1497 Amendments of Vera TAX
Amendment 29 #
2023/2636(RSP)
Citation 27 a (new)
— having regard to its resolution of 13 June 2023 on a European Day for the victims of the global climate crisis;
Amendment 54 #
2023/2636(RSP)
Recital B
B. whereas there has been inadequate collective progress towards achieving the long-term goals of the Paris Agreement since it was adopted in 2015, according to the UNEP emissions gap report 2022, the commitments made so far by the signatories to the Paris Agreement will not be sufficient to achieve its common goal and will result in global temperature rise of 2.8° C by the end of the century, indicating that the world is still dangerously off track to meet the objectives of the Paris Agreement;
Amendment 56 #
2023/2636(RSP)
Recital B a (new)
Ba. whereas people in the richest 1% of the global population are set to have per capita consumption emissions in 2030 that are still 30 times higher than the global per capita level, while the footprints of the poorest half of the world population are set to remain several times below that level1a; __________________ 1a Institute for European Environmental Policy (IEEP) and Oxfam, 'Carbon Inequality in 2030', November 2021 https://oxfamilibrary.openrepository.com/ bitstream/handle/10546/621305/bncarbon -inequality-2030-051121-en.pd
Amendment 57 #
2023/2636(RSP)
Recital B b (new)
Amendment 87 #
2023/2636(RSP)
Recital E a (new)
Ea. whereas methane is responsible for approximately a third of current warming; whereas the Intergovernmental Panel on Climate Change (IPCC) published in its Sixth Assessment Report the finding that deep reductions in anthropogenic methane emissions are needed by 2030 to stay below 1,5° C;
Amendment 126 #
2023/2636(RSP)
Paragraph 1 a (new)
1a. Expresses concern at the findings of the UNEP’s emissions gap report 2022, in particular that, despite more ambitious climate pledges, predicted emissions leave the world on a path to a 2.8° C temperature rise if national pledges are fully implemented in combination with other mitigation measures, far beyond the Paris Agreement goals of limiting global warming to well below 2° C and pursuing 1.5° C; stresses that only an urgent system-wide transformation can deliver the enormous cuts needed to limit greenhouse gas emissions by 2030;
Amendment 140 #
2023/2636(RSP)
Paragraph 3
3. Underlines that the first GST is a key process for enhancing the collective ambition of climate action and support because it offers a pivotal opportunity to correct course;
Amendment 142 #
2023/2636(RSP)
Paragraph 4 a (new)
4a. Welcomes the intention to present a global target for renewable energy at COP28 and believes that such target should be based on accurate and forward- looking analysis of infrastructure needs, land use, social and environmental constraints;
Amendment 148 #
2023/2636(RSP)
Paragraph 5
5. Urges all Parties to the UNFCCC to increase their NDCs on the basis of the assessment of the first GST in order to close the emissions gaps, and to close the implementation gaps by stepping up mitigation policy implementation to achieve the stated commitments;
Amendment 164 #
2023/2636(RSP)
Paragraph 6 a (new)
6a. Reiterates that adaptation action in the short, medium and long term, is an inevitable necessity for all Parties if they are to minimise the negative effects of the climate and biodiversity crises, stressing the particular vulnerabilities to climate change impacts of developing countries, especially the least developed countries and small island developing states;
Amendment 172 #
2023/2636(RSP)
Paragraph 6 b (new)
6b. Calls on the EU and the Member States to increase adaptation action through mandatory adaptation plans, climate vulnerability assessments and climate stress tests at local, regional, and national levels and through support for locally-led approaches and engagement with local authorities and local civil society in order to fully honour the adaptation goal of the Paris Agreement and to ensure that EU adaptation policies sufficiently protect communities and ecosystems in the EU from the damaging effects of climate change; calls for further progress on the EU Adaptation Strategy;
Amendment 179 #
2023/2636(RSP)
Paragraph 6 c (new)
6c. Calls for further progress on the EU Adaptation Strategy through mandatory adaptation plans, climate vulnerability assessments and climate stress tests at local, regional, and national levels and support for locally-led approaches;
Amendment 196 #
2023/2636(RSP)
Paragraph 7 a (new)
7a. Stresses the need for the Commission and the Member States to take on roles as bridge-builders between developed, developing and least developed countries, with the aim to step up the work of the High Ambition Coalition on both mitigation and adaptation finance and the operationalisation of the loss and damage finance facility; recognises that these are essential components of global climate justice;
Amendment 208 #
2023/2636(RSP)
Paragraph 8
8. Calls on the UNFCCC, all Parties and the authorities of the United Arab Emirates to ensure equitable access to COP 28 and full and unrestricted participation in COP28 for all citizens and civil society organisations; calls on the EU and its Member States to collaborate with the UNFCCC and all Parties to avoid future conflicts of interests in upcoming presidencies;
Amendment 221 #
2023/2636(RSP)
Paragraph 9
9. Calls for the UNFCCC and the Parties to ensure that the decision- making process to beis protected from interests that run counter to the goals of the Paris Agreement and to ensure that fossil fuel companies shall not exert any undue and improper influence over public officials and the UNFCCC public decision-making process that may compromise the goals of the Paris agreement;
Amendment 260 #
2023/2636(RSP)
Paragraph 11 a (new)
11a. Emphasises that all climate policies should be pursued in line with the principle of a just transition towards climate neutrality and in close cooperation with civil society and social partners; considers, therefore, that more transparency, stronger social partnerships and civil society engagement at local, regional, national and EU level are fundamental to achieving climate neutrality across all sectors of society in a fair, inclusive and socially sustainable manner;
Amendment 268 #
2023/2636(RSP)
Paragraph 11 b (new)
11b. Welcomes the scientific-based assessment of the European Scientific Advisory Board on Climate Change with regards to the EU 2040 greenhouse gas reduction target, relative to 1990; recalls that the assessment takes into account both feasibility and fairness; urges the European Commission to take this scientific recommendation into account when proposing the EU-wide 2040 climate target and the greenhouse gas budget for 2030-2050;
Amendment 304 #
2023/2636(RSP)
Paragraph 14
14. Notes that not all developed country Parties have fulfilled their part of the USD 100 billion climate finance goal; Calls for developed country Parties, including the EU and its Member States, to ensure that the USD 100 billion climate finance goal can be met and disbursed on average between 2020 and 2025, and to further detail the way forward for the new post-2025 climate finance goal;
Amendment 305 #
2023/2636(RSP)
Paragraph 15
15. Considers it essential to advance the Bridgetown Agenda and to make the international financial system fit for the 21st century; calls for major international financial institutions to swiftly adopt and develop green finance; highlights the role of the European Investment Bank (EIB) as the EU’s climate bank and its Climate Bank Roadmap and updated Energy Lending Policy and the additional efforts of the European Investment Fund (EIF) to spearhead climate investments; welcomes the fact that the European Central Bank has committed to integrating climate change considerations into its monetary policy framework; urges multilateral development banks, including the EIB, and development finance institutions, which typically provide financial support in the form of debt- generating instruments, to implement responsible lending and borrowing principles, and to align their portfolios with the Paris Agreement and gather and use high-quality climate risk, vulnerability and impacts data to guide the direction of investments towards 1.5° C aligned investments;
Amendment 323 #
2023/2636(RSP)
Paragraph 16 a (new)
16a. Highlights the importance of increasing grants-based finance, especially for adaptation, and that climate finance provided in the form of loans can exacerbate debt distress of developing countries; notes that 50% of the EU’s total climate finance in 2020 was provided in the form of grants and urges the EU and all Member States to increase grants based finance, particularly for adaptation and especially for least developed countries and small island developing states;
Amendment 334 #
2023/2636(RSP)
Paragraph 17 a (new)
17a. Stresses that direct fossil fuels subsidies in the EU still amount to some EUR 55-58 billion annually; calls on the Commission and all Member States to implement concrete policies, timelines and measures to phase out all direct and indirect fossil fuel subsidies as soon as possible, and by 2025 at the very latest; encourages other Parties to undertake similar measures and to work on developing a fossil fuel non-proliferation treaty;
Amendment 339 #
2023/2636(RSP)
Paragraph 17 b (new)
17b. Welcomes the work of the Coalition of Finance Ministers for Climate Action and encourages all Parties to adopt the coalition’s commitments to align all policies and practices in the remit of finance ministries with the goals of the Paris Agreement and to adopt effective carbon pricing policies, as laid down in the Helsinki Principles;
Amendment 348 #
2023/2636(RSP)
Paragraph 18
18. Recalls that currently 80% of habitats in the EU are in a bad state; Emphasises the importance of protecting, conserving and restoring biodiversity, ecosystems, soils and oceans to achieve the objectives of the Paris Agreement; stresses in this regard the need for an EU agreement on the Nature Restoration Law;
Amendment 358 #
2023/2636(RSP)
Paragraph 18 a (new)
18a. Believes that nature-based solutions (NBSs) and ecosystem-based approaches are key tools supporting climate change mitigation and adaptation as well as protecting and restoring forests, reducing emissions, for disaster-risk reduction and protecting biodiversity;
Amendment 366 #
2023/2636(RSP)
Paragraph 19
19. Stresses the need to protect indigenous rights and environmental defenders by ensuring effective and robust regulatory protection of the environment, labour rights, land rights, indigenous peoples’ rights, livelihoods and cultures, including to free, prior and informed consent; calls on the Parties to ensure that commitments made at COP28 to implement the Paris Agreement align with existing international human rights obligations and standards applicable to business operations;
Amendment 372 #
2023/2636(RSP)
Paragraph 20
20. Stresses the importance of effectively and swiftly implementing the Kunming- Montreal Global Biodiversity Framework, which was adopted during the 15th meeting of the Conference of the Parties to the UN Convention on Biological Diversity;
Amendment 375 #
2023/2636(RSP)
Paragraph 20 a (new)
20a. Stresses that climate mechanisms depend on the health of the ocean and marine ecosystems currently affected by global warming, pollution, overexploitation of marine biodiversity, acidification, deoxygenation and coastal erosion; stresses that the IPCC recalls that the ocean is part of the solution to mitigate and adapt to the effects of climate change;
Amendment 382 #
2023/2636(RSP)
Paragraph 21
21. Recalls the current state of our oceans; Stresses the important role oceans play in absorbing carbon dioxide; Calls on the Parties to continue work on the Ocean and Climate Change Dialogue;
Amendment 393 #
2023/2636(RSP)
Paragraph 22
22. Calls for a quantified, science- based assessment of the progress made since the adoption of the Global Methane Pledge at COP26, the Pledge’s participants having agreed to voluntarily contribute to a collective effort to reduce global methane emissions by at least 30 % percent from 2020 levels by 2030; calls on all Parties to join the Global Methane Pledge and to increase efforts to reach the reduction of methane by at least 30% from 2020 levels by 2030;
Amendment 396 #
2023/2636(RSP)
Paragraph 22 a (new)
22a. Stresses that all sectors must contribute to the reduction of emissions, including the defence sector; underlines the need for the defence sector to contribute to the Union's climate neutrality objectives while maintaining operational effectiveness; calls in this respect on Member States to introduce disaggregated mandatory reporting of emissions by the defence sector to the UNFCCC;
Amendment 404 #
2023/2636(RSP)
Paragraph 23
23. Highlights that the transport sector is the only sector in which emissions have risen at EU level since 1990 and that this is not compatible with the EU’s climate goals, which require greater and faster reductions in emissions from all sectors of society, including the aviation and maritime sectors; Welcomes in this regard the inclusion of maritime and aviation emissions in the EU emissions trading system, which will foster greater ambition at international level, including in the International Maritime Organization and the International Civil Aviation Organization;
Amendment 406 #
2023/2636(RSP)
Paragraph 23 a (new)
23a. Notes that there is a growing scientific and political interest in Solar Radiation Modification (SRM) as a proposed set of climate engineering approaches to artificially reflect sunlight and cool the planet, such as stratospheric aerosol injection (SAI); stresses that SRM does nothing to address the root cause of climate change, provides no scientific certainty on the effect and endangers climactic and geopolitical stability, potentially in a catastrophic fashion; recalls that a UN resolution on global governance has been blocked; calls on the Commission to take action on SRM by initiating a non-use agreement to stop its deployment, restrict its development, and object to future institutionalisation of SRM in international institutions, in consistency with the precautionary principle and in the absence of evidence of its safety and a full global consensus on its acceptability.
