is acting. The credit intermediary may disclose that it is independent where it meets the conditions laid down in accordance with Article 16 (4).
2022/03/16
Committee: IMCO
Amendment 787 #

2021/0171(COD)

Proposal for a directive
Article 44 – paragraph 2
2. Member States shall ensure that when penalties are to be imposed in accordance with Article 21 of Regulation (EU) 2017/2394, they include the possibility either to impose fines through administrative procedures or to initiate legal proceedings for the imposition of fines, or both, the maximum amount of such fines being at least 4% of the creditor, the credit intermediary or the provider of crowdfunding credit services’ annual turnover in all Member States concerned by the coordinated enforcement action.
2022/03/16
Committee: IMCO
Amendment 182 #

2021/0170(COD)

Proposal for a regulation
Recital 16
(16) The requirements laid down in this Regulation should apply to second hand products or products that are repaired, refurbished or recycled that re-enter the supply chain in the course of a commercial activity, except for those products for which the consumer cannot reasonably expect that they fulfil state-of-the art safety standards, such as antiques or products which are presented as to be repaired or to be refurbished. Consumer to consumer activities like a garage sale do not fulfil the commercial activity requirement and should therefore be excluded from this legislation;
2022/01/19
Committee: IMCO
Amendment 187 #

2021/0170(COD)

Proposal for a regulation
Recital 20
(20) New technologies might also cause new risks to consumers’ health and safety or change the way the existing risks could materialise, such as an external intervention hacking the product or changing its characteristics.
2022/01/19
Committee: IMCO
Amendment 205 #

2021/0170(COD)

Proposal for a regulation
Recital 24 a (new)
(24 a) In order for economic operators that are SMEs and micro-businesses to be able to cope with the new obligations imposed by this Regulation, the Commission should provide them with practical guidelines and tailored guidance, for example, a direct channel to connect to experts in case of questions. The Commission might also consider simplifications in order to limit their administrative burden.
2022/01/19
Committee: IMCO
Amendment 231 #

2021/0170(COD)

Proposal for a regulation
Recital 35
(35) For the purposes of [Article 19] of Regulation (EU) …/…[the Digital Services Act], and concerning the safety of products sold online, the Digital Services Coordinator should consider in particular consumer organisations and associations representing consumers’ interest and other relevant stakeholders, upon their request, as trusted flaggers, provided that the conditions set out in that article have been met.
2022/01/19
Committee: IMCO
Amendment 418 #

2021/0170(COD)

Proposal for a regulation
Article 8 – paragraph 4 – introductory part
4. Manufacturers shall draw up technical documentation of the product that might present a serious risk. The technical documentation shall contain, as appropriate:
2022/01/19
Committee: IMCO
Amendment 530 #

2021/0170(COD)

Proposal for a regulation
Article 15 a (new)
Article 15 a Small, medium and micro-enterprises 1. In order for economic operators that are SMEs and micro-businesses to be able to fulfil the new obligations according to Art. 8, 9, 10, 11, 12, 13, 14, 15, 17, 18, 19, 20 of this Regulation, the Commission shall provide them with practical guidelines and tailored guidance which include practical simplifications from the new obligations, where possible, in order to limit their administrative burden. At the same time financial support shall be provided. 2. The Commission is empowered to adopt delegated acts in accordance with Article 41 in order to guarantee support for SMEs and micro-enterprises according to paragraph 1.
2022/01/19
Committee: IMCO
Amendment 620 #

2021/0170(COD)

Proposal for a regulation
Article 20 – paragraph 6 – point d
(d) allowing access to their interfaces for the online tools operated by market surveillance authorities to identify dangerous products while respecting sensitive business information;
2022/01/19
Committee: IMCO
Amendment 1138 #

2021/0106(COD)

The Commission is empowered to adopt delegated acts in accordance with Article 73 to amend the list of techniques and approaches listed in Annex I, in order to update that list to market and technological developments on the basis of characteristics that are similar to the techniques and approaches listed therein. As an adequate transitional period, two years shall be applied to each amendment.
2022/06/13
Committee: IMCOLIBE
Amendment 1828 #

2021/0106(COD)

Proposal for a regulation
Article 14 – paragraph 3 a (new)
3 a. The commission, in accordance with the relevant stakeholders, shall provide comprehensive guidelines, in order to clarify the required form of human supervision for high-risk AI systems.
2022/06/13
Committee: IMCOLIBE
Amendment 2087 #

2021/0106(COD)

Proposal for a regulation
Article 30 – paragraph 1
1. Each Member State shall designate or establish a notifying authority responsible for setting up and carrying out the necessary procedures for the assessment, designation and notification of conformity assessment bodies and for their monitoring. To this end, Member States shall ensure a sufficient number of conformity assessment bodies, in order to make the certification feasible in a timely manner.
2022/06/13
Committee: IMCOLIBE
Amendment 149 #
2021/10/26
Committee: EMPLFEMM
Amendment 203 #

2021/0050(COD)

Proposal for a directive
Recital 9
(9) The gender pay gap is caused by various factors, part of which can be attributed to direct and indirect gender pay discrimination. A general lack of transparency about pay levels within organisations maintains a situation where gender-based pay discrimination and bias can go undetected or, where suspected, are difficult to prove. Binding mMeasures are therefore needed to improve pay transparency, encourage organisations to review their pay structures to ensure equal pay for women and men doing the same work or work of equal value, and enable victims of discrimination to enforce their right to equal pay. This needs to be complemented by provisions clarifying existing legal concepts (such as the concept of ‘pay’ and ‘work of equal value’) and measures improving enforcement mechanisms and access to justice, while fully respecting the different labour market models in the Member States.
2021/10/26
Committee: EMPLFEMM
Amendment 223 #

2021/0050(COD)

Proposal for a directive
Recital 11
(11) This Directive should apply to all workers, including part-time workers, fixed-term contract workers or persons with a contract of employment or employment relationship with a temporary agency, who have an employment contract or employment relationship as defined by the law, collective agreements and/or practice in force in each Member State, taking into account the case-law of the Court of Justice of the European Union (‘the Court’). In its case law, the Court established criteria for determining the status of a worker47 . Provided that they fulfil those criteria, domestic workers, on- demand workers, intermittent workers, voucher based-workers, platform workers, trainees and apprentices should fall within the scope of this Directive. The determination of the existence of an employment relationship should be guided by the facts relating to the actual performance of the work and not by the parties’ description of the relationship. _________________ 47 Case C-66/85, Deborah Lawrie-Blum v Land Baden-Württemberg, ECLI:EU:C:1986:284; Case C-428/09, Union Syndicale Solidaires Isère v Premier ministre and Others, ECLI:EU:C:2010:612; Case C-229/14, Ender Balkaya v Kiesel Abbruch- und Recycling Technik GmbH, ECLI:EU:C:2015:455; Case C-413/13, FNV Kunsten Informatie en Media v Staat der Nederlanden, ECLI:EU:C:2014:2411; Case C-216/15, Betriebsrat der Ruhrlandklinik gGmbH v Ruhrlandklinik gGmbH, ECLI:EU:C:2016:883; Case C- 658/18, UX v Governo della Repubblica italiana, ECLI:EU:C:2020:572.
2021/10/26
Committee: EMPLFEMM
Amendment 227 #

2021/0050(COD)

Proposal for a directive
Recital 12
(12) In order to remove obstacles for victims of gender pay discrimination to enforce their right to equal pay and guide employers in ensuring respect of this right, the core concepts related to equal pay, such as ‘pay’ and ‘work of equal value’, should be clarified in line with the case law of the Court. This should facilitate the application of these concepts, especially for small and medium-sized enterprises.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 233 #

2021/0050(COD)

Proposal for a directive
Recital 13
(13) The principle of equal pay for equal work or work of equal value for women and men should be respected with regard to wage or salary and any other consideration, whether in cash or in kind, which the workers receive directly or indirectly, in respect of their employment from their employer. In line with the case-law of the Court48 , the concept of ‘pay’ should comprise not only salary, but also additional benefits such as bonuses, overtime compensation, travel facilities (including cars provided by the employer and travel cards), housing allowances, compensation for attending training, payments in case of dismissal, statutory sick pay, statutory required compensation and occupational pensions. It should include all elements of remuneration due by law or collective agreement. _________________ 48 For example, Case C-58/81, Commission of the European Communities v Grand Duchy of Luxembourg, ECLI:EU:C:1982:215; Case C-171/88 Rinner-Kulhn v FWW Spezial- Gebaudereinigung GmbH, ECLI:EU:C:1989:328; Case C-147/02 Alabaster v Woolwhich plc and Secretary of State for Social Security, ECLI:EU:C:2004:192; Case C-342/93 - Gillespie and Others ECLI:EU:C:1996:46; Case C-278/93 Freers and Speckmann v Deutsche Bundepost, ECLI:EU:C:1996:83; Case C-12/81, Eileen Garland v British Rail Engineering Limited, ECLI:EU:C:1982:44; Case C-360/90, Arbeiterwohlfahrt der Stadt Berlin e.V. v Monika Bötel, ECLI:EU:C:1992:246; Case C-33/89, Maria Kowalska v Freie und Hansestadt Hamburg, ECLI: EU:C:1990:265.
2021/10/26
Committee: EMPLFEMM
Amendment 247 #

2021/0050(COD)

Proposal for a directive
Recital 15
(15) In order to respect the right to equal pay between men and women, employers must have pay setting mechanisms or pay structures in place ensuring that there are no pay differences between male and female workers doing the same work or work of equal value that are not justified by objective and gender-neutral factors. Such pay structures should allow for the comparison of the value of different jobs within the same organisational structure. In line with the case law of the Court, the value of work should be assessed and compared based on objective criteria, such as educational, professional and training requirements, skills, effort and responsibility, work undertaken and the nature of the tasks involved.49 _________________ 49 For example, Case C-400/93, Royal Copenhagen, ECLI:EU:C:1995:155; Case C-309/97, Angestelltenbetriebsrat der Wiener Gebietskrankenkasse, ECLI:EU:C:1999:241; Case C-381/99, Brunnhofer, ECLI:EU:C:2001:358; Case C-427/11, Margaret Kenny and Others v Minister for Justice, Equality and Law Reform and Others [2013] ECLI:EU:C:2013:122, paragraph 28.
2021/10/26
Committee: EMPLFEMM
Amendment 256 #

2021/0050(COD)

Proposal for a directive
Recital 16
(16) The identification of a valid comparator is an important parameter in determining whether work may be considered of equal value. It enables the worker to show that they were treated less favourably than the comparator of a different sex performing equal work or work of equal value. In situations where no real-life comparator exists, the use of a hypothetical comparator should be allowed, allowing a worker to show that they have not been treated in the same way as a hypothetical comparator of another sex would have been treated. This would lift an important obstacle for potential victims of gender pay discrimination, especially in highly gender-segregated employment markets where a requirement of finding a comparator of the opposite sex makes it almost impossible to bring an equal pay claim. In addition, workers should not be prevented from using other facts from which an alleged discrimination can be presumed, such as statistics or other available information. This would allow gender-based pay inequalities to be more effectively addressed in gender-segregated sectors and professions.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 266 #

2021/0050(COD)

Proposal for a directive
Recital 17
(17) The Court has clarified50 that in order to compare whether workers are in a comparable situation, the comparison is not necessarily limited to situations in which men and women work for the same employer. Workers may be in a comparable situation even when they do not work for the same employer whenever the pay conditions can be attributed to a single source setting up those conditions. This may be the case when pay conditions are regulated by statutory provisions or collective labour agreements relating to pay applicable to several companies, or when such conditions are laid down centrally for more than one organisation or business within a holding company or conglomerate. Furthermore, the Court clarified that the comparison is not limited to workers employed at the same time as the claimant.51 _________________ 50 Case C-320/00 Lawrence, ECLI:EU:C:2002:498. 51 Case 129/79 Macarthys, ECLI:EU:C:1980:103.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 299 #

2021/0050(COD)

(21) In order to disrupt the perpetuation of a pay gap between female and male workers affecting individual workers over time, employers should not be allowed to enquire about the prior pay history of the applicant for a job.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 315 #

2021/0050(COD)

Proposal for a directive
Recital 23
(23) Employers should make accessible to workers a description of the criteria used to determine pay levels and career progression. The employer should have flexibility in the way it complies with this obligation taking into account the size of the organisation.
2021/10/26
Committee: EMPLFEMM
Amendment 328 #

2021/0050(COD)

Proposal for a directive
Recital 25
(25) Employers with at least 2500 workers should regularly report on pay, in a suitable and transparent manner, such as including the information in their management report. Companies subject to the requirements of Directive 2013/34/EU of the European Parliament and of the Council52 may also choose to report on pay alongside other worker-related matters in their management report. _________________ 52 Directive 2013/34/EU, as amended by Directive 2014/95/EU of the European Parliament and of the Council of 22 October 2014 as regards disclosure of non- financial and diversity information by certain large undertakings and groups (OJ L 330, 15.11.2014, p. 1).
2021/10/26
Committee: EMPLFEMM
Amendment 364 #

2021/0050(COD)

Proposal for a directive
Recital 29
(29) Joint pay assessments should trigger the review and revision of pay structures in organisations with at least 2500 workers that show pay inequalities. The joint pay assessment should be carried out by employers in cooperation with workers’ representatives; if workers’ representatives are absent, they should be designated for this purpose. Joint pay assessments should lead to the elimination of gender discrimination in pay.
2021/10/26
Committee: EMPLFEMM
Amendment 405 #

2021/0050(COD)

Proposal for a directive
Recital 38
(38) Following the case law of the Court55 , Directive 2006/54/EC established provisions to ensure that the burden of proof shifts to the defendant when there is a prima facie case of discrimination. Member States should not be prevented from introducing, at any appropriate stage of the proceedings, rules of evidence which are more favourable to workers making a claim. In any legal or administrative proceedings concerning direct or indirect discrimination, in case the employer did not comply with the pay transparency obligations set out by the Directive, the burden of proof should be automatically shifted to the defendant, irrespective of the worker showing a prima facie case of pay discrimination. _________________ 55 Case C-109/88, Handels- og Kontorfunktionærernes Forbund I Danmark v Dansk Arbejdsgiverforening, acting on behalf of Danfoss, ECLI:EU:C:1989:383.
2021/10/26
Committee: EMPLFEMM
Amendment 406 #

2021/0050(COD)

Proposal for a directive
Recital 39
(39) Although it is necessary only to establish a presumption of discrimination before the burden of proof shifts to the employer, it is not always easy for victims and courts to know how to establish even that presumption. Pay transparency measures have the potential to support the use of the reversal of the burden of proof, by helping workers determine the average pay levels for women and men performing the same work or work of equal value. Enabling workers to provide prima facie evidence which allows discrimination to be presumed would swiftly trigger the reverse burden of proof to the benefit of the worker.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 410 #

2021/0050(COD)

Proposal for a directive
Recital 40
(40) In accordance with the case-law of the Court, nNational rules on time limits for the enforcement of rights under this Directive should be such that they cannot be regarded as capable of rendering virtually impossible or excessively difficult the exercise of those rights. Limitation periods create specific obstacles for victims of gender pay discrimination. For that purpose, common minimum standards should be established. Those standards should determine when the limitation period begins to run, the duration thereof and the circumstances under which it is interrupted or suspended and provide that the limitation period for bringing claims is at least three years.
2021/10/26
Committee: EMPLFEMM
Amendment 419 #

2021/0050(COD)

Proposal for a directive
Recital 41
(41) Litigation costs create a serious disincentive for victims of gender pay discrimination to claim their right to equal pay, leading to insufficient protection and enforcement of the right to equal pay. In order to remove this strong procedural obstacle to justice, successful claimants should be allowed to recover their procedural costs from the defendant. On the other hand, claimants should not be liable for successful defendant’s proceedings costs unless the claim was brought in bad faith, was clearly frivolous or if the non-recovery by the defendant would be considered unreasonable by the courts or other competent authorities under the specific circumstances of the case, for instance having regard to the financial situation of micro-enterprises.
2021/10/26
Committee: EMPLFEMM
Amendment 447 #

2021/0050(COD)

Proposal for a directive
Recital 50
(50) This Directive aims at a better and more effective implementation of the principle of equal pay for equal work or work to which equal value is attributed between men and women through the establishment of common minimum requirementsa framework which should apply to all undertakings and organisations across the European Union. Since this objective cannot be sufficiently achieved by the Member States and should therefore be achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Directive, which limits itself to setting minimum standards, does not go beyond what is necessary in order to achieve that objective.
2021/10/26
Committee: EMPLFEMM
Amendment 464 #

2021/0050(COD)

Proposal for a directive
Article 1 – paragraph 1
This Directive lays down minimum requirementsa framework to strengthen the application of the principle of equal pay between men and women for equal work or work of equal value enshrined in Article 157 TFEU and the prohibition of discrimination laid down in Article 4 of Directive 2006/54/EC, in particular through pay transparency and reinforced enforcement mechanisms.
2021/10/26
Committee: EMPLFEMM
Amendment 480 #

2021/0050(COD)

Proposal for a directive
Article 2 – paragraph 2
2. This Directive applies to all workers who have an employment contract or employment relationship as defined by law, collective agreements and/or practice in force in each Member State with consideration to the case-law of the Court of Justice.
2021/10/26
Committee: EMPLFEMM
Amendment 482 #

2021/0050(COD)

Proposal for a directive
Article 2 – paragraph 2 a (new)
2a. Member States with labour market models where autonomous labour market parties are responsible for wage formation shall have the option not to apply this Directive, either totally or in part, provided that there is, in the view of the Member State, sufficient support for this among representative social partners at national level.
2021/10/26
Committee: EMPLFEMM
Amendment 483 #

2021/0050(COD)

Proposal for a directive
Article 2 – paragraph 2 a (new)
2a. This Directive shall not be applicable to employers bound by a collective agreement setting pay levels respecting the principle of equal work.
2021/10/26
Committee: EMPLFEMM
Amendment 487 #

2021/0050(COD)

(c) ‘pay gap’ means the difference of average pay levels between female and male workers of the employer, expressed as percentage of the average pay level of male workers;deleted
2021/10/26
Committee: EMPLFEMM
Amendment 492 #

2021/0050(COD)

(d) ‘median pay level’ means the pay of the worker that would have half of the workers earn more and half less than they do;deleted
2021/10/26
Committee: EMPLFEMM
Amendment 493 #

2021/0050(COD)

Proposal for a directive
Article 3 – paragraph 1 – point e
(e) ‘median pay gap’ means the difference between the median pay level of female and median pay level of male workers expressed as percentage of the median pay level of male workers;deleted
2021/10/26
Committee: EMPLFEMM
Amendment 496 #

2021/0050(COD)

Proposal for a directive
Article 3 – paragraph 1 – point f
(f) ‘quartile pay band’ means each of four equal groups of workers into which they are divided according to their pay levels – from the lowest to the highest;deleted
2021/10/26
Committee: EMPLFEMM
Amendment 504 #

2021/0050(COD)

Proposal for a directive
Article 3 – paragraph 1 – point g
(g) ‘category of workers’ means workers performing the same work or work of equal value grouped by the workers’ employer based on criteria as laid down in Article 4 of this Directive and specified bygrouped by their respective employers in accordance with national law, collective bargaining agreements, and other relevant practices in the Memployer concerned;ber State.
2021/10/26
Committee: EMPLFEMM
Amendment 539 #

2021/0050(COD)

Proposal for a directive
Article 4 – paragraph 1
1. Member States shall take the necessary measures to ensure that employers have pay structures in place ensuring that women and men are paid equally for the same work or work of equal value performed for the same employer.
2021/10/26
Committee: EMPLFEMM
Amendment 553 #

2021/0050(COD)

Proposal for a directive
Article 4 – paragraph 2
2. Member States shall take the necessary measures ensuring that tools or methodologies are establishedguidance to assess and compare the value of work in line with the criteria set out in this Article. These tools or methodologiesis guidance may include gender-neutral job evaluation and classification systems.
2021/10/26
Committee: EMPLFEMM
Amendment 566 #

2021/0050(COD)

Proposal for a directive
Article 4 – paragraph 3
3. The tools or methodologiesAn overall assessment according to this guidance shall allow assessing, in regard to the value of work, whether workers are in a comparable situation, on the basis of objective criteria which shallmay include educational, professional and training requirements, skills, effort and responsibility, work undertaken and the nature of the tasks involved and similar criteria defined in national law and collective bargaining agreements. They shall not contain or be based on criteria which are based, whether directly or indirectly, on workers’ sex.
2021/10/26
Committee: EMPLFEMM
Amendment 571 #

2021/0050(COD)

Proposal for a directive
Article 4 – paragraph 4
4. Whenever differences in pay can be attributed to a single source establishing the pay conditions, the assessment whether workers are carrying out the same work or work of equal value shall not be limited to situations in which female and male workers work for the same employer but may be extended to that single source. The assessment shall also not be limited to workers employed at the same time as the worker concerned. Where no real comparator can be established, a comparison with a hypothetical comparator or the use of other evidence allowing to presume alleged discrimination shall be permitted.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 594 #

2021/0050(COD)

Proposal for a directive
Article 5 – paragraph 1
1. Applicants for employment shall have the right to receive from the prospective employer information about the initial pay level or its range, based on objective, gender-neutral criteria, to be attributed for the position concerned. Such information shall be indicated in a published job vacancy notice or otherwise provided to the applicant prior to the job interview without the applicant having to request it.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 605 #

2021/0050(COD)

Proposal for a directive
Article 5 – paragraph 2
2. An employer shall not, orally or in writing, personally or through a representative, ask applicants about their pay history during their previous employment relationships.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 621 #

2021/0050(COD)

Proposal for a directive
Article 6 – paragraph 1
The employer shall make easily accessible to its workers a description of the criteria used to determine pay levels and career progression for workers. These criteria shall be gender-neutral and in accordance with national law and practices.
2021/10/26
Committee: EMPLFEMM
Amendment 640 #

2021/0050(COD)

Proposal for a directive
Article 7 – paragraph 1
1. Workers shall have the right to receive information on their individual pay level and the average pay levels, broken down by sexpay differences and differences in median pay, broken down by sex in the pay statistics, for categories of workers doing the same work as them or work of equal value to theirs for the same employer, in accordance with paragraphs 3 and 4.
2021/10/26
Committee: EMPLFEMM
Amendment 674 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 1 – introductory part
1. Employers with at least 250 workers shall provide the following information concerning their organisation, in accordance with paragraphs 2, 3, and 5:Member States shall, with regard to their respective labour market models and traditions, take appropriate measures to ensure that employers with at least 500 workers map the pay gap between men and women in the different categories of workers.
2021/10/26
Committee: EMPLFEMM
Amendment 689 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 1 – point a
(a) the pay gap between all female and male workers;deleted
2021/10/26
Committee: EMPLFEMM
Amendment 696 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 1 – point b
(b) the pay gap between all female and male workers in complementary or variable components;deleted
2021/10/26
Committee: EMPLFEMM
Amendment 701 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 1 – point c
(c) the median pay gap between all female and male workers;deleted
2021/10/26
Committee: EMPLFEMM
Amendment 708 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 1 – point d
(d) the median pay gap between all female and male workers in complementary or variable components;deleted
2021/10/26
Committee: EMPLFEMM
Amendment 712 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 1 – point e
(e) the proportion of female and male workers receiving complementary or variable components;deleted
2021/10/26
Committee: EMPLFEMM
Amendment 714 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 1 – point f
(f) the proportion of female and male workers in each quartile pay band;deleted
2021/10/26
Committee: EMPLFEMM
Amendment 717 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 1 – point g
(g) the pay gap between female and male workers by categories of workers broken down by ordinary basic salary and complementary or variable components.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 739 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 3
3. The employer shall publish the information referred to in paragraph 1, points (a) to (f) on an annual basis in a user-friendly way on its website or shall otherwise make it publicly available. The information from the previous four years, if available, shall also be accessible upon request. In addition, the employer shall share this information with the monitoring body referred to in paragraph 6.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 752 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 4
4. Member States may decide to compile the information set out in paragraph 1, points (a) to (f) themselves, on the basis of administrative data such as data provided by employers to the tax or social security authorities. This information shall be made public in accordance with paragraph 6.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 762 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 5
5. The employer shall provide the information referred to in paragraph 1, point (g) to all workers and, their trade union representatives, as well as to the monitoring body referred to in paragraph 6. It shall provide it to the labour inspectorate and the equality body upon their request. T or the trade union with which the employer has struck a collective bargaining agreement. The employer shall, upon request, provide the information fromto the previous four years,monitoring body appointed ifn available, shall also be provided upon requestccordance with article 26 of this directive.
2021/10/26
Committee: EMPLFEMM
Amendment 773 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 6
6. Member States shall entrust the monitoring body designated pursuant to Article 26 to collect the data received from employers pursuant to paragraph 1, points (a) to (f) and to ensure that this data is public and allows a comparison between employers, sectors and regions of the Member State concerned in a user- friendly way.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 781 #

2021/0050(COD)

Proposal for a directive
Article 8 – paragraph 7
7. Workers and their representatives, labour inspectThose entitled to informates and equality bodiesion from the employer pursuant to article 2 shall have the right to ask the employer for additional clarifications and details regarding any of the data provided, including explanations concerning any gender pay differences. The employer shall respond to such request within a reasonable time by providing a substantiated reply. Where gender pay differences are not justified by objective and gender-neutral factors, the employer shall remedy the situation in close cooperation with the workers’ representatives, the labour inspectorate and/or the equality bodytake appropriate measures.
2021/10/26
Committee: EMPLFEMM
Amendment 794 #

2021/0050(COD)

Proposal for a directive
Article 9 – paragraph 1
1. Member States shall take appropriate measures to ensure that employers with at least 250 workers conduct, in cooperation with their workers’ representatives, a joint pay assessment where both of the following conditions are met: (a) the pay reporting conducted in accordance with Article 8 demonstrates a difference of average pay level between female and male workers of at least 5 per cent in any category of workers; (b) the employer has not justified such difference in average pay level by objective and gender-neutral factors.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 823 #

2021/0050(COD)

Proposal for a directive
Article 9 – paragraph 2
2. The joint pay assessment shall include the following: (a) an analysis of the proportion of female and male workers in each category of workers; (b) detailed information on average female and male workers’ pay levels and complementary or variable components for each category of workers; (c) identification of any differences in pay levels between female and male workers in each category of workers; (d) the reasons for such differences in pay levels and objective, gender-neutral justifications, if any, as established jointly by workers’ representatives and the employer; (e) measures to address such differences if they are not justified on the basis of objective and gender-neutral criteria; (f) a report on the effectiveness of any measures mentioned in previous joint pay assessments.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 841 #

2021/0050(COD)

Proposal for a directive
Article 9 – paragraph 3
3. Employers shall make the joint pay assessments available to workers, workers’ representatives, the monitoring body designated pursuant to Article 26, the equality body and the labour inspectorate.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 847 #

2021/0050(COD)

Proposal for a directive
Article 9 – paragraph 4
4. If the joint pay assessment reveals differences in average pay for equal work or work of equal value between female and male workers which cannot be justified by objective and gender-neutral criteria, the employer shall remedy the situation, in close cooperation with the workers’ representatives, labour inspectorate, and/or equality body. Such action shall include the establishment of gender-neutral job evaluation and classification to ensure that any direct or indirect pay discrimination on grounds of sex is excluded.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 906 #

2021/0050(COD)

Proposal for a directive
Article 14 – paragraph 3
3. The compensation shall place the worker who has suffered harm in the position in which that person would have been if he or she had not been discriminated based on sex or if no infringement of any of the rights or obligations relating to equal pay between men and women for equal work or work of equal value had occurred. It shall include full recovery of back pay and related bonuses or payments in kind, compensation for lost opportunities and moral prejudice. It shall also include the right to interest on arrearshad occurred.
2021/10/26
Committee: EMPLFEMM
Amendment 915 #

2021/0050(COD)

Proposal for a directive
Article 16 – paragraph 1
1. Member States shall take the appropriate measures, in accordance with their national judicial systems, to ensure that, when workers who consider themselves wronged because the principle of equal pay has not been applied to them, establish before a court or other competent authority, facts from which it may be presumed that there has been direct or indirect discrimination, it shall be for the defendant to prove that there has been no direct or indirect discrimination in relation to pay.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 918 #

2021/0050(COD)

Proposal for a directive
Article 16 – paragraph 2
2. Member States shall ensure that, in any legal or administrative proceedings concerning direct or indirect discrimination, where an employer failed to comply with any of the rights or obligations related to pay transparency set out in Articles 5 through 9 of this Directive, it shall be for the employer to prove that there has been no such discrimination.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 922 #

2021/0050(COD)

Proposal for a directive
Article 16 – paragraph 3
3. The claimant shall benefit from any doubt that might remain.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 932 #

2021/0050(COD)

Proposal for a directive
Article 17 – paragraph 2
2. Member States shall ensure that national courts have the power to order the disclosure of evidence containing confidential information where they consider it relevant to the claim. They shall ensure that, when ordering the disclosure of such information, national courts have at their disposal effective measures to protect such information.
2021/10/26
Committee: EMPLFEMM
Amendment 935 #

2021/0050(COD)

Proposal for a directive
Article 18 – paragraph 2
2. Limitation periods shall not begin to run before the violation of the principle of equal pay between men and women for equal work or for work of equal value or infringement of the rights or obligations under this Directive has ceased and the claimant knows, or can reasonably be expected to know, about the violation or infringement.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 939 #

2021/0050(COD)

Proposal for a directive
Article 18 – paragraph 3
3. Member States shall ensure that the limitation periods for bringing claims are set at three years at least.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 948 #

2021/0050(COD)

Proposal for a directive
Article 18 – paragraph 4
4. Member States shall ensure that a limitation period is suspended or, depending on national law, interrupted, as soon as a claimant undertakes action by lodging a claim or bringing the claim to the attention of the employer, workers’ representatives, labour inspectorate or equality body.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 953 #

2021/0050(COD)

Proposal for a directive
Article 19 – paragraph 1
Claimants who prevail on a pay discrimination claim shall have the right to recover from the defendant, in addition to any other damages, reasonable legal and experts’ fees and costs. Defendants who prevail on a pay discrimination claim shall not have the right to recover any legal and experts’ fees from the claimant(s) and costs, unless the claim was brought in bad faith, was clearly frivolous or where such non-recovery is considered manifestly unreasonable under the specific circumstances of the case.deleted
2021/10/26
Committee: EMPLFEMM
Amendment 5 #

2020/2262(INI)

Draft opinion
Paragraph 1
1. Recalls the importance, for a properlywell- functioning and competitive internal market, of effective better law- making tools that take subsidiarity and proportionality fully into account when drawing up scientifically based and balanced legislation, particularly for consumers and SMEs;
2021/02/24
Committee: IMCO
Amendment 38 #

2020/2262(INI)

Draft opinion
Paragraph 5 a (new)
5a. Points out that the elements of subsidiarity and proportionality have to be taken into account as important preconditions when designing possible future EU legislation; once and if the EU added value is established, it should consistently reflect market integration and cross-border ambition, the need to reduce regulatory and administrative barriers, the necessity to be future-proof; recalls that one harmonised rule at European level reduces administrative burdens in all Member States as it replaces 27 diverging rules reducing the internal market fragmentation;
2021/02/24
Committee: IMCO
Amendment 44 #

2020/2262(INI)

Draft opinion
Paragraph 5 b (new)
5b. Reminds that digital innovation develops fast and that entrepreneurs are driving the digital agenda; therefore it is of key importance to provide future proof rules that are digital by default and that keep the pace of digital innovation; calls on the Commission to always take into account futureproof digital elements when assessing subsidiarity and proportionality in internal market legislation and in the related impact assessments;
2021/02/24
Committee: IMCO
Amendment 51 #

2020/2262(INI)

Draft opinion
Paragraph 5 c (new)
5c. Highlights that EU legislation needs to be always firmly based on scientific evidence and considers that a set of indicators to identify the full compliance costs of a new legislative act should be applied in order to better assess its impact;
2021/02/24
Committee: IMCO
Amendment 52 #

2020/2262(INI)

Draft opinion
Paragraph 5 d (new)
5d. Underlines that according to the three Commission’s reports 2017, 2018 and 2019 on the application of the principle of subsidiarity and proportionality, there is the need to improve the quality of the impact assessments when it comes to both elements; subsidiarity and proportionality are important preconditions for an effective and balanced EU legislation that can be beneficial for a well-functioning internal market;
2021/02/24
Committee: IMCO
Amendment 55 #

2020/2262(INI)

Draft opinion
Paragraph 5 e (new)
5e. Points out that all EU regulatory measures should always be accompanied by universal impact assessments that take into account in an effective and thorough way the principles of subsidiarity and proportionality; stresses that only regulatory measures that are based on improved impact assessments can be beneficial for both consumers and businesses within the internal market and can trigger innovation, encourage investments, reinforcing European competitiveness and ultimately being instrumental in strengthening consumer protection; stresses furthermore that improved impact assessments should clearly strengthen the SMEs fitness check element;
2021/02/24
Committee: IMCO
Amendment 56 #

2020/2262(INI)

Draft opinion
Paragraph 5 f (new)
5f. Stresses that all impact assessments, evaluations and fitness checks should carry out an analysis on subsidiarity and proportionality; on subsidiarity it is crucial to assess whether action at national, regional or local level would be sufficient to achieve the objectives pursued and whether action at EU level would provide added value compared to action at national level; on proportionality that the content and form of EU action must not exceed what is necessary to meet the pursued objectives ensuring that the approach chosen and the intensity of the regulatory action are necessary to achieve its objectives; calls on the Commission to take further steps in the direction of proper independent impact assessments and of improving the quality of the above analysis in order to make the EU internal market legislation more effective;
2021/02/24
Committee: IMCO
Amendment 1 #
2020/07/15
Committee: IMCO
Amendment 2 #

2020/2131(INI)

Draft opinion
Recital 1 b (new)
1b. Whereas European SMEs are currently experiencing unprecedented challenges because of the COVID-19 crisis that threatens their very existence;
2020/07/15
Committee: IMCO
Amendment 3 #

2020/2131(INI)

Draft opinion
Recital 1 c (new)
1c. Whereas only 17% of SMEs have so far successfully integrated digital technology into their businesses and digitalisation is crucial for a strong economic growth and creation of jobs within the internal market;
2020/07/15
Committee: IMCO
Amendment 4 #
2020/07/15
Committee: IMCO
Amendment 5 #

2020/2131(INI)

Draft opinion
Paragraph 1
1. WStrongly welcomes the SME strategy and shares the Commission’s view that SMEs, are essential to the European economy the backbone of the European economy and absolutely essential for economic growth and job creation as well as for a strong and well- functioning internal market; encourages the Commission to swiftly take further initiatives to properly support EU SMEs with the aim to address both the short- term consequences of the crisis and the long-term challenges such as the digitalisation and the transition to a more sustainable internal market;
2020/07/15
Committee: IMCO
Amendment 13 #

2020/2131(INI)

Draft opinion
Paragraph 2
2. Stresses that the implementation of the SME strategy should focus primarily on supporting SMEs to help them maintain their existence and by aiming at their full recovery and growth, as the COVID-19 crisis has delivered a shock to many SMEs and their crucial role in the everyday life of Europeans; underlines that action should also be taken to support SMEs scaling-up and to enhance their cross- border activities in order to benefit the most from the internal market; recalls that further action should be taken to safeguard SMEs from unfair competition from third countries global players;
2020/07/15
Committee: IMCO
Amendment 14 #

2020/2131(INI)

Draft opinion
Paragraph 2 a (new)
2a. Highlights that SMEs in cross- border regions are more severely affected by the internal border closures due to the COVID-19 crisis and that the EU internal market must be made fully operational again as soon as possible; stresses that in times of crisis the free movement of essential goods and services must be guaranteed within the internal market; calls on the Commission to swiftly propose new permanent tools to avoid any disruption of the internal market in the event of a possible second crisis and to take into account SMEs specific needs;
2020/07/15
Committee: IMCO
Amendment 18 #

2020/2131(INI)

Draft opinion
Paragraph 2 b (new)
2b. Stresses that improved access to finance and liquidity are necessary to support SMEs and that EU funds together with national measures are necessary to allow companies to bridge liquidity gaps caused by the crisis; highlights that SMEs need support to compensate for loss in revenues, to finance fixed costs and avoid bankruptcies; calls for supporting possible access to diverse financial resources for SMEs in order for them not to be dependant only on banking system but also to consider the use of other means including private equity and crowdfunding;
2020/07/15
Committee: IMCO
Amendment 19 #

2020/2131(INI)

Draft opinion
Paragraph 2 c (new)
2c. Calls for the synchronisation of all financial tools aimed at supporting SMEs within the internal market; insists that programmes crucial for SMEs competitiveness, development and resilience to the crisis, must be included in the next Multiannual Financial Framework and guaranteeing a necessary level of funding that supports them; COVID-19 support schemes should be tailor-made to address challenges of the different sectors affected and to coordinate EU funding with national and regional initiatives; recovery funding also needs to address additional costs that SMEs in particular have to face when complying with additional safety rules during and after the crisis; the European Investment Bank must also continue to support SMEs in particular as part of the sustainable finance approach;
2020/07/15
Committee: IMCO
Amendment 22 #

2020/2131(INI)

Draft opinion
Paragraph 3
3. Notes that SMEs should not be burdened as little as possible and encourages the Commission to use strong enforcement action to ensure that the single market benefits all businesses and consumers and to counter gold-plating and other regulatory restrictions by making use of all available tools and bodies, such as the SMEs Envoy and the Regulatory Scrutiny Board, in order to create a level playing field in cross-border business in the internal market;
2020/07/15
Committee: IMCO
Amendment 31 #

2020/2131(INI)

Draft opinion
Paragraph 3 a (new)
3a. Calls for a roadmap towards achieving a major reduction in administrative burden and bureaucracy affecting SMEs in the internal market, to boost SMEs potential for investments and speed up EU economic recovery; this should include the following elements: - supporting SMEs to operate cross- border thus fully reaping the benefits of the internal market; - encouraging scale-up; - strengthening and mainstreaming the SMEs dimension in all impact assessments through a binding SME test performed at an early stage of the impact assessment to analyse the economic impact of legislative proposals, including the compliance costs; - applying of the one-in-one-out rule in such a way that for any additional compliance cost introduced by new legislation, the corresponding amount of compliance cost is reduced; - reducing the regulatory burden through concrete targets at EU and national level (such as a reduction by 30% or cut 1000 outdated rules and regulations), in order to make a real benefit for SMEs to grow and prosper within the EU internal market;
2020/07/15
Committee: IMCO
Amendment 37 #

2020/2131(INI)

Draft opinion
Paragraph 4
4. Highlights the crucial role of data as the lifeblood of the digital economy; supports the Commission in establishing European data spaces for trusted and secure data sharing to ramp up data flows between businesses and with governments; underlines that SMEs must be given a fair share of the added value of the data they generate and highlights that interoperability and non-discriminatory access to data, including platforms’ data, are key to ensure a digital level playing field within the internal market and to successfully deal with challenges and opportunities emerging from data sharing, data security and cybersecurity issues across the whole internal market;
2020/07/15
Committee: IMCO
Amendment 43 #

2020/2131(INI)

Draft opinion
Paragraph 4 a (new)
4a. Points out that there is the need to facilitate the SMEs’ uptake of Artificial Intelligence by promoting the creation of SME cross-border Alliances for AI in strategic value chains within the internal market, as well promoting investment in the next generation of standards, tools and infrastructures to store and process data; points out that it is important to ensure SMEs’ access to and awareness of ICT standards to innovate and provide more tailored digital solutions;
2020/07/15
Committee: IMCO
Amendment 46 #

2020/2131(INI)

Draft opinion
Paragraph 4 b (new)
4b. Stresses that start-ups represent the SMEs with the higher potential to grow in new digital sectors such as AI, IOT and robotics; stresses that also microenterprises and micro-companies, that do not dispose of sufficient resources or infrastructure for digital transformation, must have access to sufficient financial resources and be adequately supported; recalls that also traditional SMEs focused on the sustainable development of the society are threatened heavily by the crisis in several sectors and should be adequately supported;
2020/07/15
Committee: IMCO
Amendment 50 #

2020/2131(INI)

Draft opinion
Paragraph 5
5. Encourages Member States to implement the single digital gateway in an SME-friendly way by cooperating closely with regional and local authorities as well as with the other Member States and by providing easy digital access to information, procedures, and services linked to doing business across borders, including advice on public procurement and funding sources;
2020/07/15
Committee: IMCO
Amendment 63 #

2020/2131(INI)

Draft opinion
Paragraph 6
6. Calls on the Member States to simplify procurement tendering processes by using the flexibility of the EU’s newCommission’s new guidance within the EU’s public procurement framework and to enhance opportunities for SMEs in the internal market by using digital tools and platforms to expand cross-border procurement; stresses that greensustainable public procurement can make an important contribution to building a sustainable economythe transition to a more sustainable economy and that SMEs need the right support to bring forward this transition;
2020/07/15
Committee: IMCO
Amendment 64 #

2020/2131(INI)

Draft opinion
Paragraph 6 a (new)
6a. Stresses the need to increase the SMEs’ share of government contracts, enhancing their access to public procurement and combating tendering criteria that set requirements beyond the fundamental elements of the service or goods purchased, such as price, quality and sustainability;
2020/07/15
Committee: IMCO
Amendment 67 #

2020/2131(INI)

Draft opinion
Paragraph 6 b (new)
6b. Underlines the need for a significant increase in the SMEs participation in the EU public procurement market; recalls the importance of a European public procurement market for SMEs which is based on moderate-sized tenders that allow them to participate in the procurement process and where real and fair competition between market actors can take place within the internal market; furthermore underlines that is important to make the European Single Procurement Document (ESPD) more accessible to SMEs; calls for the creation of digital tools such as platforms for enhancing the access to relevant public procurement information for SMEs;
2020/07/15
Committee: IMCO
Amendment 69 #

2020/2131(INI)

Draft opinion
Paragraph 7
7. Underlines the fact that late payments account for a quarter of all SME bankruptcies in the EU; urges the Commission to swiftly equip the Late Payment Directive1 with strong monitoring and enforcement tools so as to ensure and promote prompt payments as a norm across the single market, including through an active use of infringement procedures in cases where the Directive is not properly implemented; to that aim, encourages Member States to appoint an independent enforcement authority in charge of monitoring the proper application of the late payment rules and empowered to impose penalties in case of delays in payment times. __________________________ 1 Directive 2011/7/EU of the European Parliament and of the Council of 16 February 2011 on combating late payment in commercial transactions, OJ L 48, 23.2.2011, p. 1.
2020/07/15
Committee: IMCO
Amendment 74 #

2020/2131(INI)

Draft opinion
Paragraph 7 a (new)
7a. Points out the need to deepen and complete the Single Market in services, especially for SMEs; short-term cross- border service orders need to be exempt from the obligation for an A1 certificate in order not to increase the fragmentation of the internal market for services.
2020/07/15
Committee: IMCO
Amendment 80 #

2020/2131(INI)

Draft opinion
Paragraph 7 b (new)
7b. Points out that midcap companies that exceed the criteria of the SME definition contribute significantly to growth and job creation with in the internal market, but receive too little support; calls on the Commission to consider a revision of the current SMEs definition and propose an additional separate midcap definition ensuring that small midcaps with 250 to 499 employees in particular can be better relieved and promoted, while making sure that SMEs funding is not reduced for those SMEs meeting the current criteria.
2020/07/15
Committee: IMCO
Amendment 37 #

2020/2091(INI)

Draft opinion
Paragraph 3 a (new)
3 a. Highlights the importance of sufficient expertise and resources available at local and regional levels for the drafting of air quality plans and elaborating the choice, implementation and evaluation of measures to improve air quality; underlines in this respect the need to raise awareness for available funding, technical resources and flexible pathways adjustable to local and regional realities;
2021/01/18
Committee: TRAN
Amendment 40 #

2020/2091(INI)

Draft opinion
Paragraph 3 b (new)
3 b. Points out the importance of EU funding and knowledge of the correct procedures and eligibility criteria; considers the process of acquiring funding for clean air projects from EU funds overly difficult; points out that in the operational programmes for the large funding mechanisms (e.g. ERDF and Cohesion Funds), air quality tends to be considered mostly as an integrated measure within other priority areas (e.g. energy, waste, nature) rather than being targeted on its own and solely through priorities for air quality improvement and the attainment of air quality compliance;
2021/01/18
Committee: TRAN
Amendment 70 #

2020/2091(INI)

Draft opinion
Paragraph 5 a (new)
5 a. Recalls that whereas overall particulate emissions from road transport decline, the fraction emitted by vehicles from tyre, brake, clutch and road wear becomes increasingly significant; calls on the European Commission to examine, together with health and air quality experts specialised in the matter, in how far a regulation targeting these emissions could be necessary and proportionate in view of further reducing non-exhaust emissions and increasing their contribution to the overall reduction of particulate matter emissions from road transport;
2021/01/18
Committee: TRAN
Amendment 79 #

2020/2091(INI)

Draft opinion
Paragraph 5 c (new)
5 c. Stresses that Member States should focus on innovation and investments for improved connectivity and scalable air quality monitoring through low-cost air pollution sensors, artificial intelligence methods, and systematic deployment of 5G and Gigabit infrastructure along urban and rural large-scale transport corridors in line with EU’s 2025 5G and Gigabit connectivity objectives;
2021/01/18
Committee: TRAN
Amendment 17 #

2020/2077(INI)

Draft opinion
Paragraph 1
1. Considersing that placing sustainable products on the internal market should bprogressively become the norm and, calls for a horizontal Sthe Commission to propose a sustainable Pproduct Framework Directive policy framework setting mandatory minimum requirements, for categories of products, to strengthen energy efficiency, durability, interoperability, reparability, upgradability, reusability and recyclability for all products alongside further product- specific requiremen, taking into account the specific characteristics of different categories of products;
2020/09/10
Committee: IMCO
Amendment 22 #

2020/2077(INI)

Draft opinion
Paragraph 1 a (new)
1a. In the light of optimizing existing EU policies' efficiency and their contribution to circular economy, asks the Commission to avoid overlaps and discrepancies among them by considering possible synergies and reviewing on a regular basis the overall consistency among the different policy tools;
2020/09/10
Committee: IMCO
Amendment 27 #

2020/2077(INI)

Draft opinion
Paragraph 2
2. Stresses that voluntary standardisation is key to implementing a sustainable product policy by providing reliable definitions, metrics and tests for characteristics such as durability and reparability; insists that standards be developed in a timely manner and in line with real-use conditions; highlights the need to evaluate the need to reform the standardisation process to ensure more inclusive and transparent participation of all relevant stakeholders, while safeguarding the ability of companies to innovate and develop new technology in a sustainable way, and to consistently mainstream sustainability in standard- setting;
2020/09/10
Committee: IMCO
Amendment 33 #

2020/2077(INI)

Draft opinion
Paragraph 2 a (new)
2a. Given that voluntary agreements have proved ineffective in terms of achieving a sustainable and common charging solution for smartphones and small and medium radio equipment, calls on the Commission to implement, as a matter of urgency, necessary measures for the introduction of a common charger for all small and medium-sized electronic devices in order to best ensure standardisation, compatibility and interoperability of charging capabilities, including wireless charging;
2020/09/10
Committee: IMCO
Amendment 38 #