Amendment 419 #
2023/2636(RSP)
Paragraph 23 b (new)
23b. Notes that only sustained and ambitious greenhouse gas emission reductions will help Parties to reach the objectives of the Paris Agreement; Stresses that carbon capture and storage (CCS) technologies should only be considered for unabated residual emissions and not as alternatives to mitigation policies;
Amendment 424 #
2023/2636(RSP)
Paragraph 23 c (new)
23c. Recalls that 23 % of global GHG emissions and approximately 10 % of EU GHG emissions originate from agriculture, and acknowledges the significant potential for GHG emissions reduction in the agricultural sector; stresses that a transition towards regenerative agriculture, shorter supply chains and healthier, more balanced and sustainable diets, including through increased consumption of sustainably produced plants and plant-based foods, would contribute significantly to reducing agricultural emissions while releasing pressure on land and helping restore ecosystems;
Amendment 429 #
2023/2636(RSP)
Paragraph 23 d (new)
23d. Welcomes the new law introduced in France to ban short-haul flights for journeys which can be taken in under 2.5 hours by train; Encourages all Parties to introduce such ban on short-haul flights;
Amendment 431 #
2023/2636(RSP)
Paragraph 23 e (new)
23e. Stresses that private jets are up to 14 times more polluting than commercial planes per passenger; Encourages all Parties to take measures, in the form of taxation or other policies, to discourage the use of private jets;
Amendment 444 #
2023/2636(RSP)
Paragraph 24 a (new)
24a. Calls for the EU to mainstream gender into all climate and environmental policy-making, and urges the Commission and Member States to increase the coherence between support for gender and climate through external action instruments and through the EIB, including through enhancing participation of women and women’s organisations in governance and decision-making, their access to finance, and to programmes which support the role of women in climate governance, and particular sectors such as agriculture and forestry, with a specific focus on indigenous women;
Amendment 447 #
2023/2636(RSP)
Paragraph 24 b (new)
Amendment 7 #
2023/2068(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
Aa. A. Whereas equality between women and men is a core value of the Union enshrined in Article 2 of the Treaty on European Union (TEU); whereas Article 8 of the Treaty on the Functioning of the European Union (TFEU) requires the Union, in all its activities, to aim to eliminate inequalities, and to promote gender equality; whereas ending the spread of hate and gender based violence is a prerequisite to achieving real gender equality;
Amendment 17 #
2023/2068(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
Ba. Whereas hate speech often starts as an act of bias, which can then lead to motivated violence; whereas gender based hate speech and hate crime have enormous consequences on individual women, such as physical harm, sometimes resulting in severe injury or death and psychological harm, including stress, anxiousness and depression; whereas gender based hate speech and hate crime also have enormous consequences on the society as a whole;
Amendment 21 #
2023/2068(INI)
Draft opinion
Recital B b (new)
Recital B b (new)
Bb. Whereas femicide is the most severe manifestation of gender-based violence; whereas in 2020, the estimation is that 2600 women were killed by intimate partners or other family members in Europe; whereas the number of victims is estimated to be much higher, as there is lack a lack of comparative data and harmonised legal definition of the crime;
Amendment 31 #
2023/2068(INI)
Draft opinion
Recital C
Recital C
C. wWhereas anti-gender movementorganisations are internationally connected and spread rhetoric against anyone who does not fall under the norms of the heteronormative, patriarchal societymovements that spread messages and fear for all that is not within the heteronormative, masculine, patriarchal society; whereas these movements create an ‘anti-gender’ ideology and discourse that fuels gender- based hate crime and hate speech against women and LGBTIQ+ persons; whereas these movements have a cross-border dimension, online as well as offline;
Amendment 36 #
2023/2068(INI)
Draft opinion
Recital D
Recital D
Amendment 41 #
2023/2068(INI)
Draft opinion
Recital D a (new)
Recital D a (new)
Da. Whereas in striving for a society free of hate speech and hate crimes, it is of outmost importance to tackle the root causes of this phenomenon; whereas education, including comprehensice sexuality and relationships education, awareness raising campaigns and trainings for professionals can have a big added value in this matter;
Amendment 50 #
2023/2068(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls upon the Commission to propose a clear definition of hate crime and hate speech, includeing an explicit definition of gender-based hate speech and hate crimes when legislation is proposed; Calls upon the Commission to include in the proposal offline and online gender- based hate speech and hate crime;
Amendment 78 #
2023/2068(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Urges Member States and Commission to develop, together with the European Parliament, effective prevention strategies; including a resilient campaign countering hate speech, disinformation and fake news; calls upon Member States to develop specific educational programmes, including comprehensive sexuality and relationships education curricula, that focuses on creating awareness for gender biases, stereotypes and consequently expected roles in society that can lead gender based hate speech and hate crime;
Amendment 83 #
2023/2068(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Emphasizes the importance of trainings for professionals in order to ensure that they are aware of the possible gender aspect of hate speech and hate crime, especially when they play an important role in society, such as teachers and law enforcement authorities. Calls upon employers as well as governments to facilitate these kind of trainings.
Amendment 10 #
2023/2059(INI)
Motion for a resolution
Citation 4 a (new)
Citation 4 a (new)
– having regard to the Joint Communication to the European Parliament, the European Council and the Council on “European Economic Security Strategy” of 20 June 2023 (JOIN(2023) 20 final)
Amendment 16 #
2023/2059(INI)
Motion for a resolution
Citation 12 a (new)
Citation 12 a (new)
– having regard to Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market
Amendment 17 #
2023/2059(INI)
Motion for a resolution
Citation 12 b (new)
Citation 12 b (new)
– having regard to the Commission Regulation (EC) No 906/2009 of 28 September 2009 on the application of Article 81(3) of the Treaty to certain categories of agreements, decisions and concerted practices between liner shipping companies (consortia),
Amendment 25 #
2023/2059(INI)
Motion for a resolution
Recital A
Recital A
A. whereas our ports are the European Union’s gateways to the world, the backbone of the EU economy and competitiveness, and an entry into the Blue Economy, and as such play a crucial role in our economy, providing wealth and jobs, both by facilitating external trade and in the energy transitionvestment, and connecting to the hinterland;
Amendment 30 #
2023/2059(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas ports are crucial energy hubs that are vital for the supply, production, provision and storage of energy and are therefore crucial assets in the EU’s quest to become strategically autonomous and more resilient;
Amendment 34 #
2023/2059(INI)
Motion for a resolution
Recital A b (new)
Recital A b (new)
Ab. whereas ports have played an indispensable role in EU crisis management, by ensuring the continuance of supply chains and setting up of alternative routes;
Amendment 35 #
2023/2059(INI)
Motion for a resolution
Recital A c (new)
Recital A c (new)
Ac. whereas ports have taken on renewed importance from a military and defence point of view;
Amendment 39 #
2023/2059(INI)
Motion for a resolution
Recital B
Recital B
B. whereas ports carry out a vital public service, are making the transition towards carbon neutrality, strengthen the EU’s objective to make supply chains more resilient, and are enablers in the just transition, and should hence be valued as such;
Amendment 44 #
2023/2059(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas ports are essential for the decarbonization of waterborne transport, in accordance with the objectives of the European Green Deal and related legislation;
Amendment 45 #
2023/2059(INI)
Motion for a resolution
Recital B b (new)
Recital B b (new)
Amendment 46 #
2023/2059(INI)
Motion for a resolution
Recital B c (new)
Recital B c (new)
Bc. whereas ports are part of a wider waterborne eco-system comprising a wide range of activities, including shipping, shipbuilding, maritime equipment manufacturing, inland navigation, and logistics;
Amendment 49 #
2023/2059(INI)
Motion for a resolution
Recital C
Recital C
C. whereas, while competition between ports is beneficial, a race to the bottom between them at the cost of security or, increased foreign control via investmenpolitical influence or foreign control by non-EU entities, or societal and or environmental costs should be avoided;
Amendment 74 #
2023/2059(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Recalls that the maritime and port sector are characterized by different governance structures, and have different means to allow investments, ranging from licensing and concession schemes, over the granting of ownership of port infrastructure, to full operational power over port authorities;
Amendment 75 #
2023/2059(INI)
Motion for a resolution
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Considers that port concessions and lease contracts, whereby the port managing body sets conditions under which a terminal should be operated (e.g. on operational, social, environmental, or security grounds) are an important tool for the port managing bodies to safeguard control and intervene in case of breaches of contract;
Amendment 76 #
2023/2059(INI)
Motion for a resolution
Paragraph 1 c (new)
Paragraph 1 c (new)
1c. Cautions against the increasing Chinese presence in port infrastructure (mostly terminals), both in seaports and inland ports, as well as hinterland operations;
Amendment 77 #
2023/2059(INI)
Motion for a resolution
Paragraph 1 d (new)
Paragraph 1 d (new)
1d. Warns that against the background of the Chinese military-civil fusion policy, the potential use of Chinese vessels and (partly) owned port infrastructure for other than economic purposes may lead to risks related to economic dependence, logistic support to the Chinese navy or espionage;
Amendment 87 #
2023/2059(INI)
2a. Asks the Commission to further research the specific impact on local and EU economic indicators (such as employment and trade) from non-EU investments in European ports to accurately understand implications of decreasing non-EU influence;
Amendment 112 #
2023/2059(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Underlines the importance of information sharing about threats and opportunities, and increasing EU cooperation in screening and blocking inbound investments in critical infrastructures, where major negative impacts on other Member States or the whole EU cannot be excluded, in a spirit of finding a balance between keeping an open investment environment, and mitigating potential risks ;
Amendment 116 #
2023/2059(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls on the Commission to reform the EU Foreign Direct Investment (FDI) Screening Mechanism in the following ways: make domestic screening mechanisms mandatory; include more stringent due-diligence standards; ensure that screening processes are clear, objective, and that definitions, scope and procedural aspects are coherent across Member States; ensure that screening procedures take place within a reasonable timeframe and respect confidentiality; make opinions by the European Commission binding under certain conditions;
Amendment 139 #
2023/2059(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Suggests that all Member States introduce laws to retake control of ports, terminals and other maritime infrastructure and develop contingency plans for a major conflict scenario; highlights repeated warnings by intelligence agencies against the risks of economic dependence, espionage and sabotage caused by the economic presence of entities from non-EU countries in our critical infrastructure and strategic sectors, such as portsdevelop contingency plans for a major conflict scenario; calls on the European Commission in coordination with the Member States, to design a rapid mechanism of response, in case of detection of dual use, or misuse, of the infrastructures in the EU, which are under property, participation or concession to non-EU state-backed entities, that could lead to the cancellation of the rights of concession, and/or the suspension of the capacity of domain in the cases or property and participation;
Amendment 153 #
2023/2059(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Calls upon the European Commission and Member States to identify strategic fleets for Europe’s defence and security, trade, energy and food supply and the Blue Economy;
Amendment 154 #
2023/2059(INI)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
11b. Warns that with accelerated digitalization comes an increased risk of cyber-attacks, with significant knock-on effects for society; asks the Commission to further research and collect data on the coverage and risks of non-EU companies’ involvement in cyber and data security in critical infrastructure;
Amendment 159 #