2020/2077(INI)

Draft opinion
Paragraph 2 b (new)
2b. Strongly believes that decoupling of new chargers from device sales is necessary for any initiative to achieve not only cost savings and convenience benefits for consumers but also greater environmental impacts; reiterates that decoupling solution in order to be beneficial for consumers has to be implemented after introducing common charging standard for all small and medium-sized electronic devices;
2020/09/10
Committee: IMCO
Amendment 43 #

2020/2077(INI)

Draft opinion
Paragraph 3
3. Welcomes the Commission’s intention to empower consumers to further engage in sustainable consumption practices; calls for mandatory labelling on product dur by ensuring access to correct information about the durability, recyclability and reparability of products; therefore calls the Commission to consider harmonization of voluntary labelling on product circularity, including information about product's durability, recyclability and reparability, and thto be development of a repair score, in addition to minimum information requirements; asks foed in close collaboration with business representatives and other relevant stakeholders; asks the Commission to consider bpothential extension of the legal guarantee rights and the reversed burden of proof rules to be extended based on the lifespan of products, the introduction of direct producer liability, when reviewing the application of Directive 2019/771 on certain aspects concerning contracts for the sale of goods, and for legislative measures to ban practices resulting in premature obsolescence;
2020/09/10
Committee: IMCO
Amendment 51 #

2020/2077(INI)

Draft opinion
Paragraph 3 a (new)
3a. Reiterates the importance for consumers to receive trustworthy and relevant and accurate information about interoperability, charging performance and speed of the charging of electronic devices in order to be able to make the most convenient, cost efficient and sustainable choice for them; strongly believes that the harmonized labelling of chargers would ensure the effective communication of compliance with USB 3.1 or higher and a clear indication of power rating, fast charge capability and compatibility, data capability and speeds, as well as display capability whenever relevant;
2020/09/10
Committee: IMCO
Amendment 62 #

2020/2077(INI)

Draft opinion
Paragraph 4
4. Supports the establishment of an EU-wide ‘right to repair’xtension of a ‘right to repair’ for more categories of products; calls, in this context, for measures to provide unrestricted and free access toaccess to affordable repair and, maintenance information and to spare parts to all market participants, to define a mandatory minimum period of time for the availability of spare parts and/or updates, a maximum time-limit for their delivery, and for repair to be given priority under the legal guarantee regime, spare parts and software updates for all market participants; asks the Commission to present a comprehensive impact assessment justifying such an extension;
2020/09/10
Committee: IMCO
Amendment 66 #

2020/2077(INI)

Draft opinion
Paragraph 4 a (new)
4a. Is of the opinion that counterfeit products have become a growing and challenging problem damaging the core concept of the circular economy, which lies in the maintenance of the products and materials’ value. In this context, calls on the Commission to address the risks from counterfeit products, which not only pose an important safety threat for the consumers, but also create direct and/or indirect economic losses to manufacturers;
2020/09/10
Committee: IMCO
Amendment 74 #

2020/2077(INI)

Draft opinion
Paragraph 5
5. Stresses that effective enforcement is crucial to making sure that products placed on the market comply with sustainability requirements; calls, therefore, for greater EU oversight, through setting harmonised rules on the minimum number of checks and their frequency, and by empowering the Commission to monitor and audit the activities of national authorities, as well as to carry out regular tests and inspections;
2020/09/10
Committee: IMCO
Amendment 83 #

2020/2077(INI)

Draft opinion
Paragraph 6
6. Underlines the importance of transparent and reliable information on product characteristics for consumers, businesses and market surveillance authorities, and welcomes the Commission’s intention to develop a digital product passport; calls, in this regard, for mandatory information requirements to apply throughout the supply chain, covering not onlysuch aspects such as durability and, reparability, but also social and environmental condition and energy efficiency where relevant; calls for these requirements to be developed in close collaboration with industry and other relevant stakeholders taking into account proportionality and costs for businesses, especially SMEs;
2020/09/10
Committee: IMCO
Amendment 102 #

2020/2077(INI)

Draft opinion
Paragraph 7
7. Calls for a revision of EU public procurement legislation introducing mandatory minimum targets, through defining a certain percentage for procurement based onUnderlines the significant role the public procurement plays in fostering innovative and sustainable products; considers that the benefits of public procurement policies could be further realised if relevant legislation is correctly implemented, harmonised and simplified; encourages the Commission to carry out an in-depth analysis of how to balance environmental, social and ethicalconomic criteria, and introducing a hierarchy of award criteria, together with sector-specific targets. in a sustainable way; calls on the Commission to revise guidance on Public Procurement with the aim to facilitate more sustainable purchasing;
2020/09/10
Committee: IMCO
Amendment 107 #

2020/2077(INI)

Draft opinion
Paragraph 7 a (new)
7a. Given the food packaging’s high impacts on the environment, particularly when littered, calls on the Commission to clarify the concepts of “(over)packaging” and “unnecessary packaging”; asks, therefore, to the Commission to increase the sustainability of food distribution through specific measures; asks the Commission to take into account new business models, such as packaging free shops, and analyse their potential impact on environment and consumers’ convenience;
2020/09/10
Committee: IMCO
Amendment 114 #

2020/2077(INI)

Draft opinion
Paragraph 7 b (new)
7b. Highlights the role of the service sector in increasing accessibility and affordability of repairs, leasing and product-as-a-service; calls on the Commission to evaluate how a more harmonised internal market for services can contribute to the transition to a circular economy;
2020/09/10
Committee: IMCO
Amendment 115 #

2020/2077(INI)

Draft opinion
Paragraph 7 c (new)
7c. Encourages increased standardisation of the processing of secondary raw materials to facilitate the implementation of circular business models; in this context, calls on the Commission to strengthen the internal market for secondary raw materials through targeted efforts to identify and remove barriers to trade; in addition, asks the Commission to improve the enforcement of the Waste Shipment Regulation with the aims to stimulate sourcing of high quality secondary raw materials in the EU as well as optimize resource efficiency;
2020/09/10
Committee: IMCO
Amendment 4 #

2020/2023(INI)

Draft opinion
Paragraph 2 a (new)
2 a. Underlines the close economic ties and mutual dependence between the UK and the EU and therefore calls for an agreement maintaining, to the greatest extent possible, current transport connectivity.
2020/04/07
Committee: TRAN
Amendment 5 #

2020/2023(INI)

Draft opinion
Paragraph 2 b (new)
2 b. Calls for an agreement that safeguards good conditions for cross- border trade and business.
2020/04/07
Committee: TRAN
Amendment 6 #

2020/2023(INI)

Draft opinion
Paragraph 2 c (new)
2 c. Asks for a “think small first” approach, to ensure that measures in the future agreement are designed to facilitate the conducting of business for SMEs.
2020/04/07
Committee: TRAN
Amendment 10 #

2020/2023(INI)

Draft opinion
Paragraph 4
4. Raises concern about the UK’s position on the future partnership with the EU, and thus eEmphasises that rights and privileges entail obligations and that the level of access to the EU single market should fully correspond to the extent of regulatory convergence and commitments agreed with respect to observing a level playing field for open and fair competition with a view to dynamic alignment;
2020/04/07
Committee: TRAN
Amendment 32 #

2020/2023(INI)

Draft opinion
Paragraph 11
11. Emphasises that UK freight transport operators cannot be granted the same rights and benefits as Union freight transport operators in respect to road freight transport operations;deleted
2020/04/07
Committee: TRAN
Amendment 47 #

2020/2023(INI)

Draft opinion
Paragraph 14 a (new)
14 a. Urges the parties to cooperate closely on the deployment of alternative fuels and charging infrastructure.
2020/04/07
Committee: TRAN
Amendment 8 #

2020/2012(INL)

Draft opinion
Recital D
D. whereas the EU aimed to reduce annual road fatalities in the EU by 50% by 2020 compared to 2010, but, in view of stagnating progress, renewed its efforts in its Road Safety Policy Framework 2021 - 2030 - Next steps towards "Vision Zero"; whereas in this regard, AI, automation and other new technologies have a great potential to increase road safety by avoidingpotentially reducing the possibilities for human error;
2020/05/19
Committee: TRAN
Amendment 15 #

2020/2012(INL)

Draft opinion
Recital D b (new)
D b. whereas such new business opportunities may contribute to the recovery of the European industry after the current health and economic crisis; whereas such opportunities will create new jobs as the uptake of AI and related technologies has the potential to increase businesses' productivity levels and contribute to efficiency gains; whereas innovation programs in this area can enable regional clusters to thrive.
2020/05/19
Committee: TRAN
Amendment 17 #

2020/2012(INL)

Draft opinion
Recital D c (new)
D c. whereas such European approach to the development of AI, robotics and related technologies in transport has the potential to increase the global competitiveness and strategic autonomy of the European economy.
2020/05/19
Committee: TRAN
Amendment 20 #

2020/2012(INL)

Draft opinion
Paragraph 1
1. Highlights the potential of AI, robotics and related technologies for all autonomous means of road, rail, waterborne and air transport;
2020/05/19
Committee: TRAN
Amendment 23 #

2020/2012(INL)

Draft opinion
Paragraph 1 a (new)
1 a. Moreover, highlights the potential of AI, robotics and related technologies to boost the modal shift and intermodality, as these technologies can contribute to finding the optimal combination of transport modes for the transport of goods and passengers
2020/05/19
Committee: TRAN
Amendment 27 #

2020/2012(INL)

Draft opinion
Paragraph 1 b (new)
1 b. Furthermore, stresses that AI, robotics and related technologies have the potential to make transport, logistics and traffic flows more efficient and to make all transport modes safer, smarter, and more environmentally friendly.
2020/05/19
Committee: TRAN
Amendment 33 #

2020/2012(INL)

Draft opinion
Paragraph 2 – point b
b) recommends the establishment of guidelines for a harmonised risk classification of AI-enabled technologies in all modes of transport, covering vehicle functions allocated to humans and to AI, and clarifying responsibilities and requirements as regards safety;
2020/05/19
Committee: TRAN
Amendment 35 #

2020/2012(INL)

Draft opinion
Paragraph 2 – point c
c) calls on the Commission to set up an AI insurance scheme for intelligent transport systems, in line with the High Level Expert Group risk classification, in order to respond better to the emerging needs of the transport sector;deleted
2020/05/19
Committee: TRAN
Amendment 42 #

2020/2012(INL)

Draft opinion
Paragraph 4
4. Recommends the development of an EU-wide trustworthy AI label for the automotive industry, which should provide for common and harmonised standardsethical standards for all modes of transport, including the automotive industry, on safety, technical robustness, privacy and transparency and for testing of AI-enabled vehicles and related products and services;
2020/05/19
Committee: TRAN
Amendment 48 #

2020/2012(INL)

Draft opinion
Paragraph 5
5. Calls on the Commission to explore the possibility of entrusting a relevant existing EU agency with enforcement and sanction mechanisms, so that actions can be takehow the existing instruments of supervision and control in the transport sector can be equipped and used to take action if an AI system used in transport violates fundamental rights or the European ethical and security framework;
2020/05/19
Committee: TRAN
Amendment 54 #

2020/2012(INL)

Draft opinion
Paragraph 6
6. Calls on the Commission to further support the development of trustworthy AI systems in order to render transport safer, more efficient, accessible, affordable and inclusive, including for persons with reduced mobility.
2020/05/19
Committee: TRAN
Amendment 632 #

2020/0374(COD)

Proposal for a regulation
Article 5 – paragraph 1 – point c b (new)
(c b) assuring end users with high reliable information by providing business users with frameworks for offers presentation and content that are facilitating the display of accurate, clear, complete, easy comparable offers data;
2021/07/09
Committee: IMCO
Amendment 14 #

2020/0365(COD)

Proposal for a directive
Recital 2
(2) Despite existing measures at Union19 and national level aimed at supporting the protection of critical infrastructures in the Union, the entities operating those infrastructures are not adequately equipped to address current and anticipated future risks to their operations that may result in disruptions of the provision of services that are essential for the performance of vital societal functions or economic activities. This is due to a dynamic threat landscape with an evolving terrorist threat, criminal infiltration, foreign interference, and growing interdependencies between infrastructures and sectors, as well as an increased physical risk due to natural disasters and climate change, which increases the frequency and scale of extreme weather events and brings long-term changes in average climate that can reduce the capacity and efficiency of certain infrastructure types if resilience or climate adaptation measures are not in place. Moreover, relevant sectors and types of entities are not recognised consistently as critical in all Member States. _________________ 19European Programme for Critical Infrastructure Protection (EPCIP).
2021/05/28
Committee: TRAN
Amendment 16 #

2020/0365(COD)

Proposal for a directive
Recital 2 a (new)
(2 a) The growing problem of criminal infiltration in critical transport infrastructure, in particular logistic nodes such as ports and airports, is undermining the operations of critical entities in this sector and therefore the effective provision of essential services throughout the European Union;
2021/05/28
Committee: TRAN
Amendment 17 #

2020/0365(COD)

Proposal for a directive
Recital 2 b (new)
(2 b) Increasing threats to the EU's critical infrastructure and economic safety arise from foreign interference, by both state and non-state actors, due to a growing influence in or control of non- European entities over critical transport infrastructure, such as ports or airports, as a result of their acquisitions of or substantial investments in strategic companies and the transfer of strategic knowledge;
2021/05/28
Committee: TRAN
Amendment 18 #

2020/0365(COD)

Proposal for a directive
Recital 2 c (new)
(2 c) The transport sector encompasses critical entities in the subsectors of road, rail, air, inland waterways, and maritime transport, including ports and terminals;
2021/05/28
Committee: TRAN
Amendment 19 #

2020/0365(COD)

Proposal for a directive
Recital 2 d (new)
(2 d) Certain critical infrastructures have a pan-European dimension, such as the European aviation organisation Eurocontrol and the European global satellite positioning system Galileo;
2021/05/28
Committee: TRAN
Amendment 22 #

2020/0365(COD)

Proposal for a directive
Recital 3 a (new)
(3 a) The COVID-19 pandemic has once more shown the transport sector's strategic importance to European society and economy in enabling the critical mobility of goods and people, underlining the need to ensure the resilience of critical transport infrastructure across the European Union;
2021/05/28
Committee: TRAN
Amendment 27 #

2020/0365(COD)

Proposal for a directive
Recital 6
(6) In order to achieve that objective, Member States should identify critical entities that should be subject to specific requirements and oversight, but also particular support and guidance, including to SMEs, and awareness raising aimed at achieving a high level of resilience in the face of all relevant risks.
2021/05/28
Committee: TRAN
Amendment 30 #

2020/0365(COD)

Proposal for a directive
Recital 8 a (new)
(8 a) The swift technological development in and digitalisation of the transport sector, via the growing use of smart mobility systems such as cooperative intelligent transport systems, connected and automated mobility, and mobility as a service, underline the interconnectedness between the physical and digital world in this sector and calls for an effective approach to allow for resilient digital transport infrastructure in Europe;
2021/05/28
Committee: TRAN
Amendment 34 #

2020/0365(COD)

Proposal for a directive
Recital 11
(11) The actions of Member States to identify and help ensure the resilience of critical entities should follow a risk-based approach that targets efforts to the entities most relevant for the performance of vital societal functions or economic activities. In order to ensure such a targeted approach, each Member State should carry out, within a harmonised framework, an assessment of all relevant natural and man- made risks that may affect the provision of essential services, including accidents, natural disasters, public health emergencies such as pandemics, criminal infiltration, and antagonistic threats, including foreign interference and terrorist offences. When carrying out those risk assessments, Member States should take into account other general or sector-specific risk assessment carried out pursuant to other acts of Union law and should consider the dependencies between sectors, including from other Member States and third countries. The outcomes of the risk assessment should be used in the process of identification of critical entities and to assist those entities in meeting the resilience requirements of this Directive.
2021/05/28
Committee: TRAN
Amendment 35 #

2020/0365(COD)

Proposal for a directive
Recital 14
(14) Entities pertaining to the digital infrastructure sector are in essence based on network and information systems and fall within the scope of the NIS 2 Directive, which addresses the physical security of such systems as part of their cybersecurity risk management and reporting obligations. Since those matters are covered by the NIS 2 Directive, the obligations of this Directive do not apply to such entities. However, considering the importance of the services provided by entities in the digital infrastructure sector for the provision of other essential services, such as critical transport services, Member States should identify, based on the criteria and using the procedure provided for in this Directive mutatis mutandis, entities pertaining to the digital infrastructure sector that should be treated as equivalent to critical entities for the purposes of Chapter II only, including the provision on Member States’ support in enhancing the resilence of these entities. Consequently, such entities should not be subject to the obligations laid down in Chapters III to VI. Since the obligations for critical entities laid down in Chapter II to provide certain information to the competent authorities relate to the application of Chapters III and IV, those entities should not be subject to those obligations either.
2021/05/28
Committee: TRAN
Amendment 36 #

2020/0365(COD)

Proposal for a directive
Recital 19
(19) Member States should support critical entities in strengthening their resilience, in compliance with their obligations under this Directive, without prejudice to the entities’ own legal responsibility to ensure such compliance. Member States could in particular develop guidance materials and methodologies, raise awareness, support the organisation of exercises to test their resilience and provide training to personnel of critical entities. Moreover, given the interdependencies between entities and sectors, Member States should establish information sharing tools to support voluntary information sharing between critical entities, without prejudice to the application of competition rules laid down in the Treaty on the Functioning of the European Union.
2021/05/28
Committee: TRAN
Amendment 38 #

2020/0365(COD)

Proposal for a directive
Recital 19 a (new)
(19 a) In their implementation of this Directive, Member States should take all the necessary actions to prevent any excessive administrative burdens, particularly on SMEs, and avoid duplications or unnecessary obligations. Member States should assist and facilitate adequate support to SMEs when requested in taking the technical and organisational measures required under this Directive.
2021/05/28
Committee: TRAN
Amendment 44 #

2020/0365(COD)

Proposal for a directive
Recital 24
(24) The risk of employees of critical entities misusing for instance their access rights within the entity’s organisation to harm and cause damage is of increasing concern, which is particularly the case for critical entities in the transport sector, such as logistic hubs like ports and airports, where there is a substantial and growing problem of criminal infiltration. That risk is exacerbated by the growing phenomenon of radicalisation leading to violent extremism and terrorism. It is therefore necessary to enable critical entities to request background checks on persons falling within specific categories of its personnel and to ensure that those requests are assessed expeditiously by the relevant authorities, in accordance with the applicable rules of Union and national law, including on the protection of personal data.
2021/05/28
Committee: TRAN
Amendment 45 #

2020/0365(COD)

Proposal for a directive
Recital 25
(25) Critical entities should notify, as soon as reasonably possible under the given circumstances, Member States’ competent authorities, as well as to other entities on a voluntary basis, of incidents that significantly disrupt or have the potential to significantly disrupt their operations. The notification should allow the competent authorities to respond to the incidents rapidly and adequately and to have a comprehensive overview of the overall risks that critical entities face. For that purpose, a procedure should be established for the notification of certain incidents and parameters should be provided for to determine when the actual or potential disruption is significant and the incidents should thus be notified. Given the potential cross-border impacts of such disruptions, a procedure should be established for Member States to inform other affected Member States via single points of contacts.
2021/05/28
Committee: TRAN
Amendment 48 #

2020/0365(COD)

Proposal for a directive
Recital 30
(30) Member States should ensure that their competent authorities have certain specific powers for the proper application and enforcement of this Directive in relation to critical entities, where those entities fall under their jurisdiction as specified in this Directive. Those powers should include, notably, the power to conduct inspections, supervision and audits, raise awareness, require critical entities to provide information and evidence relating to the measures they have taken to comply with their obligations and, where necessary, issue orders to remedy identified infringements. When issuing such orders, Member States should not require measures which go beyond what is necessary and proportionate to ensure compliance of the critical entity concerned, taking account of in particular the seriousness of the infringement and the economic capacity of the critical entity. More generally, those powers should be accompanied by appropriate and effective safeguards to be specified in national law, in accordance with the requirements resulting from Charter of Fundamental Rights of the European Union. When assessing the compliance of a critical entity with its obligations under this Directive, competent authorities designated under this Directive should be able to request the competent authorities designated under the NIS 2 Directive to assess the cybersecurity of those entities. Those competent authorities should cooperate and exchange information for that purpose.
2021/05/28
Committee: TRAN
Amendment 70 #

2020/0365(COD)

Proposal for a directive
Article 4 – paragraph 1 – subparagraph 1
The risk assessment shall account for all relevant natural and man-made risks, including accidents, natural disasters, public health emergencies, criminal infiltration, antagonistic threats, including foreign interference and terrorist offences pursuant to Directive (EU) 2017/541 of the European Parliament and of the Council34 . _________________ 34Directive (EU) 2017/541 of the European Parliament and of the Council of 15 March 2017 on combating terrorism and replacing Council Framework Decision 2002/475/JHA and amending Council Decision 2005/671/JHA (OJ L 88, 31.3.2017, p. 6).
2021/05/28
Committee: TRAN
Amendment 97 #

2020/0365(COD)

Proposal for a directive
Article 9 – paragraph 1
1. Member States shall support critical entities in enhancing their resilience. That support may include developing guidance materials and methodologies, raise awareness, supporting the organisation of exercises to test their resilience and providing training to personnel of critical entities.
2021/05/28
Committee: TRAN
Amendment 102 #

2020/0365(COD)

Proposal for a directive
Article 11 – paragraph 1 – point f
(f) raise awareness about the incidents and disruptions that may occur, including criminal infiltration, as well as measures referred to in points (a) to (e) among relevant personnel.
2021/05/28
Committee: TRAN
Amendment 127 #

2020/0365(COD)

Proposal for a directive
Article 22 – paragraph 2
The Commission shall periodically review the functioning of this Directive, and report to the European Parliament and to the Council. The report shall in particular assess the impact and added value of this Directive on ensuring the resilience of critical entities and whether the scope of the Directive should be extended to cover other sectors or subsectors. The first report shall be submitted by [sixfour years after the entry into force of this Directive] and shall assess in particular whether the scope of the Directive should be extended to include the food production, processing and distribution sector.
2021/05/28
Committee: TRAN
Amendment 186 #

2020/0361(COD)

Proposal for a regulation
Recital 2 a (new)
(2a) Moreover, complex national regulatory requirements, fragmented implementation and insufficient enforcement of legislation such as Directive 2000/31/EC have contributed to high administrative costs and legal uncertainty for intermediary services operating on the internal market, especially micro, small and medium sized companies.
2021/07/08
Committee: IMCO
Amendment 235 #

2020/0361(COD)

Proposal for a regulation
Recital 12 a (new)
(12a) Tourism is one of the main pillars of the European Economy, therefore it is of utmost importance, that also the provision of accommodation services on short-term rental platforms need to be addressed directly in the legislation, to ensure a fair level playing field within the Internal Market.
2021/07/08
Committee: IMCO
Amendment 257 #

2020/0361(COD)

Proposal for a regulation
Recital 17
(17) The relevant rules of Chapter II should only establish when the provider of intermediary services concerned cannot be held liable in relation to illegal content provided by the recipients of the service. Those rules should notby no means be understood to provide a positive basis for establishing when a provider can be held liable, which is for the applicable rules of Union or national law to determine. Furthermore, the exemptions from liability established in this Regulation should apply in respect of any type of liability as regards any type of illegal content, irrespective of the precise subject matter or nature of those laws.
2021/07/08
Committee: IMCO
Amendment 278 #

2020/0361(COD)

Proposal for a regulation
Recital 22
(22) In order to benefit from the exemption from liability for hosting services, the provider should, upon obtaining actual knowledge or awareness of illegal content, act expedwitihouslt undue delay to remove or to disable access to that content. The removal or disabling of access should be undertaken in the observance of the principle of freedom of expression. The provider can obtain such actual knowledge or awareness through, in particular, its own-initiative investigations or notices submitted to it by individuals or entities in accordance with this Regulation in so far as those notices are sufficiently precise and adequately substantiated to allow a diligent economic operator to reasonably identify, assess and where appropriate act against the allegedly illegal content.
2021/07/08
Committee: IMCO
Amendment 281 #

2020/0361(COD)

Proposal for a regulation
Recital 22 a (new)
(22a) The exemption of liability should not apply where the recipient of the service is acting under the authority or the control of the provider of a hosting service. In particular, where the provider of the online platform that allows consumers to conclude distance contracts with traders does not allow traders to determine the basic elements of the trader-consumer contract, such as the terms and conditions governing such relationship or the price, it should be considered that the trader acts under the authority or control of that platform.
2021/07/08
Committee: IMCO
Amendment 282 #

2020/0361(COD)

Proposal for a regulation
Recital 23
(23) In order to ensure the effective protection of consumers when engaging in intermediated commercial transactions online, certain providers of hosting services, namely, online platforms that allow consumers to conclude distance contracts with traders as a functionality of their service, should not be able to benefit from the exemption from liability for hosting service providers established in this Regulation, in so far as those online platforms present the relevant information relating to the transactions at issue in such a way that it leads consumers to believe that the information was provided by those online platforms themselves or by recipients of the service acting under their authority or control, and that those online platforms thus have knowledge of or control over the information, even if that may in reality not be the case. This is the case where the online platform operator fails to clearly display the identity of the trader following this Regulation. In that regard, is should be determined objectively, on the basis of all relevant circumstances, whether the presentation could lead to such a belief on the side of an average and reasonably well-informed consumer. In particular, it is relevant whether the online platform operator withholds such identity or contract details until after the conclusion of the trader- consumer contract, or is marketing the product or service in its own name rather than using the name of the trader who will supply it.
2021/07/08
Committee: IMCO
Amendment 291 #

2020/0361(COD)

Proposal for a regulation
Recital 23 a (new)
(23a) Consumers should be able to safely purchase products and services online, irrespective of whether a product or service has been produced in the Union. For that reason, traders from third countries should establish a legal representative in the Union to whom claims regarding product safety could be addressed. Providers of intermediary services from inside the Union as well as from third countries should ensure compliance with product requirements set out in Union law.
2021/07/08
Committee: IMCO
Amendment 310 #

2020/0361(COD)

Proposal for a regulation
Recital 27
(27) Since 2000, new technologies have emerged that improve the availability, efficiency, speed, reliability, capacity and security of systems for the transmission and storage of data online, leading to an increasingly complex online ecosystem. In this regard, it should be recalled that providers of services establishing and facilitating the underlying logical architecture and proper functioning of the internet, including technical auxiliary functions, can also benefit from the exemptions from liability set out in this Regulation, to the extent that their services qualify as ‘mere conduits’, ‘caching’ or hosting services. Such services include, as the case may be, wireless local area networks, domain name system (DNS) services, top–level domain name registries, certificate authorities that issue digital certificates, cloud infrastructure services or content delivery networks, that enable or improve the functions of other providers of intermediary services. Likewise, services used for communications purposes, and the technical means of their delivery, have also evolved considerably, giving rise to online services such as Voice over IP, messaging services and web-based e-mail services, where the communication is delivered via an internet access service. Those services, too, can benefit from the exemptions from liability, to the extent that they qualify as ‘mere conduit’, ‘caching’ or hosting service.
2021/07/08
Committee: IMCO
Amendment 331 #

2020/0361(COD)

Proposal for a regulation
Recital 31
(31) The territorial scope of such orders to act against illegal content should be clearly set out on the basis of the applicable Union or national law enabling the issuance of the order and should not exceed what is strictly necessary to achieve its objectives. In that regard, the national judicial or administrative authority issuing the order should balance the objective that the order seeks to achieve, in accordance with the legal basis enabling its issuance, with the rights and legitimate interests of all third parties that may be affected by the order, in particular their fundamental rights under the Charter. In addition, where the order referring to the specific information may have effects beyond the territory of the Member State of the authority concerned, the authority should assess whether the information at issue is likely to constitute illegal content in other Member States concerned and, where relevant, take account of the relevant rules of Union law or international law and the interests of international comity. Since intermediaries should not be required to remove information which is legal in their country of establishment, national and Union authorities should be able to order the blocking of content legally published outside the Union only for the territory of the Union where Union law is infringed and for the territory of the issuing Member State where national law is infringed.
2021/07/08
Committee: IMCO
Amendment 346 #

2020/0361(COD)

Proposal for a regulation
Recital 34
(34) In order to achieve the objectives of this Regulation, and in particular to improve the functioning of the internal market and ensure a safe and transparent online environment, it is necessary to establish a clear and balanced set of harmonised due diligence obligations for providers of intermediary services. Those obligations should target illegal content and aim in particular to guarantee different public policy objectives such as consumer protection, the safety and trust of the recipients of the service, including minors and vulnerable users, protect the relevant fundamental rights enshrined in the Charter, to ensure meaningful accountability of those providers and to empower recipients and other affected parties, whilst facilitating the necessary oversight by competent authorities.
2021/07/08
Committee: IMCO
Amendment 358 #

2020/0361(COD)

Proposal for a regulation
Recital 36 a (new)
(36a) Providers of intermediary services should also establish a single point of contact for recipients of services, allowing rapid, direct and efficient communication.
2021/07/08
Committee: IMCO
Amendment 362 #

2020/0361(COD)

Proposal for a regulation
Recital 38
(38) Whilst the freedom of contract of providers of intermediary services should in principle be respected, it is appropriate to set certain rules on the content, application and enforcement of the terms and conditions of those providers in the interests of transparency, the protection of recipients of the service and the avoidance of unfair or arbitrary outcomes. Obligations related to terms and conditions should not oblige a provider of an intermediary service to disclose information that will lead to significant vulnerabilities for the security of its service or the protection of confidential information, in particular trade secrets or intellectual property rights.
2021/07/08
Committee: IMCO
Amendment 372 #

2020/0361(COD)

Proposal for a regulation
Recital 39
(39) To ensure an adequate level of transparency and accountability, providers of intermediary services should annually report, in accordance with the harmonised requirements contained in this Regulation, on the content moderation they engage in, including the measures taken as a result of the application and enforcement of their terms and conditions. However, so as to avoid disproportionate burdens, those transparency reporting obligations should not apply to providers that are micro- or, small or medium sized enterprises as defined in Commission Recommendation 2003/361/EC.40 __________________ 40 Commission Recommendation 2003/361/EC of 6 May 2003 concerning the definition of micro, small and medium- sized enterprises (OJ L 124, 20.5.2003, p. 36).
2021/07/08
Committee: IMCO
Amendment 374 #

2020/0361(COD)

Proposal for a regulation
Recital 39 a (new)
(39a) Within the scope of the Digital Services Act, it is of utmost importance to ensure the balance between tackling particular risks of illegal content and guarantee transparency for users, while not completely banning recommender- systems in online advertisement and protecting business secrets and intellectual property, because consumer protection also includes that the diversity of the supply is ensured.
2021/07/08
Committee: IMCO
Amendment 376 #

2020/0361(COD)

Proposal for a regulation
Recital 40
(40) Providers of hosting services play a particularly important role in tackling illegal content online, as they store information provided by and at the request of the recipients of the service and typically give other recipients access thereto, sometimes on a large scale. It is important that all providers of hosting services, regardless of their size, put in place easily accessible, comprehensive and user-friendly notice and action mechanisms that facilitate the notification of specific items of information that the notifying party considers to be illegal content to the provider of hosting services concerned ('notice'), pursuant to which that provider can decide whether or not it agrees with that assessment and wishes to remove or disable access to that content ('action')following the applicable law ('action'). Such mechanisms should be clearly visible on the interface of the hosting service and easy to use. Provided the requirements on notices are met, it should be possible for individuals or entities to notify multiple specific items of allegedly illegal content through a single notice. The obligation to put in place notice and action mechanisms should apply, for instance, to file storage and sharing services, web hosting services, advertising servers and paste bins, in as far as they qualify as providers of hosting services covered by this Regulation. Providers of hosting services could, as a voluntary measure, conduct own-investigation measures to prevent content which has previously been identified as illegal from being disseminated again once removed. The obligations related to notice and action should by no means impose general monitoring obligations.
2021/07/08
Committee: IMCO
Amendment 385 #

2020/0361(COD)

Proposal for a regulation
Recital 41
(41) The rules on such notice and action mechanisms should be harmonised at Union level, so as to provide for the timely, diligent and objective processing of notices on the basis of rules that are uniform, transparent and clear and that provide for robust safeguards to protect the right and legitimate interests of all affected parties, in particular their fundamental rights guaranteed by the Charter, irrespective of the Member State in which those parties are established or reside and of the field of law at issue. The fundamental rights include, as the case may be, the right to freedom of expression and information, the right to respect for private and family life, the right to protection of personal data, the right to non-discrimination and the right to an effective remedy of the recipients of the service; the freedom to conduct a business, including the freedom of contract, of service providers; as well as the right to human dignity, the rights of the child, the right to protection of property, including intellectual property, and the right to non- discrimination of parties affected by illegal content. Providers of hosting services should act upon notices without undue delay, taking into account the type of illegal content that is being notified and the urgency of taking action. The provider of hosting services should inform the individual or entity notifying the specific content of its decision without undue delay after taking a decision whether to act upon the notice or not.
2021/07/08
Committee: IMCO
Amendment 401 #

2020/0361(COD)

Proposal for a regulation
Recital 43
(43) To avoid disproportionate burdens, the additional obligations imposed on online platforms under this Regulation should not apply to micro or, small or medium sized enterprises as defined in Recommendation 2003/361/EC of the Commission,41 unless their reach and impact is such that they meet the criteria to qualify as very large online platforms under this Regulation. The consolidation rules laid down in that Recommendation help ensure that any circumvention of those additional obligations is prevented. The exemption of micro- and small enterprises from those additional obligations should not be understood as affecting their ability to set up, on a voluntary basis, a system that complies with one or more of those obligations. __________________ 41 Commission Recommendation 2003/361/EC of 6 May 2003 concerning the definition of micro, small and medium- sized enterprises (OJ L 124, 20.5.2003, p. 36).
2021/07/08
Committee: IMCO
Amendment 403 #

2020/0361(COD)

Proposal for a regulation
Recital 43 a (new)
(43a) To similarly avoid unnecessary regulatory burdens, certain obligations should not apply to hosting service providers often referred to as closed online platforms where, within the framework of an organised distribution network operating under a common brand, the provider of the intermediary service has a direct organisational, associative, cooperative or capital ownership link with the recipient of the service or where the intermediary service solely aims to intermediate content between the members of the organised distribution framework and their suppliers.
2021/07/08
Committee: IMCO
Amendment 405 #

2020/0361(COD)

Proposal for a regulation
Recital 44
(44) Recipients of the service should be able to easily and effectively contest certain decisions of online platforms that negatively affect them. Therefore, online platforms should be required to provide for internal complaint-handling systems, which meet certain conditions aimed at ensuring that the systems are easily accessible and lead to swift, non- discriminatory and fair outcomes. In addition, provision should be made for the possibility of out-of-court dispute settlement of disputes, including those that could not be resolved in satisfactory manner through the internal complaint- handling systems, by certified bodies that have the requisite independence, means and expertise to carry out their activities in a fair, swift and cost- effectivimple, affordable, expedient and accessible manner. The possibilities to contest decisions of online platforms thus created should complement, yet leave unaffected in all respects, the possibility to seek judicial redress in accordance with the laws of the Member State concerned.
2021/07/08
Committee: IMCO
Amendment 417 #

2020/0361(COD)

Proposal for a regulation
Recital 46
(46) Action against illegal content can be taken more quickly and reliably where online platforms take the necessary measures to ensure that notices submitted by trusted flaggers through the notice and action mechanisms required by this Regulation are treated with priority, depending on the severity of the illegal activity, without prejudice to the requirement to process and decide upon all notices submitted under those mechanisms in a timely, diligent and objective manner. Such trusted flagger status should only be awarded to entities, and not individuals, that have demonstrated, among other things, that they have particular expertise and competence in tackling illegal content, that they represent collective interests and that they work in a diligent and objective manner. Such entities can be public in nature, such as, for terrorist content, internet referral units of national law enforcement authorities or of the European Union Agency for Law Enforcement Cooperation (‘Europol’) or they can be non-governmental organisations and private or semi- public bodies, such as the organisations part of the INHOPE network of hotlines for reporting child sexual abuse material and organisations committed to notifying illegal racist and xenophobic expressionscontent online. For intellectual property rights, organisations of industry and of individual right- holders could be awarded trusted flagger status, where they have demonstrated that they meet the applicable conditions. The rules of this Regulation on trusted flaggers should not be understood to prevent online platforms from giving similar treatment to notices submitted by entities or individuals that have not been awarded trusted flagger status under this Regulation, from otherwise cooperating with other entities, in accordance with the applicable law, including this Regulation and Regulation (EU) 2016/794 of the European Parliament and of the Council.43 __________________ 43Regulation (EU) 2016/794 of the European Parliament and of the Council of 11 May 2016 on the European Union Agency for Law Enforcement Cooperation (Europol) and replacing and repealing Council Decisions 2009/371/JHA, 2009/934/JHA, 2009/935/JHA, 2009/936/JHA and 2009/968/JHA, OJ L 135, 24.5.2016, p. 53
2021/07/08
Committee: IMCO
Amendment 418 #

2020/0361(COD)

Proposal for a regulation
Recital 47
(47) The misuse of services of online platforms by frequently providing manifestly illegal content or by frequently submitting manifestly unfounded notices or complaints under the mechanisms and systems, respectively, established under this Regulation undermines trust and harms the rights and legitimate interests of the parties concerned. Therefore, there is a need to put in place appropriate and proportionate safeguards against such misuse. Information should be considered to be manifestly illegal content and notices or complaints should be considered manifestly unfounded where it is evident to a layperson, without any substantive analysis, that the content is illegal respectively that the notices or complaints are unfounded. Under certain conditions, online platforms should temporarily suspend their relevant activities in respect of the person engaged in abusive behaviour. This is without prejudice to the freedom by online platforms to determine their terms and conditions and establish stricter measures in the case of manifestly illegal content related to serious crimes, with due regard to the rights and legitimate interests of all parties involved, including the applicable fundamental rights of the recipients of the service as enshrined in the Charter. Providers of hosting services could, as a voluntary measure, introduce own-investigation measures to prevent accounts which have previously been identified as illegal from reappearing once removed. The obligations related to notice and action should by no means impose general monitoring obligations. For reasons of transparency, this possibility should be set out, clearly and in sufficiently detail, in the terms and conditions of the online platforms. Redress should always be open to the decisions taken in this regard by online platforms and they should be subject to oversight by the competent Digital Services Coordinator. The rules of this Regulation on misuse should not prevent online platforms from taking other measures to address the provision of illegal content by recipients of their service or other misuse of their services, in accordance with the applicable Union and national law. Those rules are without prejudice to any possibility to hold the persons engaged in misuse liable, including for damages, provided for in Union or national law.
2021/07/08
Committee: IMCO
Amendment 455 #

2020/0361(COD)

Proposal for a regulation
Recital 52
(52) Online advertisement plays an important role in the online environment, including in relation to the provision of the services of online platforms. However,Online advertising is a significant source of financing for many digital business models and an effective tool to reach new customers, not least for small- and medium sized companies. However, there are some instances when online advertisement can contribute to significant risks, ranging from advertisement that is itself illegal content, to contributing to financial incentives for the publication or amplification of illegal or otherwise harmful content and activities online, or the discriminatory display of advertising with an impact on the equal treatment and opportunities of citizens. To ensure consumer protection online advertisement should be subject to proportionate and meaningful transparency obligations. In addition to the requirements resulting from Article 6 of Directive 2000/31/EC, online platforms should therefore be required to ensure that the recipients of the service have certain individualised information necessary for them to understand when and on whose behalf the advertisement is displayed. In addition, recipients of the service should have information on the main parameters used for determining that specific advertising is to be displayed to them, providing meaningful explanations of the logic used to that end, including when this is based on profiling. The requirements of this Regulation on the provision of information relating to advertisement is without prejudice to the application of the relevant provisions of Regulation (EU) 2016/679, in particular those regarding the right to object, automated individual decision-making, including profiling and specifically the need to obtain consent of the data subject prior to the processing of personal data for targeted advertising. Similarly, it is without prejudice to the provisions laid down in Directive 2002/58/EC in particular those regarding the storage of information in terminal equipment and the access to information stored therein.
2021/07/08
Committee: IMCO
Amendment 459 #

2020/0361(COD)

Proposal for a regulation
Recital 52
(52) Online advertisement plays an important role in the online environment, including in relation to the provision of the services of online platforms. However, online advertisement can contribute to significant risks, ranging from advertisement that is itself illegal content, to contributing to financial incentives for the publication or amplification of illegal or otherwise harmful content and activities online, or the discriminatory display of advertising with an impact on the equal treatment and opportunities of citizens. In addition to the requirements resulting from Article 6 of Directive 2000/31/EC, online platforms should therefore be required to ensure that the recipients of the service have certain individualised information necessary for them to understand when and on whose behalf the advertisement is displayed. In addition, recipients of the service should have necessary information on the main parameters used in general for determining that specifwhich advertising is to be displayed to them, providing meaningful explanations of the general logic used to that end, including when this is based on profiling. The requirements of this Regulation on the provision of information relating to advertisement is without prejudice to the application of the relevant provisions of Regulation (EU) 2016/679, in particular those regarding the right to object, automated individual decision- making, including profiling and specifically the need to obtain consent of the data subject prior to the processing of personal data for targeted advertising. Similarly, it is without prejudice to the provisions laid down in Directive 2002/58/EC in particular those regarding the storage of information in terminal equipment and the access to information stored therein.
2021/07/08
Committee: IMCO
Amendment 469 #

2020/0361(COD)

Proposal for a regulation
Recital 54
(54) Very large online platforms may cause societal risks, different in scope and impact from those caused by smaller platforms. Once the number of recipients of a platform reaches a significant share of the Union population, the systemic risks the platform poses could have a disproportionately negative impact in the Union. Such significant reach should be considered to exist where the number of recipients exceeds an operational threshold set at 45 million, that is, a number equivalent to 10% of the Union population. The operational threshold should be kept up to date through amendments enacted by delegated acts, where necessary. Such very large online platforms should therefore bear the highest standard of due diligence obligations, proportionate to their societal impact and meansAccordingly, the number of average monthly recipients of the service should reflect the recipients actually reached by the service either by being exposed to content or by providing content disseminated on the platforms’ interface in that period of time. The operational threshold should be kept up to date through amendments enacted by delegated acts, where necessary. The threshold should be designed to target the largest platforms with a reach in the Union that could lead to a systemic impact. Such very large online platforms should therefore bear the highest standard of due diligence obligations, proportionate to their societal impact and means, placing such due diligence obligations on smaller companies, especially micro, small and medium sized companies would be disproportionate.
2021/07/08
Committee: IMCO
Amendment 474 #

2020/0361(COD)

Proposal for a regulation
Recital 56
(56) Very large online platforms are used in a way that strongly influences safety online, the shaping of public opinion and discourse, as well as on online trade. The way they design of their services is generally optimised to benefit their often advertising- driven business models and can cause societal concerns. In the absence of effective regulation and enforcement, they can set the rules of the game, withoutsometimes amplify the dissemination of illegal content. Effective regulation and enforcement is needed to effectively identifying and mitigatinge the risks and the societal and economic harm they can cauat may arise. Under this Regulation, very large online platforms should therefore assess the systemic risks stemming from the functioning and use of their service, as well as by potential misuses by the recipients of the service, and take appropriate mitigating measures.
2021/07/08
Committee: IMCO
Amendment 490 #

2020/0361(COD)

Proposal for a regulation
Recital 61
(61) The audit report should be substantiated, so as to give a meaningful account of the activities undertaken and the conclusions reached. It should help inform, and where appropriate suggest improvements to the measures taken by the very large online platform to comply with their obligations under this Regulation, without prejudice to its freedom to conduct a business and, in particular, its ability to design and implement effective measures that are aligned with its specific business model. The report should be transmitted to the Digital Services Coordinator of establishment and the Board without delayin 30 days following its adoption, together with the risk assessment and the mitigation measures, as well as the platform’s plans for addressing the audit’s recommendations. The report should include an audit opinion based on the conclusions drawn from the audit evidence obtained. A positive opinion should be given where all evidence shows that the very large online platform complies with the obligations laid down by this Regulation or, where applicable, any commitments it has undertaken pursuant to a code of conduct or crisis protocol, in particular by identifying, evaluating and mitigating the systemic risks posed by its system and services. A positive opinion should be accompanied by comments where the auditor wishes to include remarks that do not have a substantial effect on the outcome of the audit. A negative opinion should be given where the auditor considers that the very large online platform does not comply with this Regulation or the commitments undertaken.
2021/07/08
Committee: IMCO
Amendment 496 #

2020/0361(COD)

Proposal for a regulation
Recital 62
(62) A core part of a very large online platform’s business is the manner in which information is prioritised and presented on its online interface to facilitate and optimise access to information for the recipients of the service. This is done, for example, by algorithmically suggesting, ranking and prioritising information, distinguishing through text or other visual representations, or otherwise curating information provided by recipients. Such recommender systems can have a significant impact on the ability of recipients to retrieve and interact with information online. Often, they facilitate the search for relevant content for recipients of the service and contribute to an improved user experience. They also play an important role in the amplification of certain messages, the viral dissemination of information and the stimulation of online behaviour. Consequently, very large online platforms should ensure that recipients are appropriately informed, and can influence the information presented to them through making active choices. They should clearly present the main parameters for such recommender systems in an easily comprehensible manner to ensure that the recipients understand how information is prioritised for them and why. They should also ensure that the recipients enjoy alternative options for the main parameters, including options that are not based on profiling of the recipient.
2021/07/08
Committee: IMCO
Amendment 500 #

2020/0361(COD)

Proposal for a regulation
Recital 63
(63) Advertising systems used by very large online platforms could pose particular risks and require further public and regulatory supervision on account of their scale and ability to target and reach recipients of the service based on their behaviour within and outside that platform’s online interface. Very large online platforms should ensure public access to repositories of advertisements displayed on their online interfaces to facilitate supervision and research into emerging risks brought about by the distribution of advertising online, for example in relation to illegal advertisements or manipulative techniques and disinformation with a real and foreseeable negative impact on public health, public security, civil discourse, political participation and equality. Repositories should include the content of advertisements and related data on the advertiser and the delivery of the advertisement, in particular where targeted advertising is concerned.
2021/07/08
Committee: IMCO
Amendment 506 #

2020/0361(COD)

Proposal for a regulation
Recital 64
(64) In order to appropriately supervise the compliance of very large online platforms with the obligations laid down by this Regulation, the Digital Services Coordinator of establishment or the Commission may require access to or reporting of specific data. Such a requirement may include, for example, the data necessary to assess the risks and possible harms brought about by the platform’s systems, data on the accuracy, functioning and testing of algorithmic systems for content moderation, recommender systems or advertising systems, or data on processes and outputs of content moderation or of internal complaint-handling systems within the meaning of this Regulation. Investigations by researchers on the evolution and severity of online systemic risks are particularly important for bridging information asymmetries and establishing a resilient system of risk mitigation, informing online platforms, Digital Services Coordinators, other competent authorities, the Commission and the public. This Regulation therefore provides a framework for compelling access to data from very large online platforms to vetted researchers, where relevant to a research project. All requiremenests for access to data under that framework should be proportionate and appropriately protect the rights and legitimate interests, including trade secrets and other confidential information, of the platform and any other parties concerned, including the recipients of the service.
2021/07/08
Committee: IMCO
Amendment 545 #