2023/2059(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Asks the Commission to support cyber resilience, by urging ports to increase their monitoring capacity and support the development of comprehensive contingency plans; stresses that the Commission should support this development by sharing guidelines, providing training and adequate financial means, as well as providing access to data and intelligence;
Amendment 163 #
2023/2059(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Asks the Commission to support and facilitate the sharing of best practices on digital innovation and cybersecurity among ports and member states;
Amendment 164 #
2023/2059(INI)
Motion for a resolution
Paragraph 13 b (new)
Paragraph 13 b (new)
13b. Stresses the importance of cooperation between ports, and with European, national, regional and international institutions to gain information on threat vectors or intelligence indicators, ensuring a more coordinated support towards threat analysis so ports can optimize their resilience and contingency planning;
Amendment 173 #
2023/2059(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Underlines that EU ports are key entry points for illicit drugs and calls on the Commission to present measures for effective European cooperation to combat drug trafficking, extraction and criminal subversion; welcomes in this respect the Commission’s intent to combat drug trafficking with an EU coordinated approach; further highlights the need to combat all kinds of transnational organized crime;
Amendment 183 #
Amendment 198 #
2023/2059(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
Amendment 207 #
2023/2059(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Reiterates the importance of the targets of climate neutrality as set in the new growth strategy of the EU (Green Deal), including for the maritime and ports sector;
Amendment 208 #
2023/2059(INI)
Motion for a resolution
Paragraph 17 b (new)
Paragraph 17 b (new)
17b. Highlights the crucial role that ports can play as enablers of the green transition, where industrial policy and climate policies can go hand in hand; asks the Commission to raise awareness around existing best practices and case studies in leading EU ports and to enhance cooperation between ports in the Union and between Member States to share such best practises;
Amendment 209 #
2023/2059(INI)
Motion for a resolution
Paragraph 17 c (new)
Paragraph 17 c (new)
17c. Asks the Commission to carry out an in-depth analysis (including a societal and environmental cost-benefit analysis) on a potential ship capacity maximum to call in EU ports (harmonised across all EU ports), striking a balance between ports’ competitiveness, societal return, labour conditions in ports, and climate gains;
Amendment 210 #
2023/2059(INI)
Motion for a resolution
Paragraph 17 d (new)
Paragraph 17 d (new)
17d. Asks the Commission to prioritize ports in its Circular Economy strategy and assist Member States and local Port Authorities by providing guidance on implementing projects related to circularity;
Amendment 211 #
2023/2059(INI)
Motion for a resolution
Paragraph 17 e (new)
Paragraph 17 e (new)
17e. Highlights that ports are air pollution hotspots, especially during peak congestion; stresses the need for increased monitoring and prevention measures for air pollution from ships; asks the Commission to take steps towards pollution free port areas;
Amendment 212 #
2023/2059(INI)
Motion for a resolution
Paragraph 17 f (new)
Paragraph 17 f (new)
17f. Stresses that collaboration and forming strong cooperative networks beyond the ports’ territories will be key in making the green transition a success;
Amendment 213 #
2023/2059(INI)
Motion for a resolution
Paragraph 17 g (new)
Paragraph 17 g (new)
17g. Asks the Commission to deliver on its Modal Shift ambition as put forward in the Green Deal and tackle the remaining challenges on inland waterways and, especially, rail freight to boost its uptake in ports and their connectivity to the hinterland;
Amendment 215 #
2023/2059(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Underlines that an energythe just transition in ports will not be possible without a skilled workforce; urges the Commission to provide future-proof training, education and life-long learning opportunities to put port workers in the center of the digital and green transition, and to make the industry more attractive to women;
Amendment 221 #
2023/2059(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Reiterates the important societal role of ports in providing many direct and indirect jobs and stresses the need to safeguard fair and safe working conditions for all port and maritime workers;
Amendment 224 #
2023/2059(INI)
Motion for a resolution
Paragraph 18 b (new)
Paragraph 18 b (new)
18b. Highlights that crisis episodes have shown that seafarers, crew members, fishers and port workers are essential ‘front line’ workers and their wellbeing is vital to keep the world moving;
Amendment 225 #
2023/2059(INI)
Motion for a resolution
Paragraph 18 c (new)
Paragraph 18 c (new)
18c. Asks for data on (direct and indirect) employment across all EU ports to be included and made publicly accessible in the Eurostat database; underlines the importance of data on maritime accidents to be recorded and made transparent;
Amendment 226 #
2023/2059(INI)
Motion for a resolution
Paragraph 18 d (new)
Paragraph 18 d (new)
18d. Asks the Commission to address social dumping in the maritime sector, especially related to third-nationals on board of ships docking into EU ports and to increase the number of social inspections as well as to improve monitoring;
Amendment 227 #
2023/2059(INI)
Motion for a resolution
Paragraph 18 e (new)
Paragraph 18 e (new)
18e. Reiterates the importance of social dialogue, in which all stakeholders involved in the maritime supply chain should take part, to ensure that the digital and green transitions do not happen on the shoulders of workers;
Amendment 228 #
2023/2059(INI)
Motion for a resolution
Paragraph 18 f (new)
Paragraph 18 f (new)
18f. Highlights the importance of strong port worker statutes, to ensure jobs are safe and well-regulated across EU ports;
Amendment 237 #
2023/2059(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Underlines the importance of a healthy, competitive and diversified maritime and logistics environment for ports; points however to the increasing market power of a small amount of stakeholders, in particular shipping lines, as a result of market consolidation and vertical integration, that risks to affect the fair power balance and level playing field between the different actors in the port ecosystem, with significant social, environmental implications and financial costs for society; asks the Commission to no longer extend the Consortia Block Exemption Regulation;
Amendment 242 #
2023/2059(INI)
Motion for a resolution
Paragraph 19 b (new)
Paragraph 19 b (new)
19b. Emphasizes the importance of effective and timely dialogue between ports and other logistics stakeholders (including shipping lines) in order to ensure well-functioning supply chains, avoid stranded assets, and to increase transparency about mutual needs;
Amendment 243 #
2023/2059(INI)
Motion for a resolution
Paragraph 19 c (new)
Paragraph 19 c (new)
19c. Highlights that ports play a crucial role in a well-functioning Customs Union, which is fundamental to the EU’s competitiveness, security, sustainability and resilience;
Amendment 255 #
2023/2059(INI)
21. Recalls that ports are not stand- alone assets as they have their place in a vast the waterborne ecosystem of maritime logistics and supply chains driven by demand from European importers and exporters;
Amendment 259 #
2023/2059(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Is concerned about EU shipping companies facing restrictive maritime cabotage law in third countries, including China, which de facto forbids them from carrying out cabotage operations between Chinese ports,these third country ports; highlights that while cabotage operations constitute a core element of the business model of Chinese shipping companies in and between certain EU ports; calls on the Commission to explore the possibility of introducamending anthe EU maritime cabotage law so that could apply to non-EU shipperabotage operations between EU ports are reserved to EU shipping companies;
Amendment 262 #
2023/2059(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Underlines the importance of the EU Global Gateway initiative as a strategic global alternative to the Chinese Belt and Road Initiative; emphasizes the potential of Global Gateway projects in the maritime industry (e.g. port infrastructure, hinterland road and rail connection, green hydrogen) to create a network of ports that facilitate trade and investment, and leads to mutually beneficial partnerships;
Amendment 267 #
2023/2059(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Stresses the urgent need for improving the strength and capacity of hinterland connections in a sustainable way with particular links to inland waterways and rail connection, particularly those that are part of TEN-T;
Amendment 274 #
2023/2059(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Underlines the importance of maritime manufacturing and equipment in the EU as a foundation for maintaining a thriving maritime logistical sectorwaterborne sector, for Europe’s resilience and strategic autonomy, for promoting innovation, and for strengthening the EU's ambitions to lead the twin green and digital transitions;
Amendment 276 #
2023/2059(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
25a. Asks the Commission to assess and lay down clear and operational classifications and definitions on maritime equipment and monitor patterns and changes in terms of market shares;
Amendment 277 #
2023/2059(INI)
Motion for a resolution
Paragraph 25 b (new)
Paragraph 25 b (new)
25b. Calls on the Commission to research and assess the impact of Europe’s dependence on foreign shipbuilding and maritime equipment manufacturing (especially equipment necessary for port infrastructure) and take adequate measures to enhance the competitiveness and resilience of Europe’s shipyards and their entire supply chains;
Amendment 278 #
2023/2059(INI)
Motion for a resolution
Paragraph 25 c (new)
Paragraph 25 c (new)
25c. Calls upon the European Commission to ensure a level playing field and that Europe’s competitiveness in the waterborne ecosystem, including EU ports, is not undermined by distortive foreign subsidies; asks the Commission to identify possible legal gaps on Regulation (EU) 2022/2560 on competitive distortions from foreign subsidies and take legislative initiatives to solve these gaps;
Amendment 281 #
2023/2059(INI)
Motion for a resolution
Paragraph 26 a (new)
Paragraph 26 a (new)
26a. Highlights the strong acceleration in the digitalization in many EU ports in recent years; believes this can be an enabler for Europe's competitiveness, energy transition and sustainability, innovation capacity, and fight against organized crime;
Amendment 285 #
2023/2059(INI)
Motion for a resolution
Paragraph 26 b (new)
Paragraph 26 b (new)
26b. Underlines the importance of the creation of an enabling regulatory framework that ensures ports can be a front-runner in technological innovation; emphasizes that ports are critical infrastructure and that technological legislation should take this distinct nature into account and provide for a harmonised approach towards the use of innovative technologies;
Amendment 286 #
2023/2059(INI)
Motion for a resolution
Paragraph 26 c (new)
Paragraph 26 c (new)
26c. Encourages the European Commission to support and facilitate the roll-out of digital innovations, such as drones, AI, smart shipping, etc., in the context of a port environment by allowing and encouraging for testbed environments;
Amendment 288 #
2023/2059(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
27. Calls on the Commission to present a comprehensive port strategy addressing the aforementioned issues, to recognize the strategic nature of ports as critical infrastructure and to anchor this in a holistic strategy that brings together a harmonized European view and vision;
Amendment 291 #
2023/2059(INI)
Motion for a resolution
Paragraph 27 a (new)
Paragraph 27 a (new)
27a. Asks the Commission to approach ports from a multi-disciplinary perspective, and as part of a waterborne ecosystem, and to come forward with such a holistic framework and strategy by the end of 2024;
Amendment 292 #
2023/2059(INI)
Motion for a resolution
Paragraph 27 b (new)
Paragraph 27 b (new)
27b. Asks the Commission to raise awareness among and support Ports and relevant Member States authorities related to the implementation of existing and new European initiatives and legislation;
Amendment 293 #
2023/2059(INI)
Motion for a resolution
Paragraph 27 c (new)
Paragraph 27 c (new)
27c. Asks the Commission to take ownership in accelerating the green and digital transition, also by increasing its capacity in people and means to enhance dialogue and commitment with ports and relevant Member State authorities;
Amendment 294 #
2023/2059(INI)
Motion for a resolution
Paragraph 27 d (new)
Paragraph 27 d (new)
27d. Emphasizes that adequate funding and financing instruments will need to be allocated to ports to remain competitive, play an enabling role in the green transition, and contain risks of foreign influence; asks the Commission to increase the percentage funding designated to ports under the Connecting Europe Facility and Innovation Europe funding schemes;
Amendment 263 #
2023/0265(COD)
Proposal for a directive
Article 3 a (new)
Article 3 a (new)
Article 3a The Commission shall review the maximum width in EU law for light duty vehicles and bring forward legislative proposals that apply to new registrations from an appropriate date or dates no later than 31 December 2024.