2020/0361(COD)

Proposal for a regulation
Recital 80 a (new)
(80a) The Commission should issue guidance to Member States and propose a system for the staggering of the penalties according to the size of the companies, to ensure proportionality and adequacy.
2021/07/08
Committee: IMCO
Amendment 561 #

2020/0361(COD)

Proposal for a regulation
Recital 89
(89) The Board should exclusively contribute to achieving a common Union perspective on the consistent application of this Regulation and to cooperation among competent authorities, including by advising the Commission and the Digital Services Coordinators about appropriate investigation and enforcement measures, in particular vis à vis very large online platforms. The Board should also contribute to the drafting of relevant templates and codes of conduct and analyse emerging general trends in the development of digital services in the Union.
2021/07/08
Committee: IMCO
Amendment 613 #

2020/0361(COD)

Proposal for a regulation
Article 1 – paragraph 2 – point b
(b) set out uniformharmonised rules for a safe, predictable and trusted online environment, where fundamental rights enshrined in the Charter are effectively protected.
2021/07/08
Committee: IMCO
Amendment 614 #

2020/0361(COD)

Proposal for a regulation
Article 1 – paragraph 2 – point b – point i (new)
i) facilitate innovations, support digital transition, encourage economic growth and create a level playing field for digital services within the internal market while strengthening consumer protection and contributing to increased consumer choice.
2021/07/08
Committee: IMCO
Amendment 665 #

2020/0361(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point d – indent 2
— the targedirecting of activities towards one or more Member States.
2021/07/08
Committee: IMCO
Amendment 686 #

2020/0361(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point g
(g) ‘illegal content’ means any information,, which, in itself or by its reference to an activity, including the sale of products or provision of services which is not in compliance with Union law or the law of a Member State, irrespective of the precise subject matter or nature of that law;
2021/07/08
Committee: IMCO
Amendment 697 #

2020/0361(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point h
(h) ‘online platform’ means a provider (h) of a hosting service which, at the request of a recipient of the service, stores and disseminates to the public information, unless that activity is a minor and purely ancillary feature of another service and, for objective and technical reasons cannot be used without that other service, and the integration of the feature into the other service is not a means to circumvent the applicability of this Regulation. Infrastructure services such as webhosting or cloud service providers shall not be covered by the definition of online platforms;
2021/07/08
Committee: IMCO
Amendment 720 #

2020/0361(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point n
(n) ‘advertisement’ means information designed and disseminated to promote the message of a legal or natural person, irrespective of whether to achieve commercial or non-commercial purposes, and displayed by an online platform on its online interface against remuneration specifically in exchange for promoting that information;
2021/07/08
Committee: IMCO
Amendment 728 #

2020/0361(COD)

Proposal for a regulation
Article 2 – paragraph 1 – point p
(p) ‘content moderation’ means the activities undertaken by providers of intermediary services aimed at detecting, identifying and addressing illegal content or information incompatible with their terms and conditions, provided by recipients of the service, including measures taken that affect the availability, visibility and accessibility of that illegal content or that information, such as demotion, demonetisation, disabling of access to, or removal thereof, or the recipients’ ability to provide that information, such as the termination or suspension of a recipient’s account;
2021/07/08
Committee: IMCO
Amendment 761 #

2020/0361(COD)

Proposal for a regulation
Article 5 – paragraph 1 – point b
(b) upon obtaining such knowledge or awareness, acts expedwitihouslt undue delay to remove or to disable access to the illegal content.
2021/07/08
Committee: IMCO
Amendment 787 #

2020/0361(COD)

Proposal for a regulation
Article 6 – paragraph 1
Providers of intermediary services shall not be deemed ineligible for the exemptions from liability referred to in Articles 3, 4 and 5 solely because they carry outtake the necessary voluntary own-initiative investigations or other activiti measures aimed at detecting, identifying and removing, or disabling of access to, illegal content, or take the necessary measures to comply with the requirements of Union law, including those set out in this Regulation, without prejudice to freedom of expression.
2021/07/08
Committee: IMCO
Amendment 790 #

2020/0361(COD)

Proposal for a regulation
Article 6 – paragraph 1 a (new)
Providers of intermediary services shall ensure that such measures are accompanied with appropriate safeguards, such as oversight, documentation and traceability or additional measures to ensure that own- initiative investigations are accurate, legally justified and do not lead to over- removal of content.
2021/07/08
Committee: IMCO
Amendment 908 #

2020/0361(COD)

Proposal for a regulation
Article 10 a (new)
Article 10a Point of contact for recipients of a service 1. Providers of intermediary services shall establish a single point of contact allowing for direct communication, by electronic means, with the recipients of their services. The means of communication shall be user-friendly and easily accessible. 2. Providers of intermediary services shall make public the information necessary to easily identify and communicate with their single points of contact for recipients.
2021/07/08
Committee: IMCO
Amendment 918 #

2020/0361(COD)

Proposal for a regulation
Article 11 – paragraph 4 a (new)
4a. Providers of intermediary services that would qualify as micro or small enterprises within the meaning of the Annex to Recommendation 2003/361/EC if established in the Union, and who have been unsuccessful in designating a legal representative after reasonable efforts, shall be able to request that the Digital Service Coordinator of the Member State where the enterprise intends to establish a legal representative facilitates further cooperation and recommends possible solutions, including the possibility for collective representation.
2021/07/08
Committee: IMCO
Amendment 925 #

2020/0361(COD)

Proposal for a regulation
Article 12 – paragraph 1
1. Providers of intermediary services shall include information on any restrictions that they impose in relation to the use of their service in respect of information provided by the recipients of the service, in their terms and conditions. That information shall include information on any policies, procedures, measures and tools used for the purpose of content moderation, including information about algorithmic decision-making and human review. ItProviders of intermediary services shall also include information on the right to terminate the use of the service. The possibility to terminate must be easily accessible for the user. Information on remedies and redress mechanisms shall also be included in the terms and conditions. The terms and conditions shall be set out in clear and unambiguous language and shall be publicly available in an easily accessible format.
2021/07/08
Committee: IMCO
Amendment 950 #

2020/0361(COD)

Proposal for a regulation
Article 12 – paragraph 2 a (new)
2a. Obligations pursuant to paragraph 1 and 2 should not oblige a provider of an intermediary service to disclose information that will lead to significant vulnerabilities for the security of its service or the protection of confidential information, in particular trade secrets or intellectual property rights.
2021/07/08
Committee: IMCO
Amendment 975 #

2020/0361(COD)

Proposal for a regulation
Article 13 – paragraph 1 – introductory part
1. Providers of intermediary services shall publish, at least once a year, clear, easily comprehensible and detailed reports on any content moderation they engaged in during the relevant period. Those reports shall include, in particular,including information on the following, as applicable:
2021/07/08
Committee: IMCO
Amendment 979 #

2020/0361(COD)

Proposal for a regulation
Article 13 – paragraph 1 – introductory part
1. Providers of intermediary services shall publish, at least once a year, clear, and easily comprehensible and detailed reports on any content moderation they engaged in during the relevant period. Those reports shall include, in particular, information on the following, as applicable:
2021/07/08
Committee: IMCO
Amendment 989 #

2020/0361(COD)

Proposal for a regulation
Article 13 – paragraph 1 – point c
(c) meaningful and comprehensible information about the content moderation engaged in at the providers’ own initiative, including the number and type of measures taken that affect the availability, visibility and accessibility of information provided by the recipients of the service and the recipients’ ability to provide information, categorised by the type of reason and basis for taking those measures;
2021/07/08
Committee: IMCO
Amendment 1002 #

2020/0361(COD)

Proposal for a regulation
Article 13 – paragraph 2
2. Paragraph 1 shall not apply to providers of intermediary services that qualify as micro or small enterprises within the meaning of the Annex to Recommendation 2003/361/EC, small or medium sized enterprises (SMEs) within the meaning of the Annex to Recommendation 2003/361/EC. In addition, paragraph 1 shall not apply to enterprises that previously qualified for the status of a medium-sized, small or micro-enterprise within the meaning of the Annex to Recommendation 2003/361/EC during the twelve months following their loss of that status pursuant to Article 4(2) thereof.
2021/07/08
Committee: IMCO
Amendment 1004 #

2020/0361(COD)

Proposal for a regulation
Article 13 – paragraph 2
2. Paragraph 1 shall not apply to providers of intermediary services that qualify as micro or small enterprises within the meaning of the Annex to Recommendation 2003/361/ECprovide their services to a number of average monthly active recipients of the service in the Union equal to or higher than 9 million, calculated in accordance with the methodology set out in the delegated acts referred to in Article 25 paragraph 3.
2021/07/08
Committee: IMCO
Amendment 1009 #

2020/0361(COD)

Proposal for a regulation
Article 13 – paragraph 2 a (new)
2a. Paragraph 1 shall not apply where, within the framework of an organised distribution network operating under a common brand, the provider of the intermediary service has a direct organisational, associative, cooperative or capital ownership link with the recipient of the service or where the intermediary service solely aims to intermediate content between the members of the organised distribution framework and their suppliers.
2021/07/08
Committee: IMCO
Amendment 1060 #

2020/0361(COD)

Proposal for a regulation
Article 14 – paragraph 3
3. Notices that include the elements referred to in paragraph 2 on the basis of which a diligent provider of hosting services is able to assess the illegality of the content in question, shall be considered to give rise to actual knowledge or awareness for the purposes of Article 5 in respect of the specific item of information concerned.
2021/07/08
Committee: IMCO
Amendment 1064 #

2020/0361(COD)

Proposal for a regulation
Article 14 – paragraph 4
4. Where the notice contains the name and an electronic mail address of the individual or entity that submitted it, the provider of hosting services shall promptly, without undue delay, send a confirmation of receipt of the notice to that individual or entity.
2021/07/08
Committee: IMCO
Amendment 1081 #

2020/0361(COD)

Proposal for a regulation
Article 14 – paragraph 6 a (new)
6a. Providers of hosting services could, as a voluntary measure in line with provisions Article 6, conduct own- investigation measures to prevent illegal content which has previously been identified as illegal from being disseminated again once removed. The obligations related to paragraph 1 to 6 shall by no means impose general monitoring obligations on hosting services.
2021/07/08
Committee: IMCO
Amendment 1087 #

2020/0361(COD)

Proposal for a regulation
Article 14 – paragraph 6 b (new)
6b. Paragraphs 2, 4 and 5 shall not apply to providers of intermediary services that qualify as micro, small or medium- sized enterprises (SMEs) within the meaning of the Annex to Recommendations 2003/361/EU, or to those enterprises within twelve months of them losing such status pursuant to Article 4(2) thereof.
2021/07/08
Committee: IMCO
Amendment 1089 #

2020/0361(COD)

Proposal for a regulation
Article 14 – paragraph 6 c (new)
6c. Paragraph 2 and 4-5 shall not apply where, within the framework of an organised distribution network operating under a common brand, the provider of the intermediary service has a direct organisational, associative, cooperative or capital ownership link with the recipient of the service or where the intermediary service solely aims to intermediate content between the members of the organised distribution framework and their suppliers.
2021/07/08
Committee: IMCO
Amendment 1096 #

2020/0361(COD)

Proposal for a regulation
Article 15 – paragraph 1
1. Where a provider of hosting services decides to remove or disable access to or radically restrict the visibility of specific items of information provided by the recipients of the service, or to suspend or terminate monetary payments related to those items, irrespective of the means used for detecting, identifying or removing or disabling access to or for restricting the visibility or monetisation of that information and of the reason for its decision, it shall inform the recipient, at the latest at the time ofwithout undue delay and at the latest within 24 hours after the removal or disabling of access, of the decision and provide a clear and specific statement of reasons for that decision.
2021/07/08
Committee: IMCO
Amendment 1102 #

2020/0361(COD)

Proposal for a regulation
Article 15 – paragraph 2 – point a
(a) whether the decision entails either the removal of, or the disabling of access to, the or radical restriction of the visibility of, the information or the suspension or termination of monetary payments related to that information and, where relevant, the territorial scope of the disabling of access;
2021/07/08
Committee: IMCO
Amendment 1122 #

2020/0361(COD)

Proposal for a regulation
Article 15 – paragraph 4 a (new)
4a. Paragraph 2 to 4 shall not apply to providers of intermediary services that qualify as micro, small or medium-sized enterprises within the meaning of the Annex to Recommendation 2003/361/EC, or during the first twelve months from when an enterprise lost such status as pursuant to Article 4(2) thereof.
2021/07/08
Committee: IMCO
Amendment 1124 #

2020/0361(COD)

Proposal for a regulation
Article 15 – paragraph 4 b (new)
4b. Paragraph 2 to 4 shall not apply where, within the framework of an organised distribution network operating under a common brand, the provider of the intermediary service has a direct organisational, associative, cooperative or capital ownership link with the recipient of the service or where the intermediary service solely aims to intermediate content between the members of the organised distribution framework and their suppliers.
2021/07/08
Committee: IMCO
Amendment 1137 #

2020/0361(COD)

Proposal for a regulation
Article 16 – paragraph 1
This Section shall not apply to online platforms that qualify as micro or, small or medium sized enterprises within the meaning of the Annex to Recommendation 2003/361/EC. , nor during the first twelve months to such enterprises following the loss of such status pursuant to Article 4(2) thereof. This section shall not apply where, within the framework of an organised distribution network operating under a common brand, the provider of the intermediary service has a direct organisational, associative, cooperative or capital ownership link with the recipient of the service or where the intermediary service solely aims to intermediate content between the members of the organised distribution framework and their suppliers.
2021/07/08
Committee: IMCO
Amendment 1139 #

2020/0361(COD)

Proposal for a regulation
Article 16 – paragraph 1
This Section shall not apply to online platforms that qualify as micro or small enterprises within the meaning of the Annex to Recommendation 2003/361/ECprovide their services to a number of average monthly active recipients of the service in the Union equal to or higher than 9 million, calculated in accordance with the methodology set out in the delegated acts referred to in Article 25 paragraph 3.
2021/07/08
Committee: IMCO
Amendment 1157 #

2020/0361(COD)

Proposal for a regulation
Article 17 – paragraph 1 – point a
(a) decisions to remove or not to remove or disable access to the information;
2021/07/08
Committee: IMCO
Amendment 1158 #

2020/0361(COD)

Proposal for a regulation
Article 17 – paragraph 1 – point b
(b) decisions to suspend or terminate or not to suspend or terminate the provision of the service, in whole or in part, to the recipients;
2021/07/08
Committee: IMCO
Amendment 1161 #

2020/0361(COD)

Proposal for a regulation
Article 17 – paragraph 1 – point c
(c) decisions to suspend or terminate or not to suspend or terminate the recipients’ account.
2021/07/08
Committee: IMCO
Amendment 1166 #

2020/0361(COD)

Proposal for a regulation
Article 17 – paragraph 1 – point c a (new)
(ca) decisions to radically restrict the visibility of content provided by the recipients,
2021/07/08
Committee: IMCO
Amendment 1171 #

2020/0361(COD)

Proposal for a regulation
Article 17 – paragraph 1 – point c b (new)
(cb) decisions to restrict the ability to monetise content provided by the recipients,
2021/07/08
Committee: IMCO
Amendment 1188 #

2020/0361(COD)

Proposal for a regulation
Article 17 – paragraph 4 a (new)
4a. In cases where a complaint of a business user does not result in a decision of the online platform within two weeks, the business user is entitled to present the case to an out of court settlement body in accordance with Article 18.
2021/07/08
Committee: IMCO
Amendment 1203 #

2020/0361(COD)

Proposal for a regulation
Article 18 – paragraph 1 – subparagraph 1
Recipients of the service addressed by the decisions referred to in Article 17(1) and individuals or entities that have submitted notices, shall be entitled to select any out- of-court dispute that has been certified in accordance with paragraph 2 in order to resolve disputes relating to those decisions, including complaints that could not be resolved by means of the internal complaint-handling system referred to in that Article. Online platforms shall engage, in good faith, with the body selected with a view to resolving the dispute and shall be bound by the decision taken by the body.
2021/07/08
Committee: IMCO
Amendment 1206 #

2020/0361(COD)

Proposal for a regulation
Article 18 – paragraph 1 a (new)
1a. In cases where the recipient of the service addressed by the decision referred to in Article 17 (1) is a business user, the online platform is obliged to submit to the jurisdiction of the independent dispute settlement body. The out of court dispute settlement body will take its decision without undue delay after the presentation of arguments of the parties concerned, in any case within a time span of no more than 45 days after the formal opening of the procedure.
2021/07/08
Committee: IMCO
Amendment 1213 #

2020/0361(COD)

Proposal for a regulation
Article 18 – paragraph 2 – subparagraph 1 – point a
(a) it is impartial and independentndependent, including financially independent, and impartial of online platforms and recipients of the service provided by the online platforms and of individuals or entities that have submitted notices;
2021/07/08
Committee: IMCO
Amendment 1221 #

2020/0361(COD)

Proposal for a regulation
Article 18 – paragraph 2 – subparagraph 1 – point c
(c) the dispute settlement is easily accessible through electronic communication technology and provides for the possibility to submit a complaint and the requisite supporting documents online;
2021/07/08
Committee: IMCO
Amendment 1236 #

2020/0361(COD)

Proposal for a regulation
Article 18 – paragraph 2 – subparagraph 1 – point e
(e) the dispute settlement takes place in accordance with clear and fair rules of procedure that are clearly visible and easily accessible to all parties concerned and in full compliance with all applicable law.
2021/07/08
Committee: IMCO
Amendment 1242 #

2020/0361(COD)

Proposal for a regulation
Article 18 – paragraph 2 a (new)
2a. The Digital Services Coordinator shall reassess on a yearly basis whether the certified out-of-court dispute settlement body continues to fulfil the listed criteria. If this is not the case, the Digital Services Coordinator shall revoke the status from the out-of-court dispute settlement body.
2021/07/08
Committee: IMCO
Amendment 1251 #

2020/0361(COD)

Proposal for a regulation
Article 18 – paragraph 5
5. Digital Services Coordinators shall notify to the Commission the out-of-court dispute settlement bodies that they have certified in accordance with paragraph 2, including where applicable the specifications referred to in the second subparagraph of that paragraph as well as out-of-court dispute settlement bodies whose status has been revoked. The Commission shall publish a list of those bodies, including those specifications, on a dedicated website, and keep it updated.
2021/07/08
Committee: IMCO
Amendment 1262 #

2020/0361(COD)

Proposal for a regulation
Article 19 – paragraph 1
1. Online platforms shall take the necessary technical and organisational measures to ensure that notices submitted by certified trusted flaggers, within their designated area of expertise, through the mechanisms referred to in Article 14, are processed and decided upon with priority and without delay, depending on the severity of the illegal activity.
2021/07/08
Committee: IMCO
Amendment 1278 #

2020/0361(COD)

Proposal for a regulation
Article 19 – paragraph 2 – point b
(b) it represents collective interests and is independent from any online platform;
2021/07/08
Committee: IMCO
Amendment 1279 #

2020/0361(COD)

Proposal for a regulation
Article 19 – paragraph 2 – point b a (new)
(ba) it is exceptionally allowed to flag content in the field of its expertise, defined by the official description of the institution or company,
2021/07/08
Committee: IMCO
Amendment 1296 #

2020/0361(COD)

Proposal for a regulation
Article 19 – paragraph 3
3. Digital Services Coordinators shall communicate to the Commission and the Board the names, addresses and electronic mail addresses of the entities to which they have awarded the status of the trusted flagger in accordance with paragraph 2 or have been revoked in accordance with paragraph 6.
2021/07/08
Committee: IMCO
Amendment 1308 #

2020/0361(COD)

Proposal for a regulation
Article 19 – paragraph 6
6. The Digital Services Coordinator that awarded the status of trusted flagger to an entity shall revoke that status if it determines, following an investigation either on its own initiative or on the basis information received by third parties, carried out without undue delay, including the information provided by an online platform pursuant to paragraph 5, that the entity no longer meets the conditions set out in paragraph 2. Before revoking that status, the Digital Services Coordinator shall afford the entity an opportunity to react to the findings of its investigation and its intention to revoke the entity’s status as trusted flagger
2021/07/08
Committee: IMCO
Amendment 1314 #

2020/0361(COD)

Proposal for a regulation
Article 19 – paragraph 7
7. The Commission, after consulting the Board, mayshall issue guidance to assist online platforms and Digital Services Coordinators in the application of paragraphs 5 and 6.
2021/07/08
Committee: IMCO
Amendment 1334 #

2020/0361(COD)

Proposal for a regulation
Article 20 – paragraph 3 – point a
(a) the absolute numbers of items of manifestly illegal content or manifestly unfounded notices or complaints, submitted in the past yeara given time frame;
2021/07/08
Committee: IMCO
Amendment 1336 #

2020/0361(COD)

Proposal for a regulation
Article 20 – paragraph 3 – point b
(b) the relative proportion thereof in relation to the total number of items of information provided or notices submitted in the past yeara given time frame;
2021/07/08
Committee: IMCO
Amendment 1339 #

2020/0361(COD)

Proposal for a regulation
Article 20 – paragraph 3 – point d
(d) where identifiable, the intention of the recipient, individual, entity or complainant.
2021/07/08
Committee: IMCO
Amendment 1349 #

2020/0361(COD)

Proposal for a regulation
Article 20 – paragraph 4 a (new)
4a. Providers of hosting services could, as a voluntary measure in line with provisions Article 6, conduct own- investigation measures to prevent suspended accounts from reappearing before the suspension is lifted. The obligations related to paragraph 1 to 4 shall by no means impose general monitoring obligations on hosting services.
2021/07/08
Committee: IMCO
Amendment 1353 #

2020/0361(COD)

Proposal for a regulation
Article 21 – paragraph 1
1. Where an online platform becomes aware of any information giving rise to a suspicion that a serious criminal offence involving a threat to the life or safety of persons has taken place, is taking place or is likely to take place, it shall promptly inform the law enforcement or judicial authorities of the Member State or Member States concerned of its suspicion and provide all relevant information available.deleted
2021/07/08
Committee: IMCO
Amendment 1381 #

2020/0361(COD)

Proposal for a regulation
Article 22 – paragraph 1 – point c
(c) the bank account details of the trader, where the trader is a natural person;deleted
2021/07/08
Committee: IMCO
Amendment 1470 #

2020/0361(COD)

Proposal for a regulation
Article 23 – paragraph 1 – point c
(c) any use made of automatic means for the purpose of content moderation, including a specification of the precise purposes, indicators of the accuracy of the automated means in fulfilling those purposes and any safeguards applied.
2021/07/08
Committee: IMCO
Amendment 1473 #

2020/0361(COD)

Proposal for a regulation
Article 23 – paragraph 2
2. Online platforms shall pucommunicate to the Digital Services Coordinator of establishment, at least once every sixtwelve months, information on the average monthly active recipients of the service in each Member Statethe Union, calculated as an average over the period of the past sixtwelve months, in accordance with the methodology laid down in the delegated acts adopted pursuant to Article 25(2).
2021/07/08
Committee: IMCO
Amendment 1476 #

2020/0361(COD)

Proposal for a regulation
Article 23 – paragraph 2 a (new)
2a. Member States shall refrain from imposing additional transparency reporting obligations on the online platforms, other than specific requests in the context of exercising their supervisory powers.
2021/07/08
Committee: IMCO
Amendment 1495 #