Amendment 23 #
2023/0164(COD)
Proposal for a directive
Recital 2
Recital 2
(2) Since the entry into force of Directive 2009/18/EC, there have been changes in the international regulatory environment and technological developments. Those changes and developments as well as the experience gained in the implementation of Directive 2009/18/EC should be taken into account. The EU - in line with its commitments under the Paris agreement - should continue exerting its leadership in a sector regulated both at European and international level and still highly dependent on fossil fuels.
Amendment 26 #
2023/0164(COD)
Proposal for a directive
Recital 7
Recital 7
(7) Fishing vessels less than 15 metres in length are at present excluded from the scope of Directive 2009/18/EC, therefore the conduct of maritime accident investigations involving such fishing vessels is non-systematic and non- harmonised. Such vessels are more prone to capsizing and members of the crew falling overboard is relatively common. Therefore, there is a need to protect those fishing vessels, their crew and the environment by introducing a preliminary assessment of very serious marine casualties involving fishing vessels less than 15 metres long to determine whether the authorities should open a safety investigation. The Commission should include the study ‘Training of Fishers1a’ from 2018, calling for developing harmonised training standards across Member States. __________________ 1a https://www.europarl.europa.eu/RegData/ etudes/STUD/2018/617484/IPOL_STU(20 18)617484_EN.pdf
Amendment 29 #
2023/0164(COD)
Proposal for a directive
Recital 11
Recital 11
(11) The available staff, as well as the operational resources of the Member States’ marine safety investigation authorities vary distinctly, resulting in ineffective and inconsistent reporting on and investigation of marine casualties. Therefore, the Commission, with the assistance of the European Maritime Safety Agency (EMSA) should provide highly specialised analytical support during an individual investigation (soft skills), as well as analytical tools and equipment (hardware). For compliance with environmental, social, public health and labour law standards, safety on board of ships calling at EU ports for both seafarers and dockworkers, with a special focus on the needs for female workers.
Amendment 32 #
2023/0164(COD)
Proposal for a directive
Recital 12
Recital 12
(12) In light of what has been stated, EMSA should organise trainingregular training sessions and certification programmes on specific techniques and on new developments and technologies which can be relevant for accident investigations in the future. New technology can play a role in the decarbonisation of the industry but the way vessels and crews can interact with technology can also be a factor in new unknown types of incidents. Such training should focus, among others, on renewable and low carbon fuels, which are particularly relevant in view of the “Fit for 55 package”, and automation, as well as on the General Data Protection Regulation (GDPR) rules. This will contribute to collecting more complete data on accidents and injuries aboard these vessels and improving the health and safety of the seafarers and fishermen working on them.
Amendment 36 #
2023/0164(COD)
Proposal for a directive
Recital 13 a (new)
Recital 13 a (new)
(13 a) To improve the quality of accident investigations, EMSA should develop GPS tracking of containers. This should be reflected in the European Marine Casualty Information Platform in Annex II. If all the containers are equipped with a GPS beacon, their loss can easily be identified and it will be easier to geolocate them to recover them. This will limit their presence's danger on the surface and the detrimental effect their presence entails on the ocean.
Amendment 40 #
2023/0164(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/18/EC
Article 5 – paragraph 2 – subparagraph 1
Article 5 – paragraph 2 – subparagraph 1
In the case of a fishing vessel of less than 15 metres in length, the investigation authority shall without delay and no later than one month after its occurrence, carry out a preliminary assessment of the very serious marine casualty to determine whether or not to conduct a safety investigation.
Amendment 41 #
2023/0164(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/18/EC
Article 5 – paragraph 2 – subparagraph 2
Article 5 – paragraph 2 – subparagraph 2
Where the investigation authority decides not to undertake a safety investigation of a very serious marine casualty involving a fishing vessel of less than 15 metres the reasons for that decision shall be recorded and notified in accordance with Article 17(3) without delay and no later than one month after its occurrence.
Amendment 46 #
2023/0164(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/18/EC
Article 5 – paragraph 6
Article 5 – paragraph 6
6. When deciding if a marine casualty or incident occurring alongside, moored or in dock, involving shore or port workers, occurred “directly in connection with the operations of a ship” and therefore is subject to a safety investigation, particular consideration shall be given to the involvement and relevance of the ship’s structure, the condition of the vessel, its seaworthiness both offshore and onshore, safety compliance, equipment, procedures, crew and ship management to the activity being undertaken for all kind of cargo.
Amendment 47 #
2023/0164(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/18/EC
Article 5 – paragraph 6 a (new)
Article 5 – paragraph 6 a (new)
6 a. In the case of accidents involving port workers, attention shall be given to whether or not a health and safety checklist has been filled prior to the start of the operations on board of the ship.
Amendment 48 #
2023/0164(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/18/EC
Article 5 – paragraph 7
Article 5 – paragraph 7
7. A safety investigation shall be started without delay after the marine casualty or incident occurs and, in any event, no later than twoone months after its occurrence.
Amendment 58 #
2023/0164(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19 a (new)
Article 1 – paragraph 1 – point 19 a (new)
Directive 2009/18/EC
Annex II – point 30 a (new)
Annex II – point 30 a (new)
Amendment 61 #
2023/0164(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19 a (new)
Article 1 – paragraph 1 – point 19 a (new)
Directive 2009/18/EC
Annex II – point 30 b (new)
Annex II – point 30 b (new)
Amendment 16 #
2023/0081(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) To fulfil those commitments, the Union must accelerate its pace of transition to clean energy, notably by increasing energy efficiency and the share of renewable energy sources. This will contribute to achieving the EU targets of the European Pillar of Social Rights Action Plan for 2030 of an employment rate of at least 78% and participation in training of at least 60% of adults. It will also contribute to ensuring that the green transition is fair and equitable, leaving no person and no place behind 34 . _________________ 34 Council Recommendation on ensuring a fair transition towards climate neutrality, adopted on 16 June 2022 as part of the Fit for 55 package.
Amendment 22 #
2023/0081(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The net-zero transformation is already causing huge industrial, economic, and geopolitical shifts across the globe, which will become ever more pronounced as the world advances in its decarbonisation efforts. The road to net zero translates into strong opportunities for the expansion of Union’s net-zero industry, making use of the strength of the Single Market, by promoting rapid and sufficient investment in technologies in the field of renewable energy technologies , electricity and heat storage technologies, heat pumps, grid technologies, including technologies enabling fast and bi-directional charging of electric vehicles, renewable fuels of non- biological origin technologies, electrolysers and fuel cells, fusion, small modular reactors and related best-in-class fuels, carbon capture, utilisation, and storage technologies, and energy-system related energy efficiency technologies and their supply chains, allowing for the decarbonisation of our economic sectors, from energy supply to transport, buildings, and industry. A strong net zero industry within the European Union can help significantly in reaching the Union’s climate and energy targets effectively, as well as in supporting other Green Deal objectives, while creating jobs and growth.
Amendment 28 #
2023/0081(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) The Union’s decarbonisation objectives, security of energy supply, digitalisation of the energy system and electrification of demand, for example in mobility and the need for fast recharging points, require an enormous expansion of electricity grids in the European Union, both at transmission level and at distribution level. At transmission level, high-voltage direct current (HVDC) systems are needed to connect offshore renewable energies; while at distribution level, connecting electricity providers and managing demand-side flexibility builds on investments in innovative grid technologies, such as electric vehicles smart charging (EVSC) and the potential of improving system ingtegration while reducing costs for users through bi- directional charging, energy efficiency building and industry automation and smart controls, advanced meter infrastructure (AMI) and home energy management systems (HEMS). The electricity grid needs to interact with many actors or devices based on a detailed level of observability, and hence availability of data, to enable flexibility, smart charging and smart buildings with smart electricity grids enabling demand side response from consumers and the uptake of renewables. Connecting the net-zero technologies to the network of the European Union requires the substantial expansion of manufacturing capabilities for electricity grids in areas such as offshore and onshore cables, substations and transformers.
Amendment 33 #
2023/0081(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) To achieve the 2030 objectives a particular focus is needed on some of the net-zero technologies, also in view their significant contribution towards the path to net zero by 2050. These technologies include solar photovoltaic and solar thermal technologies, onshore and offshore renewable technologies, battery/storage technologies, heat pumps and geothermal energy technologies, electrolysers and fuel cells, sustainable biogas/biomethane, carbon capture and storage technologies and grid technologies. These technologies play a key role in the Union’s open strategic autonomy, ensuring that citizens have access to clean, affordable, secure energy. Given their role, these technologies should benefit from even faster permitting procedures, obtain the status of the highest national significance possible under national law and benefit from additional support to crowd-in investments. When necessary in order to achieve the objectives of this Regulation, the Commission should, if appropriate, supplement the strategic technologies listed in this Regulation, by adopting delegated acts.
Amendment 42 #
2023/0081(COD)
Proposal for a regulation
Recital 20 a (new)
Recital 20 a (new)
(20a) Net-zero technologies will be of key importance to ensure that the Union meets its objective under the European Green Deal to reduce greenhouse gas emissions from the transport sector by 90 percent by 2050. Furthemore, the decarbonisation of transports achieved through net-zero technologies and the swift phasing out of fossil fuels will also deliver significant benefits for human health and the environment in terms of reduced fossil-fuels induced pollution in the air, soil and water.
Amendment 47 #
2023/0081(COD)
Proposal for a regulation
Recital 35
Recital 35
(35) Households and final consumers are an essential part of the Union’s demand for net-zero technologies final products and public support schemes to incentivize the purchase of such product by households, in particular for vulnerable low- and lower middle-class income households and consumers, including those suffering from transport poverty, are important tools to accelerate the green transition. Under the solar rooftop initiative announced in the EU solar strategy52 , Member States should for instance set-up national programmes to support the massive deployment of rooftop solar energy. In the REPowerEU plan, the Commission called Member States to make full use of supporting measures which encourage switching to heat pumps. Such support schemes set up nationally by Member States or locally by local or regional authorities should also contribute to improving the sustainability and resilience of the EU net-zero technologies. Public authorities should for instance provide higher financial compensation to beneficiaries for the purchase of net-zero technology final products that will make a higher contribution to resilience in the Union. Public authorities should ensure that their schemes are open, transparent and non-discriminatory, so that they contribute to increase demand for net-zero technology products in the Union. Public authorities should also limit the additional financial compensation for such products so as not to slow down the deployment of the net-zero technologies in the Union. To increase the efficiency of such schemes Member States should ensure that information is easily accessible both for consumers and for net-zero technology manufacturers on a free website. The use by public authorities of the sustainability and resilience contribution in schemes targeted at consumers or households should be without prejudice to State aid rules and to WTO rules on Subsidies. _________________ 52 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions : EU Solar Energy Strategy, COM(2022) 221 final, 18.05.2022.
Amendment 57 #
2023/0081(COD)
Proposal for a regulation
Recital 57
Recital 57
(57) The environmental assessments and authorisations required under Union law, including in relation to water, air, ecosystems, habitats, biodiversity and birds, are an integral part of the permit granting procedure for a net zero technologies manufacturing project and an essential safeguard to ensure negative environmental impacts are prevented or minimised in line with the 'Do No Significant Harm' principle. However, to ensure that permit granting procedures for net zero technologies manufacturing projects are predictable and timely, any potential to streamline the required assessments and authorisations while not lowering the level of environmental protection should be realised. In that regard, it should be ensured that the necessary assessments are bundled to prevent unnecessary overlap and it should be ensured that project promoters and responsible authorities explicitly agree on the scope of the bundled assessment before the assessment is carried out to prevent unnecessary follow-up.
Amendment 60 #
2023/0081(COD)
Proposal for a regulation
Recital 65
Recital 65
(65) Since strengthening the manufacturing capacity of key net-zero technologies in the Union will not be possible without a sizeable skilled workforce, it is necessary to introduce measures to boost the activation of more people to the labour market, notably women and young people not in employment, education or training (NEETs), including via skills first approaches as a complement to qualifications-based recruitment. In addition, in line with the objectives of the Council Recommendation on ensuring a fair transition towards climate-neutrality, specific support for job-to-job transition for workers in redundant and declining sectors are important. This means increasing investments investing in skills and in quality job creation required for net-zero technologies in the Union. Building on and fully taking into account existing initiatives such as the EU Pact for Skills, EU level activities on skills intelligence and forecasting, such as by the European Centre for the Development of Vocational Training (Cedefop) and the European Labour Authority, and the Blueprints for sectoral cooperation on skills, the objective is to mobilise all actors: Member States authorities, including at regional and local levels, education and training providers, social partners and industry, in particular SMEs, to identify skills needs, develop education and training programmes and deploy these at large scale in a fast and operational manner. Net-zero strategic projects have a key role to play in this regard. Member States and the Commission mayshould ensure financial support including by leveraging the possibilities of the Union budget through instruments such as the European Social Fund Plus, Just Transition Fund, European Regional Development Funds, the Recovery and Resilience Facility, the Modernisation Fund, REPowerEU and the Single Market Programme.
Amendment 71 #
2023/0081(COD)
Proposal for a regulation
Article 1 – paragraph 2 – point b a (new)
Article 1 – paragraph 2 – point b a (new)
ba) good working conditions in all jobs in net-zero technology industries.
Amendment 79 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a
Article 3 – paragraph 1 – point a
(a) ‘net-zero technologies’ means renewable energy technologies66 ; electricity and heat storage technologies; heat pumps; grid technologies; renewable fuels of non-biological origin technologies; sustainable alternative fuels technologies used for maritime and aviation transports 67 ; electrolysers and fuel cells; advanced technologies to produce energy from nuclear processes with minimal waste from the fuel cycle, small modular reactors, and related best-in-class fuels; carbon capture, utilisation, and storage technologies; and energy-system related energy efficiency technologies. They refer to the final products, specific components and specific machinery primarily used for the production of those products. They shall have reached a technology readiness level of at least 8. _________________ 66 ‘renewable energy' means ‘renewable energy’ as defined in Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources 67 ‘sustainable alternative fuels’ means fuels covered by the Proposal for a Regulation of the European Parliament and of the Council on ensuring a level playing field for sustainable air transport, COM/2021/561 final and by the Proposal for a Regulation of the European Parliament and Council on the use of renewable and low-carbon fuels in maritime transport COM/2021/562 final. 'Conventional aviation fuel' as defined in COM/2021/561 final, and conventional fossil fuels used in maritime transports, are not considered as 'alternative fuels' under this Regulation.
Amendment 92 #
2023/0081(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point q
Article 3 – paragraph 1 – point q
(q) ‘CO2 injection capacity’ means the annual amount of CO2 that can be injected in an operational geological storage site, permitted under Directive 2009/31/EC and in line with the ‘Do No Significant Harm’ principle within the meaning of Article 17 of Regulation (EU) 2020/852, with the purpose to reduce emissions or increase carbon removals in energy-intensive sectors with unavoidable CO2 generation, in particular from large scale industrial installations and which is measured in tonnes per annum;
Amendment 112 #
2023/0081(COD)
Proposal for a regulation
Article 10 – paragraph 2 – point c a (new)
Article 10 – paragraph 2 – point c a (new)
(ca) the CO2 storage project fulfils the requirements of the ‘Do No Significant Harm’ principle in the meaning of Article 17 in Regulation (EU) 2020/852.
Amendment 132 #
2023/0081(COD)
Proposal for a regulation
Article 17 – paragraph 1 – point b
Article 17 – paragraph 1 – point b
(b) oblige entities holding an authorisation as defined in Article 1, point 3, of Directive 94/22/EC of the European Parliament and of the Council71 on their territory to make publicly available all geological data relating to production sites that have been decommissioned or whose decommissioning has been notified to the competent authority. , as well as data on whether transport infrastructure suitable for CO2 to reach the site is available or can be constructed . _________________ 71 Directive 94/22/EC of the European Parliament and of the Council of 30 May 1994 on the conditions for granting and using authorizations for the prospection, exploration and production of hydrocarbons (OJ L 164, 30.6.1994, p. 3).
Amendment 133 #
2023/0081(COD)
Proposal for a regulation
Article 17 – paragraph 2 – point b a (new)
Article 17 – paragraph 2 – point b a (new)
(ba) an assessment of each project’s compliance with the ‘Do No Significant Harm’ principle within the meaning of Article 17 of Regulation (EU) 2020/852;
Amendment 134 #
2023/0081(COD)
Proposal for a regulation
Article 18 a (new)
Article 18 a (new)
Amendment 143 #
2023/0081(COD)
Proposal for a regulation
Article 25 – paragraph 1 – point 6
Article 25 – paragraph 1 – point 6
(6) promote adequategood working conditions in jobs in net-zero technology industries, the activation of youth, women and seniors to the labour market for net- zero technology industries, and the attraction of skilled workers from third countries, and thereby achieve a more diverse workforce;
Amendment 152 #
2023/0081(COD)
Proposal for a regulation
Article 32 – paragraph 1
Article 32 – paragraph 1
The Commission is empowered to adopt delegated acts in accordance with Article 33 to amend the modalities in which agreements between entities referred to in Article 18(1) and investments in storage capacity held by third parties are taken into account to meet their individual contribution set out in Article 18 (5), as well asto amend the content of the reports referred to in Article 18 (6) as well as to supplement the strategic net-zero technologies in the Annex, if needed to ensure the achievement of the general objective laid down in Article 1(1).
Amendment 321 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point ii – indent 1
Article 6 – paragraph 1 – point c – point ii – indent 1
– motor vehicles with a maximum authorised mass not exceeding 3 504 250 kg and designed and constructed for the carriage of no more than eight passengers in addition to the driver.
Amendment 455 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 1 – point a
Article 10 – paragraph 2 – subparagraph 1 – point a
(a) 150 years for categories AM, A1, A2, A, B, B1 and BE;
Amendment 482 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 6 a (new)
Article 10 – paragraph 6 a (new)
6a. Member States shall establish evidence-based guidelines for General Practitioners and family doctors to identify those who may be at risk of driving a car, and shall operate in coordination with licencing authorities
Amendment 483 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 6 b (new)
Article 10 – paragraph 6 b (new)
6b. Member States shall develop national sensibility campaigns to raise awareness among the general public about mental or physical signals that may put a person at risk of driving a vehicle.
Amendment 558 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 2
Article 15 – paragraph 2
2. Member States shall lay down rules on penalties for novice drivers who drive with a blood alcohol 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. Member States shall extend the application of the 0.0 g/mL to all drivers.
Amendment 563 #
2023/0053(COD)
Proposal for a directive
Article 15 – paragraph 3
Article 15 – paragraph 3
3. Member States may establish additional rules applicable on their territory to novice drivers during the probationary period to improve road safety. They shall inform the Commission thereof, such as a zero tolerance system for illicit psychoactive drugs using the lowest limit of quantification that takes account of passive or accidental exposure. They shall inform the Commission thereof. Member States shall extend the application of the zero tolerance system for illicit psychoactive drugs to all drivers.