2020/0361(COD)

Proposal for a regulation
Article 24 – paragraph 1 – point c
(c) meaningful information about the main parameters used in general to determine the recipient to whom the advertisement is displayedwhich advertisements are displayed to them on the respective online platform.
2021/07/08
Committee: IMCO
Amendment 1510 #

2020/0361(COD)

Proposal for a regulation
Article 24 – paragraph 1 a (new)
2. Online platforms shall provide information mentioned in paragraph 1 to public authorities, upon their request, in order to determine accountability in case of false or misleading advertisement.
2021/07/08
Committee: IMCO
Amendment 1512 #

2020/0361(COD)

Proposal for a regulation
Article 24 – paragraph 1 b (new)
3. Providers of intermediary services shall obtain consent from the recipients of their service, in order to provide them with micro targeted and behavioural advertisement. Providers of intermediary services shall ensure that recipients of services can easily make an informed choice when expressing their consent by providing them with meaningful information.
2021/07/08
Committee: IMCO
Amendment 1534 #

2020/0361(COD)

Proposal for a regulation
Article 25 – paragraph 1 a (new)
1a. This section shall not apply where, within the framework of an organised distribution network operating under a common brand, the provider of the intermediary service has a direct organisational, associative, cooperative or capital ownership link with the recipient of the service or where the intermediary service solely aims to intermediate content between the members of the organised distribution framework and their suppliers.
2021/07/08
Committee: IMCO
Amendment 1552 #

2020/0361(COD)

Proposal for a regulation
Article 26 – paragraph 1 – introductory part
1. Very large online platforms shall identify, analyse and assess, from the date of application referred to in the second subparagraph of Article 25(4), at least once a year thereafter, any significant systemic risks stemming from the functioning and use madedissemination of illegal content ofn their services in the Union. This risk assessment shall be specific to their services and shall include the following systemic risks:
2021/07/08
Committee: IMCO
Amendment 1567 #

2020/0361(COD)

Proposal for a regulation
Article 26 – paragraph 1 – point b
(b) any negative effects for the exercise of the fundamental rights to respect for private and family life, freedom of expression and information, the prohibition of discrimination and the rights of the child, as enshrined in Articles 7, 11, 21 and 24 of the Charter respectively through dissemination of illegal content;
2021/07/08
Committee: IMCO
Amendment 1577 #

2020/0361(COD)

Proposal for a regulation
Article 26 – paragraph 1 – point c
(c) intentional manipulation of their service, including by means of inauthentic use or automated exploitation of the service, with an actual or foreseeable negative and illegal effect on the protection of public health, minors, civic discourse, or actual or foreseeable effects related to electoral processes and public security.
2021/07/08
Committee: IMCO
Amendment 1596 #

2020/0361(COD)

Proposal for a regulation
Article 26 – paragraph 2 a (new)
2a. The obligations detailed in paragraphs 1 and 2 shall by no means lead to a general monitoring obligation
2021/07/08
Committee: IMCO
Amendment 1604 #

2020/0361(COD)

Proposal for a regulation
Article 27 – paragraph 1 – introductory part
1. Very large online platforms shall put in place reasonable, proportionate and effective mitigation measures targeting illegal practices, tailored to the specific systemic risks identified pursuant to Article 26. Such measures may include, where applicable:
2021/07/08
Committee: IMCO
Amendment 1647 #

2020/0361(COD)

Proposal for a regulation
Article 27 – paragraph 3
3. The Commission, in cooperation with the Digital Services Coordinators, mayshall issue general guidelines on the application of paragraph 1 in relation to specific risks, in particular to present best practices and recommend possible measures, having due regard to the possible consequences of the measures on fundamental rights enshrined in the Charter of all parties involved. When preparing those guidelines the Commission shall organise public consultations.
2021/07/08
Committee: IMCO
Amendment 1661 #

2020/0361(COD)

Proposal for a regulation
Article 28 – paragraph 1 – point b
(b) any voluntary commitments undertaken pursuant to the codes of conduct referred to in Articles 35 and 36 and the crisis protocols referred to in Article 37.
2021/07/08
Committee: IMCO
Amendment 1665 #

2020/0361(COD)

Proposal for a regulation
Article 28 – paragraph 2 – point a
(a) are independent from the very large online platform concerned and have not provided any other service to the platform in the previous 12 months;
2021/07/08
Committee: IMCO
Amendment 1702 #

2020/0361(COD)

Proposal for a regulation
Article 29 – paragraph 2 a (new)
2a. Obligations pursuant to paragraphs 1 and 2 shall not oblige a very large online platform to disclose information that will lead to significant vulnerabilities for the security of its service or the protection of confidential information, in particular trade secrets and intellectual property rights. Further, very large online platforms shall not be required to enable modification of systems essential to uphold the safety and security of the service.
2021/07/08
Committee: IMCO
Amendment 1719 #

2020/0361(COD)

Proposal for a regulation
Article 30 – paragraph 1
1. Very large online platforms that display advertising on their online interfaces shall compile and make publicly available through application programming interfaces a repository containing the information referred to in paragraph 2, until one yearsix months after the advertisement was displayed for the last time on their online interfaces. They shall ensure that the repository does not contain any personal data of the recipients of the service to whom the advertisement was or could have been displayed.
2021/07/08
Committee: IMCO
Amendment 1767 #

2020/0361(COD)

Proposal for a regulation
Article 31 – paragraph 4
4. In order to be vetted, researchers shall be affiliated with academic institutions, be independent from commercial interests, disclose the funding of the research, have proven records of expertise in the fields related to the risks investigated or related research methodologies, and shall commit and be in a capacity to preserve the specific data security and confidentiality requirements corresponding to each request.
2021/07/08
Committee: IMCO
Amendment 1783 #

2020/0361(COD)

Proposal for a regulation
Article 31 – paragraph 7
7. Requests for amendment pursuant to point (b) of paragraph 6 shall contain proposals for one or more alternative means through which access may be provided to the requested data or other data which are appropriate and sufficient for the purpose of the request. The Digital Services Coordinator of establishment or the Commission shall decide upon the request for amendment within 15 days and communicate to the very large online platform its decision and, where relevant, the amended request and the new time period to comply with the request.deleted
2021/07/08
Committee: IMCO
Amendment 1795 #

2020/0361(COD)

Proposal for a regulation
Article 32 a (new)
Article 32a Points of contact established by very large online platforms 1. Very large online platforms shall make their points of contacts referred to in Article 10 also accessible for professional entities which are under a specific relationship with the provider of intermediary services such as business users. 2. Direct communication, by electronic means and by telephone, shall be possible in the language of the terms and conditions which govern the contractual relationship between the provider of the online platform and the business user concerned. 3. A substantive written response to the request shall be provided within seven days.
2021/07/08
Committee: IMCO
Amendment 1798 #

2020/0361(COD)

Proposal for a regulation
Article 33 – paragraph 1
1. Very large online platforms shall publish the reports referred to in Article 13 within six months from the date of application referred to in Article 25(4), and thereafter every sixtwelve months.
2021/07/08
Committee: IMCO
Amendment 1808 #

2020/0361(COD)

Proposal for a regulation
Article 33 a (new)
Article 33a Algorithm transparency 1. When using automated decision making, the very large online platform shall upon request provide the Commission with the necessary information to assess the algorithms used. 2. When carrying out the assessments referred to in paragraph 1, the Commission shall consider the following elements: (a) the compliance with corresponding Union requirements; (b) potential negative effects on fundamental rights, including on consumer rights, through dissemination of illegal content; 3. Following an assessment the Commission shall communicate its findings to the very large online platform and allow it to provide additional explanation. 4. Where the Commission finds that the algorithm used by the very large online platform does not comply with point (a) or (b) of paragraph 2 of this Article, the Commission shall inform the Digital Service Coordinator of establishment of the very large online platform.
2021/07/08
Committee: IMCO
Amendment 1846 #

2020/0361(COD)

Proposal for a regulation
Article 35 – paragraph 1
1. The Commission and the Board shall encourage and facilitate the drawing up of voluntary codes of conduct at Union level to contribute to the proper application of this Regulation, taking into account in particular the specific challenges of tackling different types of illegal content and systemic risks, in accordance with Union law, in particular on competition and the protection of personal data. The Commission shall also encourage and facilitate regular review and adaption of the Codes of conduct to ensure that they are fit for purpose.
2021/07/08
Committee: IMCO
Amendment 1853 #

2020/0361(COD)

Proposal for a regulation
Article 35 – paragraph 2
2. Where significant systemic risk within the meaning of Article 26(1) emerge and concern several very large online platforms, the Commission may invite the very large online platforms concerned, other very large online platforms, other online platforms and other providers of intermediary services, as appropriate, as well as civil society organisations and other interested partierelevant stakeholders, to participate in the drawing up of codes of conduct, including by setting out commitments to take specific risk mitigation measures, as well as a regular reporting framework on any measures taken and their outcomes.
2021/07/08
Committee: IMCO
Amendment 1864 #

2020/0361(COD)

Proposal for a regulation
Article 35 – paragraph 3
3. When giving effect to paragraphs 1 and 2, the Commission and the Board shall aim to ensure that the codes of conduct clearly set out their objectives, contain key performance indicators to measure the achievement of those objectives and take due account of the needs and interests of all interested parties, including citizens, at Union level. The Commission and the Board shall also aim to ensure that participants report regularly to the Commission and their respective Digital Service Coordinators of establishment on any measures taken and their outcomes, as measured against the key performance indicators that they contain. Key performance indicators and reporting commitments should take into account differences in size and capacity between different participants.
2021/07/08
Committee: IMCO
Amendment 1883 #

2020/0361(COD)

Proposal for a regulation
Article 36 – paragraph 1
1. The Commission shall encourage and facilitate the drawing up of voluntary codes of conduct at Union level between, online platforms and other relevant service providers, such as providers of online advertising intermediary services or organisations representing recipients of the service and civil society organisations or relevant authorities to contribute to further transparency in online advertising beyond the requirements of Articles 24 and 30.
2021/07/08
Committee: IMCO
Amendment 1897 #

2020/0361(COD)

Proposal for a regulation
Article 37 – paragraph 1
1. The Board may recommend the Commission to initiate the drawing up, in accordance with paragraphs 2, 3 and 4, of voluntary crisis protocols for addressing crisis situations strictly limited to extraordinary circumstances affecting public security or public health.
2021/07/08
Committee: IMCO
Amendment 1913 #

2020/0361(COD)

Proposal for a regulation
Article 38 – paragraph 3 – subparagraph 2
Member States shall make publicly available, and communicate to the Commission and the Board, the name of their competent authority designated as Digital Services Coordinator and information on how it can be contacted. Furthermore, the Commission shall issue guidance to the Member States, to ensure that national, local and regional authorities relate to their Digital Coordinators in a consistent and comparable manner.
2021/07/08
Committee: IMCO
Amendment 1920 #

2020/0361(COD)

Proposal for a regulation
Article 39 – paragraph 1
1. Member States shall ensure that their Digital Services Coordinators perform their tasks under this Regulation in an impartial, transparent and timely manner. Member States shall ensure that their Digital Services Coordinators have adequate technical, financial and human resources to carry out their tasks. In addition, Member States shall ensure that their Digital Services Coordinators conduct exchange with the service providers to strengthen a common understanding regarding their business models as well as the legal necessities.
2021/07/08
Committee: IMCO
Amendment 1945 #

2020/0361(COD)

Proposal for a regulation
Article 41 – paragraph 2 – subparagraph 1 – point e
(e) the power to adopt proportionate interim measures to avoid the risk of serious harm, without prejudice to fundamental rights.
2021/07/08
Committee: IMCO
Amendment 1959 #

2020/0361(COD)

Proposal for a regulation
Article 42 – paragraph 3
3. Member States shall ensure that the maximum amount of penalties imposed for a failure to comply with the obligations laid down in this Regulation shall not exceed 62 % of the annual income or turnover of the provider of intermediary services concerned. Penalties for the supply of incorrect, incomplete or misleading information, failure to reply or rectify incorrect, incomplete or misleading information and to submit to an on-site inspection shall not exceed 1% of the annual income or turnover of the provider concerned.
2021/07/08
Committee: IMCO
Amendment 2089 #

2020/0361(COD)

Proposal for a regulation
Article 49 – paragraph 1 – point e
(e) support and promote the development and implementation of European standards, guidelines, reports, templates and code of conducts in close collaboration with relevant stakeholders as provided for in this Regulation, as well as the identification of emerging issues, with regard to matters covered by this Regulation.
2021/07/08
Committee: IMCO
Amendment 2164 #

2020/0361(COD)

Proposal for a regulation
Article 55 – paragraph 1
1. In the context of proceedings which may lead to the adoption of a decision of non-compliance pursuant to Article 58(1), where there is an urgency due to the risk of serious damage for the recipients of the service, the Commission may, by decision, order proportionate interim measures against the very large online platform concerned on the basis of a prima facie finding of an infringement, without prejudice to fundamental rights.
2021/07/08
Committee: IMCO
Amendment 2182 #

2020/0361(COD)

Proposal for a regulation
Article 57 – paragraph 1
1. For the purposes of carrying out the tasks assigned to it under this Section, the Commission may take the necessary actions to monitor the effective implementation and compliance with this Regulation by the very large online platform concerned. The Commission may also order that platform to provide access to, and explanations relating to, and where necessary access to, its databases and algorithms.
2021/07/08
Committee: IMCO
Amendment 2212 #

2020/0361(COD)

Proposal for a regulation
Article 59 – paragraph 2 – introductory part
2. The Commission may by decision and in compliance with the proportionality principle impose on the very large online platform concerned or other person referred to in Article 52(1) fines not exceeding 1% of the total turnover in the preceding financial year, where they intentionally or as a result of repeated negligentlyce:
2021/07/08
Committee: IMCO
Amendment 2296 #

2020/0361(COD)

Proposal for a regulation
Article 74 – paragraph 2
2. It shall apply from [date - threwelve months after its entry into force].
2021/07/08
Committee: IMCO
Amendment 185 #

2020/0104(COD)

Proposal for a regulation
Recital 6
(6) Past experiences have shown that investment is often drastically cut during crises. However, it is essential to support investment in this particular situation to speed up the recovery and strengthen long- term growth potential. Investing in green and digital technologies, capacities and processes aimed at assisting clean energy transition, promoting rail as the greenest mode of transport, boosting energy efficiency in housing and other key sectors of the economic are important to achieve sustainable growth and help create jobs. It will also help make the Union more resilient and less dependent by diversifying key supply chains.
2020/09/22
Committee: BUDGECON
Amendment 313 #

2020/0104(COD)

Proposal for a regulation
Recital 14
(14) The Facility’s general objective should be the promotion of economic, social and territorial cohesion. For that purpose, it should contribute to improving the resilience and adjustment capacity of the Member States, mitigating the social and economic impact of the crisis, and supporting the green and digital transitions aimed at achieving a climate neutral Europe by 2050, thereby restoring the growth potential of the economies of the Union in the aftermath of the crisis,; fostering employment creation and to, competitiveness, jobs and growth; promotingon of sustainable growthmobility and encouraging investment in rail transport and infrastructure.
2020/09/22
Committee: BUDGECON
Amendment 71 #

2020/0036(COD)

Proposal for a regulation
Recital 2
(2) The Intergovernmental Panel on Climate Change’s (IPCC) Special Report on the impacts of global warming of 1.5 °C above pre-industrial levels and related global greenhouse gas emission pathways20 provides a strong scientific basis for tackling climate change and illustrates the need to step up climate action on a global scale. It confirms that greenhouse gas emissions need to be urgently reduced, and that climate change needs to be limited to 1.5 °C, in particular to reduce the likelihood of extreme weather events. The Intergovernmental Science- Policy Platform on Biodiversity and Ecosystem Services’ (IPBES) 2019 Global Assessment Report21 showed a worldwide erosion of biodiversity, withstating that climate change asis only the third most important driver of biodiversity loss.22 _________________ 20IPCC, 2018: Global Warming of 1.5°C. An IPCC Special Report on the impacts of global warming of 1.5°C above pre- industrial levels and related global greenhouse gas emission pathways, in the context of strengthening the global response to the threat of climate change, sustainable development, and efforts to eradicate poverty [Masson-Delmotte, V., P. Zhai, H.-O. Pörtner, D. Roberts, J. Skea, P.R. Shukla, A. Pirani, W. Moufouma- Okia, C. Péan, R. Pidcock, S. Connors, J.B.R. Matthews, Y. Chen, X. Zhou, M.I. Gomis, E. Lonnoy, T. Maycock, M. Tignor, and T. Waterfield (eds.)]. 21IPBES 2019: Global Assessment on Biodiversity and Ecosystem Services. 22European Environment Agency’s The European environment – state and outlook 2020 (Luxembourg: Publication Office of the EU, 2019).
2020/06/04
Committee: TRAN
Amendment 77 #

2020/0036(COD)

Proposal for a regulation
Recital 3
(3) A fixedCommon European long-term objective is crucial to contribute to economic and societal transformation,s and rules will be crucial to maintain our current level of prosperity, while also supporting jobs, growth, and the achievement of the United Nations Sustainable Development Goals, as well as to move in a fair and cost-effective manner towards the temperature goal of the 2015 Paris Agreement on climate change following the 21st Conference of the Parties to the United Nations Framework Convention on Climate Change (the ‘Paris Agreement’).
2020/06/04
Committee: TRAN
Amendment 84 #

2020/0036(COD)

Proposal for a regulation
Recital 5
(5) The Union’s and the Member States’ climate action aims to protect people and the planeour environment, welfare, prosperity, health, and food systems, the integr in pursuity of eco- systems and biodiversity against the threat of climate change, in the context of the 2030 agenda for sustainable development and in pursuit of the objectives of the Paris Agreement, and to maximize prosperity within the planetary boundaries and to increase resilience and reduce vulnerability of society to climate changethe objectives of the Paris Agreement, while acknowledging that during the last two decades people were lifted out of poverty on an unprecedented scale, therefore strengthens the Unions commitment to maximize prosperity and to increase resilience on all continents.
2020/06/04
Committee: TRAN
Amendment 94 #

2020/0036(COD)

Proposal for a regulation
Recital 6
(6) Achieving climate neutrality should require a contribution from all economic sectors. In light of the importance of energy production and consumption on greenhouse gas emissions, the transition to a sustainable, affordable and secure energy system relying on a well-functioning internal energy market is essential. The digital transformation, technological innovation, and especially research and development are alsoon potentially game changing technologies are the single most important drivers for achieving the climate- neutrality objective.
2020/06/04
Committee: TRAN
Amendment 106 #

2020/0036(COD)

Proposal for a regulation
Recital 10
(10) The Union is a global leader in the transition towards climate neutrality, and is determined to help raise global ambition and to strengthen the global response to, which is necessary to fight climate change, using all tools at its disposal, including climate diplomacy.
2020/06/04
Committee: TRAN
Amendment 110 #

2020/0036(COD)

Proposal for a regulation
Recital 11
(11) The European Parliament called for the necessary transition to a climate-neutral society by 2050 at the latest and for this to be made into a European success story33 and has declared a climate and environment emergency34 . The European Council, in its Conclusions of 12 December 201935 , has agreed on the objective of achieving a climate-neutral Union by 2050, in line with the objectives of the Paris Agreement, while also recognising that it is necessary to put in place an enabling framework and that the transition will require significant public and private investment. The European Council also invited the Commission to prepare a proposal for the Union’s long- term strategy as early as possible in 2020 with a view to its adoption by the Council and its submission to the United Nations Framework Convention on Climate Change. _________________ 33European Parliament resolution of 15 January 2020 on the European Green Deal (2019/2956(RSP)). 34European Parliament resolution of 28 November 2019 on the climate and environment emergency (2019/2930(RSP)). 35 Conclusions adopted by the European Council at its meeting on 12 December 2019, EUCO 29/19, CO EUR 31, CONCL 9.
2020/06/04
Committee: TRAN
Amendment 112 #

2020/0036(COD)

Proposal for a regulation
Recital 11 a (new)
(11 a) However, on 12 March 2020 the World Health Organisation announced the outbreak of Covid-19 pandemic, which has caused an unprecedented humanitarian, social and economic crisis throughout the entire Union and at global level. When setting out the framework of the European Climate Law the European Commission should consider the effects of Covid-19 and revise its proposal accordingly.
2020/06/04
Committee: TRAN
Amendment 124 #

2020/0036(COD)

Proposal for a regulation
Recital 13
(13) The Union should continue its climate action and international climate leadership after 2050, in order to protect people and the planet against the threat of dangerous climate change, in pursuit of the temperature goals set out in the Paris Agreement and following the scientific recommendations of the IPCC.deleted
2020/06/04
Committee: TRAN
Amendment 131 #

2020/0036(COD)

Proposal for a regulation
Recital 14
(14) Adaptation is a key component of the long-term global response to climate change. Therefore, Member States and the Union should enhance their adaptive capacity, and strengthen their resilience andthrough sound financial budgeting in order to reduce vulnerability to climate change, as provided for in Article 7 of the Paris Agreement, as well as maximise the co- benefits with other environmental policies and legislation. Member States should adopt comprehensive national adaptation strategies and plans.
2020/06/04
Committee: TRAN
Amendment 138 #

2020/0036(COD)

Proposal for a regulation
Recital 15
(15) In taking the relevant measures at Union and national level to achieve the climate-neutrality objective, Member States and the European Parliament, the Council and the Commission should take into account the contribution of the transition to climate neutrality to the well- being of citizens, the prosperity of society and the competitiveness of the economy; energy and food security and affordability; fairness and solidarity across and within Member States considering their economic capability, national circumstances and the need for convergence over time; the need to make the transition just and socially fair; best available scientific evidence, in particular the findings reported by the IPCC; the need to integrate climate change related risks into investment and planning decisions; cost-effectiveness and technological neutrality in achieving greenhouse gas emissions reductions and removals and increasing resilience; progression over time in environmental integrity and level of ambition.
2020/06/04
Committee: TRAN
Amendment 147 #

2020/0036(COD)

Proposal for a regulation
Recital 17
(17) The Commission, in its Communication ‘The European Green Deal’, announced its intention to assess and make proposals for increasing the Union’s greenhouse gas emission reduction target for 2030 to ensure its consistency with the climate-neutrality objective for 2050. In that Communication, the Commission underlined that all Union policies should contribute to the climate-neutrality objective and that all sectors should play their part. By September 2020, the Commission should, based on a comprehensive impact assessment and taking into account its analysis of the integrated national energy and climate plans submitted to the Commission in accordance with Regulation (EU) 2018/1999 of the European Parliament and of the Council36 , review the Union’s 2030 target for climate and explore options for a new 2030 target of 50 to 55 % emission reductions compared with 1990 levels. Where it considers necessary to amend the Union’s 2030 target, it should make proposals to the European Parliament and to the Council to amend this Regulation as appropriate. In addition, the Commission should, by 30 June 2021, assess how the Union legislation implementing that target would need to be amended in order to achieve emission reductions of 50 to 55 % compared to 1990Due to the unprecedented economic downturn after the Covid19 pandemic, this new situation has to be factored in and the plans have to be altered accordingly, in order to preserve prosperity and competitiveness of our society. Therefore, where it considers necessary to amend the Union’s 2030 target, it should make proposals to the European Parliament and to the Council to amend this Regulation as appropriate. _________________ 36Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
2020/06/04
Committee: TRAN
Amendment 157 #

2020/0036(COD)