Amendment 595 #
2023/0053(COD)
Proposal for a directive
Article 23
Article 23
Directive (EU) 2022/2561
Article 5(2)
Article 5(2)
Amendments to Directive (EU) 2022/2561 In Article 5(2) of Directive (EU) 2022/2561, the following point (c) is added: ‘(c) licence category C, 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];’rticle 23 deleted from the age of 17, a vehicle in
Amendment 28 #
2023/0052(COD)
Proposal for a directive
Recital 4 a (new)
Recital 4 a (new)
(4a) Member States experience challenges enforcing national or local legislation regarding vehicle access restrictions, based on road safety, traffic management or pollution prevention, in the case of foreign vehicles registered in another Member State. Therefore, the list of road safety related traffic offences in Article 2 should be extended to cover breaches of vehicle access restrictions rules.
Amendment 80 #
2023/0052(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a a (new)
Article 1 – paragraph 1 – point 1 – point a a (new)
Directive (EU) 2015/413
Article 2 – paragraph 1 – point o (a) new
Article 2 – paragraph 1 – point o (a) new
(oa) not respecting the rules on vehicle access restrictions, such as urban low- and zero-emission zones;
Amendment 100 #
2023/0052(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point c
Article 1 – paragraph 1 – point 2 – point c
Directive (EU) 2015/413
Article 3 – paragraph 3 – point z (d) new
Article 3 – paragraph 3 – point z (d) new
(zd) 'not respecting the rules on vehicle access restrictions' means a breach of national or local legislation concerning vehicle access restrictions, such as urban low- and zero-emission zones, as determined by the competent authority of the Member State concerned for the purpose of ensuring road safety, traffic management or pollution prevention. This does not concern a breach of legislation related to any other road charges and fees, such as toll charges.
Amendment 10 #
2022/2171(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
A a. B. Whereas the textile and clothing industries are often based on cheap labour, where women’s labour conditions are often substrandard and women are lacking any social protection;
Amendment 24 #
2022/2171(INI)
Draft opinion
Recital B
Recital B
B. whereas the textile industry is one of the most polluting industries2 ; whereas women and girls are more likely than men to be financially dependent on natural resource-based activities or climate- vulnerable sectors and are frequently exposed to additional gender-specific factors and barriers that consistently render them more vulnerable to the impacts of climate change and disasters; _________________ 2 https://www.europarl.europa.eu/news/en/he adlines/society/20201208STO93327/the- impact-of-textile-production-and-waste-on- the-environment-infographic
Amendment 27 #
2022/2171(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
B a. Whereas women working in the textile sector, because of imbalanced power relationships and insecure working arrangements, unsafe working conditions, forced overtime and health hazards, are especially vulnerable to gender- based violence and sexual harassment; whereas gender inequalities in the textile sector lead to gender pay gap.
Amendment 57 #
2022/2171(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Urges the Member States to ratify the relevant International Labour Organization (ILO) conventions, including ILO Convention 190, and implement its recommendations, especially those intended to reduce the scale of precarious work and protect workers from the harmful effects of chemicals, as well as from violence and harassment in the workplace;
Amendment 68 #
2022/2171(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Calls for employers in the textile sector to ensure a basic social security to their employees;
Amendment 75 #
2022/2171(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Welcomes the proposal for an ecodesign regulation covering textiles, the review of the Textile Labelling Regulation3 and the potential introduction of a mandatory disclosure of information; calls for the inclusion of social and labour standards in both the proposed ecodesign regulation and under labelling requirements, such as working hours and working conditions; _________________ 3 Regulation (EU) No 1007/2011 of the European Parliament and of the Council of 27 September 2011 on textile fibre names and related labelling and marking of the fibre composition of textile products and repealing Council Directive 73/44/EEC and Directives 96/73/EC and 2008/121/EC of the European Parliament and of the Council. OJ L 272, 18.10.2011, p. 1.
Amendment 78 #
2022/2171(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Welcomes the expected European Commission proposal to ban products made with forced labour from entering the EU market that will encompass the use of forced labour across the entire supply chain. Recalls the importance of gender mainstreaming of all EU policies.
Amendment 8 #
2022/2140(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
Aa. Whereas in the transport workforce, women are dramatically underrepresented. Only 221a% of transport employees in the European Union are female. Women are particularly rare in management roles in the transport, logistics and infrastructure sectors _________________ 1a https://transport.ec.europa.eu/transport- themes/social-issues-equality-and- attractiveness-transport- sector/equality/women-transport-eu- platform-change_en
Amendment 13 #
2022/2140(INI)
Draft opinion
Recital A b (new)
Recital A b (new)
Ab. Whereas the transport sector is facing an unprecedented crisis of shortages of people willing to work in the industry due to deteriorating working conditions and poor salaries, particularly during and in the aftermath of COVID-19
Amendment 15 #
2022/2140(INI)
Motion for a resolution
Recital A
Recital A
A. whereas gender equality is a core EU value and must be mainstreamed in all EU policies; whereas the right to equal treatment and non-discrimination is a fundamental right enshrined in the Treaties and in the Charter of Fundamental Rights of the European Union;
Amendment 20 #
2022/2140(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
A a. Whereas all EU policies should integrate the gender perspective and social dimension, through gender mainstreaming and gender budgeting;
Amendment 24 #
2022/2140(INI)
Draft opinion
Recital C
Recital C
C. whereas too little attention is still being paid to women’s needs in public transport or infrastructure planning, including safety issues; whereas most users of public transport are affected by transport -poverty and have a low-income.
Amendment 65 #
2022/2140(INI)
Motion for a resolution
Recital F
Recital F
F. whereas too little attention is still being paid to women’s needs in public transport or infrastructure planning; whereas understanding transport patterns and mobility is fundamental to the development of gender-sensitive transport policies, so that female transport users can share safe, accessible, reliable, sustainable and non-discriminatory modes of transport;
Amendment 68 #
2022/2140(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Calls on Member States to implement the Woman on Boards directive (COM/2012/0614) in transport companies, also by applying penalties for non-compliance.
Amendment 70 #
2022/2140(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Calls on all Member States to address the gender pay gap and to implement the Pay Transparency- Directive. Stress that no country has yet achieved equal earnings for men and women in the EU. Highlights the difficulty of earning equal pay for men and women in the transport sector, as well as equal pay for equal value of work.
Amendment 73 #
2022/2140(INI)
Motion for a resolution
Recital G
Recital G
G. whereas more women than men use public and more sustainable modes of transport, and often perform trip chaining;
Amendment 74 #
2022/2140(INI)
Draft opinion
Paragraph 1 c (new)
Paragraph 1 c (new)
1c. Calls the Commission and Council to address the lack of workforce, in particular female workforce, promoting social dialogue and collective bargaining that promote gender balance and inclusion.
Amendment 90 #
2022/2140(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Calls on the Commission to promote equal training opportunities for men and women. Highlights that training is one of the cornerstones of professional and personal development to maintain an equivalent professional level for men and women, including specific training in equality and work-life balance.
Amendment 96 #
2022/2140(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Council and all Member States to promote initiatives to prevent all kinds of discrimination, as well as to promote measures ensuring safe and secure workplaces, and training aimed at preventing violence and harassment in all transport-related workplaces. Calls for the Commission to include in future transport legislation to offer protection to women who have been victims of gender violence as well as reporting procedures for incidents of psychological or sexually motivated harassment, supported by practical strategies for prevention and risk assessment of gender violence, including psychosocial risks.
Amendment 98 #
2022/2140(INI)
Motion for a resolution
Recital J
Recital J
J. whereas the design of vehicles, including safety features, is often assumesdapted to a larger, stereotypically male physical form, leading to lower efficacy for smaller people such as women in average;
Amendment 104 #
2022/2140(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission to promote systems for collecting and recording data on incidents, reviewing and learning from incidents and building this into organisational changes and improvements in working conditions; Calls Council and Members State to address the issue of lack of sanitary facilities for women at the workplace, particularly in the transport sector.
Amendment 108 #
2022/2140(INI)
Motion for a resolution
Recital L
Recital L
L. whereas mobility barriers hinder women’s access to jobs and key services, such as health and education, affecting both their own and their children’sdependants' human capital accumulation;
Amendment 112 #
Amendment 114 #
2022/2140(INI)
Motion for a resolution
Recital M
Recital M
M. whereas only 22% of the transport workforce consists of women; whereas women are underrepresented in transport employment at all levels and are particularly rare in management roles; whereas underrepresentation in decision- making, planning and research reinforces the lack of gender mainstreaming in transport;
Amendment 117 #
2022/2140(INI)
Draft opinion
Paragraph 3 c (new)
Paragraph 3 c (new)
3c. Emphasizes that women should always be able to use transportation without threats, uncomfortable situations or the presence of danger.
Amendment 121 #
2022/2140(INI)
Draft opinion
Paragraph 3 d (new)
Paragraph 3 d (new)
3d. Calls on the Commission and Member States to analyse the needs of women of all ages taking public transport to ensure that the transport system is inclusive, accessible and safe for everybody;
Amendment 124 #
2022/2140(INI)
Draft opinion
Paragraph 3 e (new)
Paragraph 3 e (new)
3e. Calls on the Commission and Member States to always integrate the gender perspective and social dimension when developing policies in the transportation sector, through gender mainstreaming, and gender budgeting.
Amendment 124 #
2022/2140(INI)
Motion for a resolution
Recital N
Recital N
N. whereas the working environment in the transport sector does not takeyet take enough into consideration women-specific needs, which has wider implications for women’s safety and mobility;
Amendment 127 #
2022/2140(INI)
Draft opinion
Paragraph 3 f (new)
Paragraph 3 f (new)
Amendment 128 #
2022/2140(INI)
Motion for a resolution
Recital O
Recital O
O. whereas transport companies face significant recruitment problems; whereas the employment of women, among others due to working conditions incompatible to work-life-balance and care responsibilities and low salaries; whereas the employment of women, together with improvement of working conditions, could be a remedy for staff shortages in the transport sector12; _________________ 12 European Commission, Directorate- General for Mobility and Transport, Good staff scheduling and rostering practices in transport – Final report, Publications Office of the EU, Luxembourg, 2021.
Amendment 130 #
2022/2140(INI)
Draft opinion
Paragraph 3 g (new)
Paragraph 3 g (new)
3g. Calls on the Commission and Member State to share best practices on how to ensure safety for women using transportation, also by facilitating this dialogue for transportation companies.
Amendment 151 #
2022/2140(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Reaffirms the EU’s commitment to achieving gender equality in transport, while noting the progress achieved so far; underlines that concrete measures are needed to improve security, mobility- access and employment opportunities for women;
Amendment 154 #
2022/2140(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Emphasizes that public transport must ensure that women are enabled to use transportation in security, without threats, uncomfortable situations or the risk of experiencing violence;
Amendment 160 #
2022/2140(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Calls upon Member States to implement the Women on Boards Directive and the Pay Transparency Directive as soon as possible;
Amendment 161 #
2022/2140(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Recalls that gender stereotyping and prejudice exclude women from economic, political and social activities, leading to a lack of efficiency and, increased waste of human resources, lack of income and economic independence for women and prohibiting the political participation of women; identifies the need for resources to ensure that women are represented in research and decision- making on transport matters;
Amendment 170 #
2022/2140(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
Amendment 179 #
2022/2140(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Calls upon the Commission and Member States to promote social dialogue and collective bargaining that promotes gender equality and safety of the workforce in the transport sector;
Amendment 183 #
2022/2140(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Underlines the differing expectations, travel patterns, needs and experiences of women as transport users; calls for relevant legislation in transport to fully integrate women’s needsupon the Commission to analyse the specific needs for women as transport users; calls to integrate a gender perspective for legislation in transport;
Amendment 255 #
2022/2140(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Notes that women play a large role in shaping the mobility choices of families, and that their negative experiences using public and sustainable modes of transport can be off- putting;
Amendment 269 #
2022/2140(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Underlines that female transport workers at all levels face barriers such as gender bias, as well as a lack of or ill- suited facilities, leading to harassment and violence lack of proper work life- balance, unequal treatment and discrimination, such as lower pay than men for equal work or work of equal value as well or adequate sanitary facilities; notes, as a result, the difficulty in attracting and keeping women in transport jobs;
Amendment 274 #
2022/2140(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15 a. Highlights the gender pay gap in the transport sector, which is to a large extend due to women earning less for for equal work, or work of equal value; Calls on an extensive study to define and analyse the gender pay gap in the sector;
Amendment 279 #
2022/2140(INI)
Motion for a resolution
Paragraph 15 b (new)
Paragraph 15 b (new)
15 b. Underlines that the masculine culture in the transport sector can lead to harassment and gender based violence;
Amendment 282 #
2022/2140(INI)
Motion for a resolution
Paragraph 15 c (new)
Paragraph 15 c (new)
15 c. Calls on the Commission to promote equal training opportunities for men and women. Highlights that training is one of the cornerstones of professional and personal development to maintain an equivalent professional level for men and women;
Amendment 1 #
2022/2139(INI)
Motion for a resolution
Citation 2
Citation 2
Amendment 34 #
2022/2139(INI)
Motion for a resolution
Recital A
Recital A
A. whereas prostitution, its exploitation, and trafficking for the purpose of sexual exploitation are increasingcontinue to increase in Europe; whereas figures globally decreased due to the impact of COVID-19 restrictions and lockdowns; whereas human trafficking for the purpose of sexual exploitation was the most common form of human trafficking in the EU in 2020 (55%, Eurostat) and the victims are predominantly women and girls; whereas they are gender- specific phenomena with a global dimension and affect the most marginalised members of our societies, with the vast majority of people in prostitution being women and girls and almost all sexnd buyers being men; overwhelmingly men according to the OSCE;
Amendment 39 #
2022/2139(INI)
Motion for a resolution
Recital A
Recital A
A. whereas prostitution, its exploitation, and trafficking for the purpose of sexual exploitation are increasing; whereas they1a are gender- specific phenomena with a global dimension and affect the most marginalised members of our societies, with the vast majority of people in prostitution being women and girls and almost all sex buyers being men; _________________ 1a Although sexual exploitation was still the predominant form of exploitation in 2020, it has reached it’s lowest point since 2008. https://ec.europa.eu/eurostat/statistics- explained/index.php?title=Trafficking_in _human_beings_statistics&oldid=574250 #More_than_half_of_registered_victims_s exually_exploited
Amendment 51 #
2022/2139(INI)
Motion for a resolution
Recital B
Recital B
B. whereas the internationally accepted wording used in most legally binding texts focused on policing and criminality is prostitution of women and prostitution; however international documents and organisation focused on health and human rights use the term sex workers, as this term does not include negative connotations of criminality; highlights that self-identification of those concerned should be always respected
Amendment 58 #
2022/2139(INI)
Motion for a resolution
Recital C
Recital C
C. whereas different regulatory measures concerning prostitution have different effects on gender equalitythe main purpose of all regulatory measures is to avoid that women and girls are exploited; whereas different regulatory measures concerning prostitution have different effects on gender equality; whereas so far none of the regulatory models has been able to provide sufficient safeguards for sex workers;
Amendment 63 #
2022/2139(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
C a. whereas gender equality and women’s rights, their self-determination and safety, need to be in the heart of any regulation aimed at discouraging the demand that fosters all forms of exploitation of persons; whereas policies tackling demand have to be especially focused on educational, social or cultural measures, including through bilateral and multilateral cooperation;
Amendment 106 #
2022/2139(INI)
Motion for a resolution
Recital G
Recital G
G. whereas numerous factors can cause people to enter prostitution, including poverty, social exclusion and a migration background; , lack of comprehensive integration and migration policies and measures, as well as deficient social and labour policies; whereas these causes need to be urgently and thoroughly addressed in order to tackle the circumstances and restraints leading to a lack of alternatives;
Amendment 122 #
2022/2139(INI)
Motion for a resolution
Recital H
Recital H
H. whereas prostitution has cross- border implications and affects women’s rights and gender equality; whereas due to lack of collaborative governance and human rights impact assessment, the well- intended interventions that aim to prevent violence and exploitation in the sex industry fail; whereas the disparity of legislation on prostitution in the EU benefits traffickers and organised crime networks; whereas all Member States have a legal obligation to discourage and end human trafficking and organised crime;
Amendment 131 #
2022/2139(INI)
Motion for a resolution
Recital H a (new)
Recital H a (new)
H a. whereas Russia’s war against Ukraine increases the risk of trafficking with Ukrainian women and girls who are in a particularly vulnerable situation while fleeing and relocating;
Amendment 133 #
2022/2139(INI)
Motion for a resolution
Recital H b (new)
Recital H b (new)
H b. whereas demand reduction measures need a special focus on online advertisement and contact facilitation thus ensuring efficiency in the prevention of the exploitation of the prostitution of others;
Amendment 138 #
2022/2139(INI)
Motion for a resolution
Recital H d (new)
Recital H d (new)
H d. whereas leaving prostitution is often a difficult and lengthy process and requires comprehensive socio-economic support and individual counselling taking into account the different pull and push factors in order to provide need-oriented support programs for people wanting to leave prostitution and making these programs a success for all of them;
Amendment 141 #
2022/2139(INI)
Motion for a resolution
Recital H e (new)
Recital H e (new)
H e. whereas preventive measures need to follow a holistic approach, reforming society as a whole with a focus on social, labour and migration policies, reducing vulnerabilities and thus the susceptibility to exploitation or choices that have to be taken based on the lack of alternatives;
Amendment 143 #
2022/2139(INI)
Motion for a resolution
Recital H f (new)
Recital H f (new)
H f. whereas accurate and comparable data across EU countries are still lacking;
Amendment 162 #
2022/2139(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Notes that approaches to regulating prostitution vary across the EU and target three key components of this system: prostituted persons, the purchase of sex (i.e. demand), and pimpinginvolvement of exploitative third parties; stresses that the different laws have different effects on women in prostitution, their rights, women’s rights in general, gender equality, demand, society and neighbouring countries;
Amendment 184 #
2022/2139(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Underlines that consent can only be given freely when there is no power imbalance between the people involved people involved, people in prostitution as well as the buyers, are aware of their rights and obligations and are able to act upon these rights and obligations; nNotes, at the same time, that it can be extremely difficult for people to realise that they are victims, especially when they do not know their rights, and recalls the dynamics of an abusive relationship; further notes, that conflating sex work with sexual exploitation in all cases undermines the agency of people to make informed decisions about their private and sexual life;
Amendment 196 #
2022/2139(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Notes that the deterioration of the social and economic situation as a result of the COVID-19 pandemic has increased all forms of abuse and violence against women, including in prostitution; warns that this will be further aggravated by the current energy and cost-of-living crisis;
Amendment 198 #
2022/2139(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. highlights the acute risk of trafficking for the purpose of sexual exploitation Ukrainian women and girls face due to their vulnerable situation fleeing from Russia’s war against Ukraine and relocating in other countries;
Amendment 200 #
2022/2139(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
Amendment 212 #
2022/2139(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Condemns the fact that women in prostitution lack legal security because of their criminalisation, meaning they face the constant threat of police and judicial persecution, are subject to additional vulnerability and stigmatisation that negatively affect their health, consequently experience difficulties in contacting support services and lack access to fundamental rights; deplores the fact that, at the same time, offenders posing as clients, brothel owners and human traffickers often remain unpunished;
Amendment 218 #
2022/2139(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Points out the negative consequences of the decriminalisation of pimping and the purchase of sexexploitative third parties, which, through the apparent societal normalisation of these activities, leads to an increase in the trafficking in human beings for sexual exploitation and conceals the reality of coercion, manipulation, violence and exploitation in prostitution, where a lack of language skills, vulnerabilities and precarious conditions are exploited to make women enter and stay in prostitution;, regrets the fact that even the legalisation of prostitution, pimpingthird parties and the purchase of sex does not mean an end to the stigma for women in prostitution;
Amendment 228 #
2022/2139(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Welcomes the fact that an increasing number of countries are taking up and implementing the Nordic/Equality model; supports the feminist background of this model and its goal of achieving gender equality, and highlights the model’s positive effects on the rights of people in prostitution and the fight against humMember States strive to achieve an inclusion of discriminated and marginalised people selling sex and provide subsidies to support their community based organisation to better address the needs and rights of the most marginalised, including identification and referral of those exploited and trafficking;ed.