Proposal for a regulation
Recital 18
(18) To ensure the Union and the Member States remain on track, while factoring in the necessary actions required to address the economic down turn, to achieve the climate-neutrality objective and progress on adaptation, the Commission should regularly assess progress and the impact of measures taken. Should the collective progress made by Member States towards the achievement of the climate-neutrality objective or on adaptation be insufficient or Union measures inconsistent with the climate- neutrality objective or inadequate to enhance adaptive capacity, strengthen resilience or reduce vulnerability, the Commission should take the necessary measures in facctordance with the Treatiesing in the need for the competitiveness of our European economy. The Commission should also regularly assess relevant national measures, and issue recommendations where it finds that a Member State’s measures are inconsistent with the climate-neutrality and competitiveness objectives or inadequate to enhance adaptive capacity, strengthen the resilience andof our economy while reduceing vulnerability to climate change.
2020/06/04
Committee: TRAN
Amendment 167 #

2020/0036(COD)

Proposal for a regulation
Recital 19
(19) The Commission should ensure a robust and objective assessment based on the most up to date scientific, technical and socio-economic findings, and representative of a broad range of independent expertise, and base its assessment on relevant information including information submitted and reported by Member States, reports of the European Environment Agency, best available scientific evidence, including the reports of the IPCC. Given that the Commission has committed to exploring how the EU taxonomy can be used in the context of the European Green Deal by the public sector, this should include information on environmentally sustainable investment, by the Union and Member States, consistent with Regulation (EU) 2020/… [Taxonomy Regulation] when such information becomes available. The Commission should use European statistics and data where available and seek expert scrutiny. The European Environment Agency should assist the Commission, as appropriate and in accordance with its annual work programme.
2020/06/04
Committee: TRAN
Amendment 172 #

2020/0036(COD)

Proposal for a regulation
Recital 20
(20) As citizens and communities have a powerful role to play in driving the transformation towards climate neutrality forward, strong public and social engagement on climate action should be facilitated. The Commission should therefore engage with all parts of society to enable and empower them to take action towards a climate-neutral and climate- resilient society, including through launching a European Climate Pact within the boundaries of the Union, the Commission should therefore engage with all parts of the world in order to multiply the effects achieved within Europe.
2020/06/04
Committee: TRAN
Amendment 178 #

2020/0036(COD)

Proposal for a regulation
Recital 21
(21) In order to provide predictability and confidence for all economic actors, including businesses, workers, investors and consumers, to ensure that the transition towards climate neutrality is irreversible, to ensure gradual reduction over time and to assist in the assessment of the consistency of measures and progress with the climate-neutrality objective, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission to set out a trajectory for achieving net zero greenhouse gas emissions in the Union by 2050. It is of particular importance that the Commission carries out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making37 . 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. _________________ 37 OJ L 123, 12.5.2016, p. 1Due to the magnitude of the changes resulting from the Green Deal, it is of utmost importance to seek consensus and to provide predictability, confidence and democratic accountability. Therefore, climate related measures have to follow the ordinary legislative procedure.
2020/06/04
Committee: TRAN
Amendment 190 #

2020/0036(COD)

Proposal for a regulation
Recital 23 a (new)
(23 a) In line with the Union´s effort to shift road transport to rail in order to put the most CO2 efficient mode of transport in the lead while considering the upcoming European Year of rail in 2021, a particular legislative emphasis should be put on creating a true Single European Railway Area by removing all administrative burdens and protectionist national legislation until 2024.
2020/06/04
Committee: TRAN
Amendment 193 #

2020/0036(COD)

Proposal for a regulation
Recital 23 a (new)
(23 a) TEN-T infrastructures have a strategic role in achieving the climate neutrality within the Union. Thus, the completion of the core network by 2030 is of the outmost importance in order to allow the modal shift to more sustainable transport modes.
2020/06/04
Committee: TRAN
Amendment 197 #

2020/0036(COD)

Proposal for a regulation
Recital 23 b (new)
(23 b) Since transport is equally responsible for a good part of our European prosperity as well as our CO2 emissions, the European Commission should dramatically reinforce its effort, especially in terms of allocated financial resources and, where necessary, by dedicated legislation in order to ensure the construction of the TEN-T core network until 2030 and the realisation of the complementary network until 2040.
2020/06/04
Committee: TRAN
Amendment 211 #

2020/0036(COD)

Proposal for a regulation
Article 1 – paragraph 1
This Regulation establishes a framework for the irreversible and gradual reduction of greenhouse gas emissions and enhancement of removals by natural or other sinks in the Union.
2020/06/04
Committee: TRAN
Amendment 226 #

2020/0036(COD)

Proposal for a regulation
Article 2 – paragraph 1
1. Union-wide emissions and removals of greenhouse gases regulated in Union law shallould be balanced at the latest by 2050, thus reducing emissions to net zero by that date.
2020/06/04
Committee: TRAN
Amendment 247 #

2020/0036(COD)

Proposal for a regulation
Article 2 – paragraph 3
3. By September 2020, the Commission shall review the Union’s 2030 target for climate referred to in Article 2(11) of Regulation (EU) 2018/1999 in light of the climate-neutrality objective and in light of the unprecedented economic down-turn due to the Covid19 pandemic, set out in Article 2(1), and explore options for a new 2030 target of 50 to 55% emission reductions compared to 1990. Where. If the Commission considers that it is necessary to amend that target, it shall make proposals to the European Parliament and to the Council as appropriate.
2020/06/04
Committee: TRAN
Amendment 256 #

2020/0036(COD)

Proposal for a regulation
Article 2 – paragraph 3
3. By September 2020, tThe Commission shall review the Union’s 2030 target for climate referred to in Article 2(11) of Regulation (EU) 2018/1999 in light of the climate-neutrality objective set out in Article 2(1), and explore options for a new 2030 target of 50 to 55% emission reductions compared to 1990. Where the Commission considers that it is necessary to amend that target, it shall make proposals to the European Parliament and to the Council as appropriate.
2020/06/04
Committee: TRAN
Amendment 262 #

2020/0036(COD)

Proposal for a regulation
Article 2 – paragraph 4
4. By 30 June 2021, the Commission shall assess how the Union legislation implementing the Union’s 2030 target would need to be amended in order to enable the achievement of 50 to 55 % emission reductions compared to 1990 and to achieve the climate-neutrality- objective set out in Article 2(1), and consider taking the necessary measures, including the adoption of legislative proposals, in accordance with the TreatiesCovid 19 pandemic altered the European and global landscape in regards of the 2030 target.
2020/06/04
Committee: TRAN
Amendment 268 #

2020/0036(COD)

Proposal for a regulation
Article 2 – paragraph 4 a (new)
4 a. By 31 December 2025, and every five years thereafter, the Commission shall review and, if necessary, update the objectives referred to in this Article, by presenting the appropriate proposal to the European Parliament and Council, taking into account the following elements: a) the national intermediate reports for the implementation of the integrated national energy and climate plans referred to in Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the governance of the Energy Union and of the action for the climate that modifies the directives (CE) n. 663/2009 and (CE) n. 715/2009 of the European Parliament and of the Council, directives 94/22 / EC, 98/70 / EC, 2009/31 / EC, 2009/73 / EC,2010/31 / EU, 2012/27 / EU and 2013 / 30 / EU of the European Parliament and of the Council, the Council Directives 2009/119 / EC and (EU) 2015/652 and which repeals Regulation (EU) no. 525/2013 of the European Parliament and of the Council; b) the level of achievement of economic and social development objectives; c) the international context and its impact on the EU climate policy; d) technological innovation and best available technologies in the sectors concerned; e) eventual situations that qualify as force majeure and preparations for such situations;
2020/06/04
Committee: TRAN
Amendment 282 #

2020/0036(COD)

Proposal for a regulation
Article 3 – paragraph 1
1. The Commission is empowered to adopt delegated acts in accordance with Article 9 to supplAfter each global stocktake referred to in Article 14 of the Paris Agreement, this Regulation by setting out a trajectory at Union level to achieve the climate-neutrality objective set out in Article 2(1) until 2050. At the latest within six months after each global stocktake referred to in Article 14 of the Paris Agreement, the Commission shall review the trajectorye Commission shall review the trajectory. If the Commission considers that it is necessary to propose additional legislation, it shall make proposals to the European Parliament and to the Council as appropriate.
2020/06/04
Committee: TRAN
Amendment 288 #

2020/0036(COD)

Proposal for a regulation
Article 3 – paragraph 2
2. The proposed trajectory shall start from the Union’s 2030 target for climate referred to in Article 2(3).
2020/06/04
Committee: TRAN
Amendment 305 #

2020/0036(COD)

Proposal for a regulation
Article 3 – paragraph 3 – point c
(c) best available technologyies, their current market uptake and conditions for their further deployment;
2020/06/04
Committee: TRAN
Amendment 331 #

2020/0036(COD)

Proposal for a regulation
Article 3 – paragraph 3 – point i
(i) international developments and efforts undertaken by third countries to achieve the long-term objectives of the Paris Agreement and the ultimate objective of the United Nations Framework Convention on Climate Change;
2020/06/04
Committee: TRAN
Amendment 341 #

2020/0036(COD)

Proposal for a regulation
Article 3 – paragraph 3 – point j a (new)
(j a) the economic and social impact of Covid-19 pandemic;
2020/06/04
Committee: TRAN
Amendment 343 #

2020/0036(COD)

Proposal for a regulation
Article 3 – paragraph 3 – point j b (new)
(j b) potential social impact of future measures;
2020/06/04
Committee: TRAN
Amendment 344 #

2020/0036(COD)

Proposal for a regulation
Article 3 – paragraph 3 – point j c (new)
(j c) an inclusive cross-sectoral approach based on the indicators of the climate performance of specific sectors, such as transport and mobility;
2020/06/04
Committee: TRAN
Amendment 347 #

2020/0036(COD)

Proposal for a regulation
Article 4 – paragraph 1
1. The relevant Union institutions and the Member States shall ensure continuous progress in enhancing adaptive capacity, strengthening resiliencethe economic and social resilience of the Union and reducing vulnerability to climate change in accordance with Article 7 of the Paris Agreement.
2020/06/04
Committee: TRAN
Amendment 353 #

2020/0036(COD)

Proposal for a regulation
Article 4 – paragraph 2
2. Member States shall develop and implement adaptation strategies and plans that include comprehensive risk management frameworks, based on robust economic, social and climate and vulnerability baselines and progress assessments.
2020/06/04
Committee: TRAN
Amendment 362 #

2020/0036(COD)

Proposal for a regulation
Article 5 – paragraph 1 – subparagraph 1 – point b a (new)
(b a) the collective progress made on a global scale;
2020/06/04
Committee: TRAN
Amendment 366 #

2020/0036(COD)

Proposal for a regulation
Article 5 – paragraph 2 – point a a (new)
(a a) the adequacy of Union measures in light of the measures taken on an international level;
2020/06/04
Committee: TRAN
Amendment 400 #

2020/0036(COD)

Proposal for a regulation
Article 7 – paragraph 1 – point d
(d) best available scientific evidence, including the latest reports of the IPCC; and
2020/06/04
Committee: TRAN
Amendment 402 #

2020/0036(COD)

Proposal for a regulation
Article 8 – paragraph 1
The Commission shall engage with all parts of societynations worldwide in order to enable and empower them to take action towards a climate- neutral and climate-resilient society. The Commission shall facilitate an inclusive and accessible process at all levels, including at national, regional and local level and with social partners, citizens and civil society, for the exchange of best practice and to identify actions to contribute to the achievement of the objectives of this Regulation. In addition, the Commission may also draw on the multilevel climate and energy dialogues as set up by Member States in accordance with Article 11 of Regulation (EU) 2018/1999.
2020/06/04
Committee: TRAN
Amendment 412 #

2020/0036(COD)

Proposal for a regulation
Article 9
1. The power to adopt delegated acts referred to in Article 3(1) is conferred on the Commission subject to the conditions laid down in this Article. 2. The power to adopt delegated acts referred to in Article 3(1) shall be conferred on the Commission for an indeterminate period of time from …[OP: date of entry into force of this Regulation]. 3. The delegation of power referred to in Article 3(1) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force. 4. Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. 5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council. 6. A delegated act adopted pursuant to Article 3 shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and to the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.Article 9 deleted Exercise of the delegation
2020/06/04
Committee: TRAN
Amendment 109 #

2020/0035(COD)

Proposal for a decision
Article 2 – paragraph 1 – point a a (new)
(aa) strengthening efforts to construct the 9 core network corridors as the backbone of a modern European high- performance rail network by 2030.
2020/07/07
Committee: TRAN
Amendment 116 #

2020/0035(COD)

Proposal for a decision
Article 2 – paragraph 1 – point b a (new)
(ba) emphasis on the fact that rail should be thought of not only as an isolated solution for medium and long distances, but also - through the integration of public transport or other mobility providers - holistically as 'door- to-door transport' which is a basic requirement if it is genuinely to be able to compete with cars or lorries.
2020/07/07
Committee: TRAN
Amendment 124 #

2020/0035(COD)

Proposal for a decision
Article 2 – paragraph 1 – point c a (new)
(ca) strengthening efforts to establish a modern, competitive rail system in Europe, which combines efficiency improvements through increased automation and digitalisation, on the one hand, and modern lightweight construction with large numbers of units, on the other, in order to massively increase its competitiveness vis-à-vis road and air transport.
2020/07/07
Committee: TRAN
Amendment 125 #

2020/0035(COD)

Proposal for a decision
Article 2 – paragraph 1 – point c b (new)
(cb) strengthening rail as a mode of transport by providing open, transparent, real-time information about fares and timetables, so that rail passengers can make comparisons and access information about independent third- party providers as they have been able to do routinely in air travel for years.
2020/07/07
Committee: TRAN
Amendment 126 #

2020/0035(COD)

Proposal for a decision
Article 2 – paragraph 1 – point c c (new)
(cc) strengthening rail by dismantling bureaucratic hurdles, symbolically by changing the language requirements for train drivers in the European Year of Rail with the aim of establishing English as a universal language, as it already is in air travel, by 2022.
2020/07/07
Committee: TRAN
Amendment 127 #

2020/0035(COD)

Proposal for a decision
Article 2 – paragraph 1 – point c d (new)
(cd) strengthening rail by improving the cross-border cooperation of the infrastructure operators in order to be able to deploy widely seasonal, cross- border charter trains based on the model of air travel with the aim of promoting sustainable tourism based on the principle of competition.
2020/07/07
Committee: TRAN
Amendment 129 #

2020/0035(COD)

Proposal for a decision
Article 2 – paragraph 1 – point d a (new)
(da) strengthening the framework conditions in order to enable fair, transparent competition between all players. Transparent competition on the same terms is the basic prerequisite for increasing the attractiveness of this mode of transport in both the freight and passenger sectors while at the same time reducing costs for the public sector.
2020/07/07
Committee: TRAN
Amendment 142 #

2020/0035(COD)

Proposal for a decision
Article 2 – paragraph 1 a (new)
The bulk of the EU funds that will be used in the course of the reconstruction efforts after COVID-19 should be used to massively expand and improve the European rail infrastructure, both structurally and digitally - 5G, ERTMS - in order, in the short term, to create jobs by building infrastructure and to lay the foundations for an efficient and uniform European rail network.
2020/07/07
Committee: TRAN
Amendment 157 #

2020/0035(COD)

Proposal for a decision
Article 3 – paragraph 1 – point d a (new)
(da) identification of key projects and measures and promotion at different levels to help reach the objectives in the long term, such as a European joint effort to encourage investment in rail motorways, terminals and rolling stock as an optimised modal shift option that will contribute to the decarbonisation of freight transport and the development of smart and sustainable mobility;
2020/07/07
Committee: TRAN
Amendment 158 #

2020/0035(COD)

Proposal for a decision
Article 3 – paragraph 1 – point d a (new)
(da) carrying out a study to examine the various forms of state aid for railway companies in the wake of COVID-19, with the aim of identifying potential distortion of competition between the various market participants
2020/07/07
Committee: TRAN
Amendment 159 #

2020/0035(COD)

Proposal for a decision
Article 3 – paragraph 1 – point d b (new)
(db) carrying out a study involving all railway companies in the Union, which identifies the 10 biggest obstacles to free and transparent competition in the European Year of Rail and which will subsequently be addressed by the EC by the end of 2022.
2020/07/07
Committee: TRAN
Amendment 183 #

2020/0035(COD)

Proposal for a decision
Article 5 – paragraph 3 – subparagraph 1
The Commission shall convene regular meetings of representatives of all railway undertakings and infrastructure managers, stakeholders and representatives of organisations or bodies active in the field of rail transport, including existing transnational networks and relevant NGOs, as well as of youth organisations and communities, to assist it in implementing the European Year at Union level.
2020/07/07
Committee: TRAN
Amendment 91 #

2019/2213(BUD)

Draft opinion
Paragraph 14 – subparagraph 1 (new)
highlights that due to the implementation of the 4th Railway Package the Agencies role was heavily expanded; stresses that not all of the additional tasks are covered by fees and charges; strongly requests to allocate more staff to the agency in order to fast track and ensure the implementation of the Single Rules Database and the European Vehicle Database as well to ensure a proper monitoring of National Safety Authorities and Notified Bodies;
2020/02/27
Committee: TRAN
Amendment 11 #

2019/2191(INI)

Motion for a resolution
Recital E a (new)
E a. Whereas there is no legal obligation in place for Member States to adopt measures to ensure that railway undertakings plan the investments in ERTMS and the decision to invest in the retrofitting of the rolling stocks with OBUs lays on the sole initiative of the railway undertakings;
2021/03/29
Committee: TRAN
Amendment 15 #

2019/2191(INI)

Motion for a resolution
Recital E b (new)
E b. Whereas the backward compatibility of the ERTMS sub-systems on board units should be necessarily ensured in order to allow for a swift ERTMS deployment combined with the uptake of new command and control technologies such as satellite-driven operations (GNSS) and the automatic train operations (ATO) in the near future;
2021/03/29
Committee: TRAN
Amendment 23 #

2019/2191(INI)

Motion for a resolution
Paragraph 1 a (new)
1 a. Points out that harnessing the full potential of ERTMS unquestionably depends on the completion of the TEN-T core network; therefore calls on the EC to strengthen the role of the core network coordinators in the upcoming revision of the TEN-T regulation, including measures for an European management of the core network infrastructure;
2021/03/29
Committee: TRAN
Amendment 28 #

2019/2191(INI)

Motion for a resolution
Paragraph 2 – subparagraph 1 (new)
Stresses, that the full deployment of ERTMS is a crucial prerequisite for rail to be finally competitive with other modes of transport.
2021/03/29
Committee: TRAN
Amendment 40 #

2019/2191(INI)

Motion for a resolution
Paragraph 4 a (new)
4 a. Points out the necessity to materialize synergies between ERTMS and European GNSS as soon as possible in order to: - reduce costs of deployment; - ensure a quick deployment besides the core network: - enhance the competitiveness of ERTMS outside Europe;
2021/03/29
Committee: TRAN
Amendment 43 #

2019/2191(INI)

Motion for a resolution
Paragraph 5
5. Welcomes the new tasks entrusted to the Agency under the Fourth Railway Package, and recognises the prominent role of the Agency as a one stop shop which ensures consistency in the development of the interoperable ERTMS, that ERTMS deployment complies with the specifications in force, and that ERTMS- related European research and innovation programmes are coordinated with the development of ERTMS technical specifications. Furthermore calls for a greater involvement of the Agency in conformity-to-type procedures carried out when the sole national area of use of the retrofitted rolling stocks is involved;
2021/03/29
Committee: TRAN
Amendment 48 #

2019/2191(INI)

Motion for a resolution
Paragraph 6
6. BDeplores the recent downscale of the Agency yearly budget and believes that the Agency should be provided with the appropriate financial resources and powers to overcome the challenges of ERTMS deployment and functioning that still exist (harmonisation of operational rules and requirement, specification maintenance and change, conformity-to-type procedures and public procurement procedures etc.);
2021/03/29
Committee: TRAN
Amendment 51 #

2019/2191(INI)

Motion for a resolution
Paragraph 6 – subparagraph 1 (new)
Calls on ERA to closely coordinate, support and streamline R&D of space and rail stakeholders in order to include GNSS train location in ERTMS as early as possible;
2021/03/29
Committee: TRAN
Amendment 55 #

2019/2191(INI)

Motion for a resolution
Paragraph 7 a (new)
7 a. Believes, that the role of the ERTMS Coordinator needs to be significantly improved, both in ressources and implementing powers, in order to reach the deployment targets;
2021/03/29
Committee: TRAN
Amendment 57 #

2019/2191(INI)

Motion for a resolution
Paragraph 7 b (new)
7 b. Welcomes the opportunity which is provided by the upcoming revision of the TEN-T Regulation to strengthen the role of the ERMTS coordinator by making his consent obligatory for grants related to the CEF;
2021/03/29
Committee: TRAN
Amendment 58 #

2019/2191(INI)

Motion for a resolution
Paragraph 8
8. Underlines that an approach to ERTMS deployment coordinated between all Member States and led by the ERTMS Coordinator is the only way forward to overcome the current patchwork situation. Therefore, invites the Commission to consider the opportunity to define a framework for discussion and coordination among Member States on ERTMS deployment led by the ERTMS Coordinator, with the aim to foster the exchange of best practices, to encourage joint actions for the ERTMS deployment on cross border corridors, to improve conformity authorization procedures, and to raise the overall commitment of the Member States;
2021/03/29
Committee: TRAN
Amendment 59 #

2019/2191(INI)

Motion for a resolution
Paragraph 8
8. Underlines that an approach to ERTMS deployment coordinated between all Member States, establishing an active dialogue, in particular to conclude agreements on the cross-border sections, and led by the ERTMS Coordinator is the only way forward to overcome the current patchwork situation; More efforts need to be done by the railway infrastructure managers, acting in cooperation, to equip and put into operation ERTMS on cross- border sections simultaneously and in a technical consistent manner;
2021/03/29
Committee: TRAN
Amendment 65 #

2019/2191(INI)

Motion for a resolution
Paragraph 8 a (new)
8 a. Believes, that an efficient and quick deployment of ERTMS can only be achieved by setting binding targets, accompanied by generous grants, reinforced by equally high penalties for infrastructure mangers in case the deployment deadline is missed.
2021/03/29
Committee: TRAN
Amendment 72 #

2019/2191(INI)

Motion for a resolution
Paragraph 10
10. Regrets that compared with the targets set, at the end of 2020 only around 13 % of the core network corridors were operated with the ERTMS, and ERTMS deployment in most of the corridors ranged between 7 % and 28 %; believes that a corridor approach dialogue shall be strength to overcome the obstacles on the deployment of ERTMS, in particular among the corridors with the lowest rates of deployment such as the Atlantic corridor, in particular within the Iberian Peninsula;
2021/03/29
Committee: TRAN
Amendment 93 #

2019/2191(INI)

Motion for a resolution
Paragraph 14
14. Calls onUrges the Commission to come up with an overarching decommissioning strategy for Class B systems with regulatory deadlines to be set at EU level; believes that the effectiveness of this strategy depends on the involvement of all the actors concerned, including the railway undertakings and the suppliers, in order to give steady signals to the investments in the retrofit of the rolling stocks;
2021/03/29
Committee: TRAN
Amendment 106 #

2019/2191(INI)

Motion for a resolution
Paragraph 16
16. Points out that current national rules and the lack of harmonisation of operational requirements in ERTMS (such as engineering rules ) and on the entire railway network ( such as variable axle gauges, voltage, dimension of the wagons), which may differ along the network, affects interoperability, impeding seamless operation of the European rail network;
2021/03/29
Committee: TRAN
Amendment 117 #

2019/2191(INI)

Motion for a resolution
Paragraph 18 a (new)
18 a. Invites the Commission to take initiative to ensure that the conformity-to- type authorising procedures related to the retrofit of ERTMS sub-systems on board fleet for the national area of use are streamlined through swift control operations, and that the conformity processes involving the industrial suppliers and the conformity controls operated by the NSAs on the retrofitted rolling-stock for the sole national area of use do not discourage large-scale and ambitious deployment initiatives from the railway undertakings.
2021/03/29
Committee: TRAN
Amendment 137 #

2019/2191(INI)

Motion for a resolution
Paragraph 23
23. Recalls that EU financial support is available for ERTMS investments both trackside and on board, but it can only cover a limited amount of the overall cost of deployment, leaving most of the investment to individual infrastructure managers and railway undertakings; nevertheless, underlines that it is necessary to improve the financial instruments in place to incentivise large scale investments of the Railway Undertakings on ERTMS on board units ;
2021/03/29
Committee: TRAN
Amendment 139 #

2019/2191(INI)

Motion for a resolution
Paragraph 23 a (new)
23 a. Invites the Commission to consider the opportunity to carry out encompassing guidelines in support of a large-scale strategy for the funding of ERTMS on board units, defining a basket of possible measures that Member States and the European Union may undertake to scale- up the deployment of ERTMS on-board, while ensuring that adequate business case is provided to the undertakings, and taking in due consideration the role of the Network managers as a potential provider. The guidelines should include measures such as discount rates on the investment provided to the Undertakings, toll exemptions on fully ERTMS-used parts of the networks, public funding for the partial or total restoration of investments in line with an ad-hoc strategy for ERTMS in compliance with the State Aid framework;
2021/03/29
Committee: TRAN
Amendment 142 #

2019/2191(INI)

Motion for a resolution
Paragraph 23 a (new)
23 a. Calls on the Member States to grant a reduction of track access charges of 75% for at least 10 years for those railway undertakings, which succesfully equipped 100% of their locomotives with ERTMS baseline 3;
2021/03/29
Committee: TRAN
Amendment 150 #

2019/2191(INI)

Motion for a resolution
Paragraph 24
24. Recalls that EU funds are not sufficient to cover all the expected needs. and therefore calls on the Commission and Member States to cooperate closely and make planning, financial and political commitments to further improve the attractiveness of investing in the ERTMS, and to guarantee legal certainty for private investors;
2021/03/29
Committee: TRAN
Amendment 2 #

2019/2105(DEC)

Draft opinion
Paragraph 3 a (new)
3a. Stresses that points, or faulty points, alone account for 25-30% of all maintenance on the rail network and are responsible for a significant part of infrastructure costs; welcomes the Joint Undertaking’s efforts to increase the reliability of the system and reduce costs;
2019/12/17
Committee: TRAN
Amendment 3 #

2019/2105(DEC)

Draft opinion
Paragraph 3 b (new)
3b. Welcomes the Joint Undertaking’s objectives of halving the life-cycle costs of the rail system, doubling capacity and improving reliability and punctuality by 50%; calls for the Joint Undertaking to have the human and financial resources necessary to achieve these objectives at its full disposal;
2019/12/17
Committee: TRAN
Amendment 4 #

2019/2105(DEC)

Draft opinion
Paragraph 3 c (new)
3c. Stresses the need to increase the attractiveness of rail for transport operators and passengers in order to achieve a lasting shift from road to rail, and notes that the next five years will be critical for the success of rail and that the Joint Undertaking plays a key role in making rail cheaper, more efficient and more attractive;
2019/12/17
Committee: TRAN
Amendment 5 #

2019/2105(DEC)

Draft opinion
Paragraph 3 d (new)
3d. Welcomes the Joint Undertaking’s efforts to introduce Automatic Train Operation (ATO); warns that the road transport sector has made greater progress with automation;
2019/12/17
Committee: TRAN
Amendment 1 #

2019/2101(DEC)

Draft opinion
Paragraph 1 a (new)
1a. Emphasises that the objectives of the Joint Undertaking should be adjusted to progressive decarbonisation and that the necessary financial and human resources should be automatically provided for any adjustments made;
2019/12/13
Committee: TRAN
Amendment 3 #

2019/2101(DEC)

Draft opinion
Paragraph 3 a (new)
3a. Welcomes the major contribution made by the Joint Undertaking to increased efficiency in the aviation sector; emphasises the exemplary nature of the planned CO2 reductions due to technological progress;
2019/12/13
Committee: TRAN
Amendment 4 #

2019/2101(DEC)

Draft opinion
Paragraph 3 b (new)
3b. Points out that global use of the technologies created and promoted by the Joint Undertaking could eliminate the equivalent of total CO2 emissions by the Netherlands;
2019/12/13
Committee: TRAN
Amendment 5 #

2019/2101(DEC)

Draft opinion
Paragraph 3 c (new)
3c. Stresses that Clean Sky I technologies have reduced CO2 emissions per passenger by 19% on long-haul and 40% on medium-haul flights; calls for the Joint Undertaking to be given all necessary human and financial resources to build on this successful approach;
2019/12/13
Committee: TRAN
Amendment 1 #

2019/2100(DEC)

Draft opinion
Paragraph 3 a (new)
3a. Stresses that both the further development of European airspace in the SES2+ framework and the incorporation of drones require sufficient financial and human resources;
2019/12/16
Committee: TRAN
Amendment 4 #

2019/2100(DEC)

Draft opinion
Paragraph 4 a (new)
4a. Welcomes the substantial progress made in the development of U-Space and stresses that the safe incorporation of drones into European airspace is the basis for a rapidly growing modern sector;
2019/12/16
Committee: TRAN
Amendment 2 #

2019/2081(DEC)

Draft opinion
Paragraph 1 a (new)
1a. Notes that the objective set by the European Parliament, the Council and the Commission of establishing a single European railway market has not been achieved; calls on the Agency to focus its efforts and publications on this area;
2019/12/16
Committee: TRAN
Amendment 3 #

2019/2081(DEC)

Draft opinion
Paragraph 1 b (new)
1b. Notes that the aim of shifting traffic from road to rail can only be achieved if a competitive European railway area is established; calls on the Agency to draw up a set of measures designed to ensure that in future rail transport can be incorporated into modern logistics chains;
2019/12/16
Committee: TRAN
Amendment 4 #

2019/2081(DEC)

Draft opinion
Paragraph 1 c (new)
1c. Points out that the next five years will be crucial for the future of the rail sector and that the Agency must be provided with the funding and staff it needs to meet the coming challenges;
2019/12/16
Committee: TRAN
Amendment 10 #

2019/2081(DEC)

Draft opinion
Paragraph 7 – subparagraph 1 (new)
welcomes the fact that the Agency has made a start on the task of harmonising the more than 14 000 national rules governing rail transport;
2019/12/16
Committee: TRAN
Amendment 11 #

2019/2081(DEC)

Draft opinion
Paragraph 7 – point 1 (new)
(1) deplores the fact that, unlike in the aviation and road transport sectors, in the rail sector harmonisation is still a distant objective;
2019/12/16
Committee: TRAN
Amendment 12 #

2019/2081(DEC)

Draft opinion
Paragraph 7 – point 2 (new)
(2) calls on the Agency significantly to step up its efforts to establish a single European rail area;
2019/12/16
Committee: TRAN
Amendment 14 #

2019/2081(DEC)

Draft opinion
Paragraph 7 a (new)
7a. Notes that the Agency plays a key role in removing bureaucratic obstacles in the area of cross-border rail transport;
2019/12/16
Committee: TRAN
Amendment 15 #

2019/2081(DEC)

Draft opinion
Paragraph 7 b (new)
7b. Notes that, as regards both infrastructure and rolling stock, far too little progress has been made in introducing the equipment required for the European Railway Traffic Management System (ERTMS) in Europe, and calls on the Agency to propose measures to speed up that process;
2019/12/16
Committee: TRAN
Amendment 7 #

2019/2077(DEC)

Draft opinion
Paragraph 3 a (new)
3a. Welcomes the significant efforts made by the Agency to create a single European drone area;
2019/12/16
Committee: TRAN
Amendment 8 #

2019/2077(DEC)

Draft opinion
Paragraph 3 b (new)
3b. Is concerned that aviation is an attractive target for cyber attacks and that software errors may have serious consequences; calls on the Agency, together with the ECCSA, to further increase the digital resilience of European aviation;
2019/12/16
Committee: TRAN
Amendment 9 #

2019/2077(DEC)

Draft opinion
Paragraph 3 c (new)
3c. Is concerned that the forthcoming incorporation of RPAS will cause concern about safety among the public; calls on the Agency to take greater account of general safety concerns and the concerns of the authorities regarding prosecution of offenders;
2019/12/16
Committee: TRAN
Amendment 10 #

2019/2077(DEC)

Draft opinion
Paragraph 3 d (new)
3d. Calls on the Agency to ensure that Europe acquires, as quickly as is feasible without jeopardising safety, rules on the commercial sale of drones that are uniform and easy to comply with; is concerned that the Agency does not have sufficient financial and human resources for the new remit;
2019/12/16
Committee: TRAN
Amendment 3 #

2019/2076(DEC)

4a. Welcomes the fact that the Agency works together with the European Fisheries Control Agency and the European Border and Coast Guard Agency;
2019/12/13
Committee: TRAN
Amendment 4 #

2019/2076(DEC)

Draft opinion
Paragraph 4 b (new)
4b. Notes with satisfaction that the Agency is testing High Altitude Pseudo- Satellites (HAPS), and welcomes the fact that in this way the gap between satellites and drones is being filled;
2019/12/13
Committee: TRAN
Amendment 5 #

2019/2076(DEC)

Draft opinion
Paragraph 4 c (new)
4c. Welcomes the Agency's efforts to make operational services, analyses, specialist knowledge and the best possible technical support available in the context of Commission and Member State projects and to users in the maritime transport sector;
2019/12/13
Committee: TRAN
Amendment 6 #

2019/2076(DEC)

Draft opinion
Paragraph 4 d (new)
4d. Calls on the Agency to exploit to the full and if necessary adapt the operational possibilities offered by drones, HAPS and satellites; emphasises the multi-functional nature of the systems, covering the spectrum from rescue at sea to early detection and monitoring of maritime pollution and the vital efforts to combat illegal activities, such as drug trafficking, people smuggling and unlicensed fishing;
2019/12/13
Committee: TRAN
Amendment 9 #

2017/0123(COD)

Council position
Recital 22
(22) While the further liberalisation established by Article 4 of Council Directive 92/106/EEC9 , compared to cabotage under Regulation (EC) No 1072/2009, has been beneficial in promoting combined transport and should, in principle, be retained, it is necessary to ensure that it is not misused. Experience shows that, in certain parts of the Union, that provision has been used in a systematic manner to circumvent the temporary nature of cabotage and as the basis for the continuous presence of vehicles in a Member State other than that of the establishment of the undertaking. SWhile such unfair practices risk leading to social dumping and jeopardise respect of the legal framework relating to cabotage. It should therefore, they are to a large extend neutralised by the new posting of transport workers rules. Nevertheless, where misuse of Article 4 of 92/106/EEC can be proved by the Member State concerned, it should be possible for Member States to derogate from Article 4 of Directive 92/106/EEC and to apply the provisions relating to cabotage in Regulation (EC) No 1072/2009 in order to address such problems by introducing a proportionate limit to the continuous presence of vehicles within their territory. __________________ 9Council 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).
2020/05/13
Committee: TRAN
Amendment 27 #

2017/0123(COD)

Council position
Article 2 – paragraph 1 – point 5 – point b
Regulation (EC) No 1072/2009
Article 10 – paragraph 7
7. In addition to paragraphs 1 to 6 of this Article and by way of derogation from Article 4 of Directive 92/106/EEC, Member States may, where necessary to avoid misuse of the latter provision through the provision of unlimited and continuous services consisting in initial or final road legs within a host Member State that form part of combined transport operations between Member States, provide that Article 8 of this Regulation apply to hauliers when they carry out such initial and/or final road haulage legs within that Member State. With regard to such road haulage legs, Member States may provide for a longer period than the seven- day period provided for in Article 8(2) of this Regulation and may provide for a shorter period than the four-day period provided for in Article 8(2a) of this Regulation. The application of Article 8(4) of this Regulation to such transport operations shall be without prejudice to requirements following from Directive 92/106/EEC. Member States making use of the derogation provided for in this paragraph shall notify the Commission thereof before applying their relevant national measures and provide written justification that includes evidence of abuse committed based on Article 4 of 92/106/EEC, as well as contains quantified objectives wishing to be achieved. The justification shall be opened up to a public consultation with stakeholders for a period of 30 days prior to putting it into effect and continuously monitor the effects of the derogation. They shall review those measures at least every fivetwo years and shall notify the results of that review to the Commission. The derogation shall be suspended where the quantified objectives of the derogation have been met during two consecutive three-month periods. They shall make the rules, including the length of the respective periods, publically available in a transparent manner.;
2020/05/13
Committee: TRAN
Amendment 1 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 3
Directive 1999/62/EC
Article 7 – paragraph 10
10. From … [82 years after the date of entry into force of this amending Directive], Member States shall not apply user charges for heavy-duty vehicles on the core trans-European transport network.
2021/12/15
Committee: TRAN
Amendment 2 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 3
Directives 1999/62/EC
Article 7 – paragraph 12
12. Where Member States apply a common system for user charges in accordance with Article 8, those Member States shall adapt or discontinue the common system by … [102 years after the date of entry into force of this amending Directive].
2021/12/15
Committee: TRAN
Amendment 3 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 3
Directives 1999/62/EC
Article 7a – paragraph 3 – subparagraph 1
3. If user charges are applied in respect of passenger cars, the use of the infrastructure shall be made available at least for the following periods: a day, a week or 10 days or both, a month or two months or both, and a year. The two- monthly rate shall not exceed 320 % of the annual rate, the monthly rate shall not exceed 190 % of the annual rate, the 10-day rate shall not exceed 127 % of the annual rate, the weekly rate shall not exceed 115 % of the annual rate and the daily rate shall not exceed 91 % of the annual rate.
2021/12/15
Committee: TRAN
Amendment 4 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 3
Directives 1999/62/EC
Article 7a – paragraph 3 – subparagraph 2
Member States may limit the daily user charge for transit purposes only.deleted
2021/12/15
Committee: TRAN
Amendment 5 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 3
Directives 1999/62/EC
Article 7a – paragraph 3 – subparagraph 3
In respect of user charge schemes adopted before … [the date of entry into force of this amending Directive], Member States may maintain rates above the limits set out in the first subparagraph, provided that they were in force before that date, and may maintain corresponding higher rates for other periods of use, in compliance with the principle of equal treatment. However, they shall comply with the limits set out in the first subparagraph as well as with the second subparagraph as soon as substantially amended charging arrangements enter into force and, at the latest, by … [82 years after the date of entry into force of this amending Directive].
2021/12/15
Committee: TRAN
Amendment 6 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 4
Directives 1999/62/EC
Article 7aa – paragraph 1
1. Member States that applied tolls on their core trans-European transport network or on part of it, before … [the date of entry into force of this amending Directive], may establish a combined charging system for all heavy-duty vehicles or for some types of heavy-duty vehicles.deleted
2021/12/15
Committee: TRAN
Amendment 7 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 4
Directives 1999/62/EC
Article 7aa – paragraph 2
2. In that combined charging system, Member States may, notwithstanding Article 7(10), apply user charges for all heavy-duty vehicles or for some types of heavy-duty vehicles including for some weight categories of heavy-duty vehicles on the core trans-European transport network or parts of it, in accordance with Article 7(4).deleted
2021/12/15
Committee: TRAN
Amendment 8 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 4
Directives 1999/62/EC
Article 7aa – paragraph 3
3. The user charges referred to in paragraph 2 of this Article shall be varied in accordance with Article7ga and according to the Euro emission class. In addition, Member States shall set user charges, including administrative costs, for the heavy-duty vehicles concerned, at a level that does not exceed the maximum rates laid down in Annex II.deleted
2021/12/15
Committee: TRAN
Amendment 9 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 4
Directives 1999/62/EC
Article 7aa – paragraph 4
4. Member States establishing the combined charging scheme shall carry out an impact assessment or analysis explaining and justifying its introduction which shall be notified to the Commission at least six months before its introduction.;deleted
2021/12/15
Committee: TRAN
Amendment 10 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 5
Directives 1999/62/EC
Article 7b – paragraph 2
2. The costs taken into account shall relate to the network or the part of the network on which infrastructure charges for heavy-duty vehicles are levied and to the vehicles that are subject to those charges. Member States may choose to recover only a percentage of those costs.
2021/12/15
Committee: TRAN
Amendment 11 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 6
1999/62 EC
Article 7ca – paragraph 1
1. When levying an external-cost charge for air or noise pollution, Member States shall take into account the costs relating to the network or the part of the network on which that charge is levied and the vehicles that are subject to that charge. Revenues generated from external-cost charges, or the equivalent in financial value of those revenues, shall be used to address the problem of air or noise pollution.
2021/12/15
Committee: TRAN
Amendment 12 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 6
Directives 1999/62/EC
Article 7ca – paragraph 3
3. From … [4 years after the date of entry into force of this amending Directive], Member States shall apply an external-cost charge for traffic-based air and noise pollution to heavy-duty vehicles on the tolled network referred to in Article 7(1).
2021/12/15
Committee: TRAN
Amendment 13 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 6
Directives 1999/62/EC
Article 7ca – paragraph 4 – subparagraph 1
4. Member States may assess the possibility ofshall applying an external-cost charge for CO2 emissions and for air pollution or discounts, related to those emissions, where concession tolls are not varied in accordance with Articles 7g and 7ga for heavy-duty vehicles, and in accordance with Article 7gb for light-duty vehicles.
2021/12/15
Committee: TRAN
Amendment 14 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 6
Directives 1999/62/EC
Article 7ca – paragraph 4 – subparagraph 2
The result of that optional assessment, including a justification of the reason why the external-cost charge or discount is not applied, shall be notified to the Commission.deleted
2021/12/15
Committee: TRAN
Amendment 15 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 6
Directives 1999/62/EC
Article 7cb – paragraph 3
3. An external-cost charge for CO2 emissions may be combined with an infrastructure charge that has been varied in accordance with Article 7ga.deleted
2021/12/15
Committee: TRAN
Amendment 16 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 10
(b) the mark-up does not exceed 125 % of the weighted average infrastructure charge calculated in accordance with Article 7b(1) and Article 7e of this Directive, except where the revenue generated is invested in cross-border sections of a core network corridor identified in accordance with Chapter IV of Regulation (EU) No 1315/2013, in which case the mark-up may not exceed 25 % of that weighted average infrastructure charge, or, where two or more Member States apply a mark-up in the same corridor, in which case, upon agreement of all Member States which are part of that corridor and which neighbour the Member States in the territory of which the section of the corridor to which a mark-up is to be applied falls, that mark- up may exceed 25 % but may not exceed 50 % of that weighted average infrastructure charge;
2021/12/15
Committee: TRAN
Amendment 18 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 10
Directives 1999/62/EC
Article 7f – paragraph 2
2. In the case of a new cross-border project, a mark-up may only be added if all Member States involved in the project agree.deleted
2021/12/15
Committee: TRAN
Amendment 20 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 11
Directives 1999/62/EC
Article 7ga – paragraph 1 – subparagraph 1
1. Member States shall vary infrastructure charges and userexternal cost charges for heavy-duty vehicles in accordance with this Article.
2021/12/15
Committee: TRAN
Amendment 21 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 11
Directive 1999/62/EC
Article 7ga – paragraph 1 – subparagraph 2
Member States shall apply that variation to the sub-groups of heavy-duty vehicles covered by Article 2(1), points (a) to (d), of Regulation (EU) 2019/1242, at the latest two years after the publication of the reference CO2 emissions for those vehicle sub-groups in the implementing acts adopted in accordance with Article 11(1) of that Regulation. That variation according to sub-groups of heavy-duty vehicles shall be replaced until 2025 by a variation which is based on the common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the Union, in accordance with Article 10 (7) of Regulation (EU) 2019/631.
2021/12/15
Committee: TRAN
Amendment 22 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 11
Directives 1999/62/EC
Article 7ga – paragraph 1 – subparagraph 5
Without prejudice to the reduction of rates provided for in paragraph 3, Member States may provide for reduced rates of infrastructure or user charges, or exemptions to pay infrastructureexternal costs or user charges for zero emission vehicles of any vehicle group from … [the date of entry into force of this amending Directive] until 31 December 2025. From 1 January 2026, such reductions shall be limited to 75 % compared to the charge applicable to CO2 emission class 1, as defined in paragraph 2.
2021/12/15
Committee: TRAN
Amendment 23 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 11
Directives 1999/62/EC
Article 7ga – paragraph 3 – subparagraph 2
Where the infrastructure charge or the user charge is also varied according to the Euro emission class, the reductions referred to in the first subparagraph shall apply as compared to the charge applied to the strictest Euro emission standards.deleted
2021/12/15
Committee: TRAN
Amendment 24 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 11
11. The application of the variation of charges based on CO2 emissions referred to in this Article shall not be mandatorybe phased out at the same time as wheren another Union road transport fuel carbon-pricing measure appliesis entering into force.
2021/12/15
Committee: TRAN
Amendment 25 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 11
Directives 1999/62/EC
Article 7gb – paragraph 1 – subparagraph 2 – introductry part
Without prejudice to paragraph 2 of this Article, lower rates of tollexternal costs and user charges shall apply for passenger cars, minibuses and light commercial vehicles that meet both of the following conditions:
2021/12/15
Committee: TRAN
Amendment 26 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 11
Directives 1999/62/EC
Article 7gb – paragraph 2 – subparagraph 1
2. From 1 January 2026, where technically practicable, Member States shall vary the tollexternal costs and the annual rate of the user charges for vans and minibuses according to the environmental performance of the vehicle, in accordance with the rules set out in Annex VII. For that purpose, the provisions of the second subparagraph of paragraph 1 shall be indicative.
2021/12/15
Committee: TRAN
Amendment 27 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 11
Directives 1999/62/EC
Article 7gb – paragraph 2 – subparagraph 3
However, Member States may choose to apply reductions to zero-emission vehicles only, without applying any variation to other vehicles and without notifying the Commission.deleted
2021/12/15
Committee: TRAN
Amendment 28 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 11 Directives 1999/62/EC
3. Subject to the conditions set out in paragraphs 1 and 2, Member States mayshall take into account an improvement in the environmental performance of the vehicle which is linked to that vehicle's conversion to alternative fuels.
2021/12/15
Committee: TRAN
Amendment 29 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 13 – point b
Directives 1999/62/EC
Article 7i – paragraph 2a
2a. Member States may provide for discounts or reductions in the infrastructureof tolls or user charges for passenger cars for frequent users, in particular in areas in which settlement is dispersed and on the outskirts of cities. Reduction in revenues due to discount granted to frequent users shall not be imposed on less frequent users.;
2021/12/15
Committee: TRAN
Amendment 30 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 21
Directives 1999/62/EC
Article 11 – paragraph 1
1. By … [31 years after the entry into force of this amending directive], and every five1 years thereafter, Member States shall make public in aggregate form a report on tolls and user charges levied on their territory.
2021/12/15
Committee: TRAN
Amendment 31 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 21
Directives 1999/62/EC
Article 11 – paragraph 2 – subparagraph 1 – point b
(b) the variation of infrastructureexternal cost charges or user charges according to the category of vehicle and the type of heavy- duty vehicle;
2021/12/15
Committee: TRAN
Amendment 32 #

2017/0114(COD)

Council position
Article 1 – paragraph 1 – point 21
Directives 1999/62/EC
Article 11 – paragraph 2 – subparagraph 1 – point c
(c) the variation of infrastructureexternal cost charges or user charges according to the environmental performance of vehicles, pursuant to Article 7g, 7ga or 7gb;
2021/12/15
Committee: TRAN