Amendment 229 #
2022/2139(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Calls on the Member States to train and educate the police in order to ensure that people in prostitution and the police communicate on a basis of trust and therefore are able to detect exploitation as fast and effective as possible; recalls that migrants, racialized and trans people are overrepresented in prostitution and condemns that they are especially targeted and criminalised by the police; calls for the same comprehensive training for the judiciary;
Amendment 233 #
2022/2139(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Recognises that legalising all facets of prostitution also has added value, such as the visibility of the women who are therefore safer and are not forced to continue their activities undergrounds;
Amendment 235 #
2022/2139(INI)
Motion for a resolution
Paragraph 10 b (new)
Paragraph 10 b (new)
10 b. Condemns the reality of coercion, manipulation, violence and exploitation in prostitution, where a lack of language skills, vulnerabilities and precarious conditions are exploited to make women enter and stay in prostitution;
Amendment 237 #
2022/2139(INI)
Motion for a resolution
Paragraph 10 c (new)
Paragraph 10 c (new)
10 c. Acknowledges that different policies to combat sexual exploitation can have different effects in different Member States; Regrets the fact that regulations, including the legalisation or criminalisation of prostitution, the involvement of exploitative third parties and the purchase of sex does not mean an end to the stigma for women in prostitution;
Amendment 238 #
2022/2139(INI)
Motion for a resolution
Paragraph 10 d (new)
Paragraph 10 d (new)
10 d. Refrains from comments on the effectivity of individual regulatory models and their mutual comparison; underlines that the implementation of different models regarding the regulation of prostitution across Member States allows for the conclusion, that none of the regulatory models has achieved the complete elimination of stigmatisation and discriminatory treatment of people selling sex neither effective safeguards to ensure access to health, social and justice services for people selling sex;
Amendment 244 #
2022/2139(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11 a. Highlights that the approach of discouraging the demand that fosters trafficking for the purpose of sexual exploitation is therefore of utmost importance in order to combat the exploitation of women and girls, to protect victims and to achieve gender equality and should therefore be developed further in the revision of the EU Anti-Trafficking directive;
Amendment 248 #
2022/2139(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
Amendment 256 #
2022/2139(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12 a. Underlines the importance of discouraging demand in a way that does not harm or create negative repercussions for those in prostitution and provide sufficient safeguards;
Amendment 259 #
2022/2139(INI)
Motion for a resolution
Paragraph 12 b (new)
Paragraph 12 b (new)
12 b. Calls for demand reduction measures with a special focus on online advertisement and contact facilitation, ensuring efficient measures to prevent the exploitation of the prostitution of others;
Amendment 263 #
2022/2139(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
Amendment 272 #
2022/2139(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses that human trafficking for the purpose of sexual exploitation is increasing due to high demand; points out that this is particularly visible in countries with a liberal regulatory model, whereas countries that follow approaches like the Nordic/Equality model are no longer big markets for human trafficking for that purpose;
Amendment 335 #
2022/2139(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Calls on the Member States to take action in the areas of prevention, decriminalisation of people in prostitution, exit programmes, demand reduction, punishment of clients, destigmatisation and the elimination of stereotypes; calls on the Member States to reduce demand while protecting women and their rights, to end the criminalisation and stigmatisation of people in prostitution and to ensure exit strategies and unconditional access to social security systems and reintegration;
Amendment 346 #
2022/2139(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
Amendment 354 #
2022/2139(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Calls on the Member States to take measures to combat the economic, social and cultural causes of prostitution so that women in situations of poverty, social exclusion, discrimination and migration do not fall victim to this form of exploadopt a strategy of collaborative governance with sex worker advocacy organizations to attain an effective and humane prostitaution policy;
Amendment 359 #
2022/2139(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Calls for specific measures to assiston Member States to implement specific measures and to provide sufficient financial support to assist people and especially women in prostitution with their social and professional reintegration; calls for such exit programmes to work gradually, for women to be supported on their personal paths and for people’s potential to be recognised, with and professional training and further education programmes being adapted to take account of this, with a special focus on people with migration background;
Amendment 376 #
2022/2139(INI)
Motion for a resolution
Paragraph 24 a (new)
Paragraph 24 a (new)
24 a. Calls on the Commission to put forward awareness-raising campaigns with the aim of discouraging the demand, highlighting the link between the demand for sexual services and the phenomenon of trafficking for sexual exploitation and the high numbers of women being trafficked inside and to the European Union; furthermore calls for awareness- raising for the particular risks people and especially women in prostitution face, including the high prevalence of gender- based violence; calls for these campaigns to further target young people and men while also dismantling stereotypes;
Amendment 383 #
2022/2139(INI)
Motion for a resolution
Paragraph 24 b (new)
Paragraph 24 b (new)
24 b. Calls for full access to non- discriminatory and universal health and social services as well as to the justice system for everyone, especially for people and women in prostitution;
Amendment 24 #
2022/2138(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
A a. whereas sexual harassment means any form of unwanted verbal, non-verbal or physical conduct of a sexual nature that occurs in the course of, linked with, or arising in matters of employment, occupation, self-employment, education, in public spaces and any other area of life, with the purpose or effect of violating the dignity of a person, in particular when creating an intimidating, hostile, degrading, humiliating or offensive environment; whereas women and girls are disproportionately affected by sexual harassment; whereas perpetrators are predominantly men;
Amendment 25 #
2022/2138(INI)
Motion for a resolution
Recital A b (new)
Recital A b (new)
A b. whereas gender based violence, including abuse and harassment must be seen in the light of broader perspectives such as sexism, harmful gender stereotypes and unequal power relations in society and working life; whereas various dimensions are needed to understand what creates superiority and inferiority in society and working life; whereas feminist trade unionism is an important tool to prevent sexual harassment in the workplace and for bringing about change by taking the starting point that gender, as well as other intersecting identities, shapes people's position in the labour market and societies as a whole;
Amendment 36 #
2022/2138(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
B a. whereas gender-based violence is both a cause and a consequence of gender inequality; whereas to prevent and combat gender-based violence, including sexual harassment, it is crucial that the EU and Member States make significant progress towards achieving gender equality by concrete action and fully implementing gender mainstreaming and gender budgeting in all policy areas and decision- making;
Amendment 41 #
2022/2138(INI)
Motion for a resolution
Recital B b (new)
Recital B b (new)
B b. whereas the MeToo movement has shown the magnitude and nature of sexual harassment and has sparked an international movement and a debate about the underlying causes and possible responses; whereas despite the public response, the progress in addressing the issue of sexual harassment after five years of the MeToo movement is not sufficient and there is a need for urgent action;
Amendment 44 #
2022/2138(INI)
Motion for a resolution
Recital B c (new)
Recital B c (new)
B c. whereas non-disclosure agreements (NDAs), also known as confidentiality clauses, are legally binding agreements that prevent a person or organisation from sharing information; whereas the MeToo movement raised public awareness of the misuse of NDAs, exposing their use to protect individuals; whereas the misuse of NDAs in the context of sexual harassment is of concern and need to be addressed;
Amendment 47 #
2022/2138(INI)
Motion for a resolution
Recital C
Recital C
C. whereas one in two women (55 % ) have been sexually harassed in the EU; whereas 32 % of all victims in the EU said the perpetrator was a superior, colleague or customer; whereas 75 % of women in professions requiring qualifications or top management jobs have been sexually harassed; whereas 61 % of women employed in the service sector have been subjected to sexual harassment7a; whereas the proportion of women who have ever worked and have experienced any unwanted behaviour with a sexual connotation in the workplace varies between Member States, ranging from 11 % to 41 %7 ; whereas cyber harassment, like other forms of gender-based cyber violence, has become increasingly common; _________________ 7 EU survey on gender-based violence against women and other forms of inter- personal violence (EU-GBV) – first results – 2022 edition. 7a European Union Agency for Fundamental Rights report of 3 March 2014 entitled "Violence against women".
Amendment 51 #
2022/2138(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Amendment 56 #
2022/2138(INI)
Motion for a resolution
Recital D
Recital D
D. whereas harassment is widespread butand under-reported; whereas harassment is often linked to other forms of discrimination in addition to gender- based discrimination, which has to be addressed with an intersectional approach and from all angles; whereas harassment in the workplace has serious consequences for the physical and psychological health and well-being of employees and therefore its prevention and treatment should be a priority for every employer;
Amendment 60 #
2022/2138(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
D a. whereas victims of sexual harassment are often unlikely to report it; whereas this is often due to the normalisation of sexual harassment, lack of awareness about what constitutes sexual harassment, fear of reprisals, lack of effective redress or reporting mechanisms, lack of specialised support services for victims, secondary victimisation, and stereotypes blaming the victim instead of the perpetrator;
Amendment 65 #
2022/2138(INI)
Motion for a resolution
Recital D b (new)
Recital D b (new)
D b. whereas sexual harassment in education is widespread and under- reported; whereas harassment in education has serious consequences for the physical and mental health and well- being of students, impacts the students learning and has life long implications; whereas harassment and violations in education risks becoming normalized which has severe consequences not only in education but also in workplaces and every part of society; whereas the progress in addressing the issue of sexual harassment in education, including preventive measures, is not sufficient;
Amendment 71 #
2022/2138(INI)
Motion for a resolution
Recital E
Recital E
E. whereas despite the progress made in addressing the issue of sexual harassment after the MeToo movementand the fact that some Member States, individual companies, schools and other actors have implemented measures to prevent and combat sexual harassment the progress is not sufficient and there is still a lot to be done withinto eliminate harassment in the EU and the European institutions and beyond; whereas the European institutions have started to adapt their internal rules and procedures in order to better prevent, identify, counter and sanction harassment; whereas the implementation of prevention mechanisms has given rise to a certain degree of reluctance resulting not only from ignorance of the phenomenon of harassment but also from the lack of clarity of the existing legal rules;
Amendment 74 #
2022/2138(INI)
Motion for a resolution
Recital E a (new)
Recital E a (new)
E a. whereas sexual harassment and other types of violence, offensive or unwanted behaviour in the workplace must be understood as a health and safety issue and not as individual problems of the victim or the perpetrator; whereas no part of the labour market nor working life is protected from sexual harassment, but the incidence varies, as do the expressions the harassment can take;
Amendment 76 #
2022/2138(INI)
Motion for a resolution
Recital E b (new)
Recital E b (new)
E b. whereas studies show that working conditions, job security and type of work are risk factors for being exposed of sexual harassment at work; whereas collective bargaining is an important tool for preventing and combating violence and sexual harassment, including gender- based violence in workplaces, third-party harassment, and the effects of domestic violence at work;
Amendment 78 #
2022/2138(INI)
E c. whereas sexual harassment is a widespread phenomenon that undermines equality at work, while it can affect anyone, sexual harassment particularly affects women, and reinforces stereotypes about their abilities and aspirations; whereas sexual harassment can have a silencing effect and negative impact on victims’ pay, career progression and working conditions, and potentially drive individuals out of the world of work; whereas it also contributes to fewer women entering or remaining in the labour market, adding to the labour force participation gap, and to women being paid less than men and thereby exacerbating the gender pay gap;
Amendment 79 #
2022/2138(INI)
Motion for a resolution
Recital E d (new)
Recital E d (new)
Amendment 82 #
2022/2138(INI)
Motion for a resolution
Recital F
Recital F
F. whereas in its previous resolutions, Parliament called for the introduction of several concrete measures introducingcluding the introduction of mandatory anti- harassment training for all Members as soon as they take office in the beginning of the mandate, and a zero-tolerance approach but, several years on, only some of them have been fully implemented and more needs to be done;
Amendment 87 #
2022/2138(INI)
Motion for a resolution
Recital G
Recital G
G. whereas the European institutions in general and the European Parliament in particular, as a legislator, should set an example for all employerMember States, employers, and EU institutions; whereas Members of the European Parliament, both as the directly elected representatives of EU citizens and as legislators, have a special responsibility to carry out their duties respecting the highest standards and EU law;
Amendment 96 #
2022/2138(INI)
Motion for a resolution
Paragraph -1 (new)
Paragraph -1 (new)
-1. Strongly condemns all forms of gender-based violence, including sexual violence, and all forms of harassment, notably sexual harassment; welcomes in this regard the Commission’s proposal for a Directive on combating violence against women and domestic violence; reiterates its call on the Commission to submit on the basis of Article 83(1) TFEU a proposal for Council decision identifying gender based violence as a new area of crime;
Amendment 97 #
2022/2138(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Reaffirms the EU’s commitment to tackling gender-based violence and welcomes the proposal for a directive on combating violence (COM(2022)0105); calls on the EU and the Member States to ensure that sexual harassment is included as a criminal offence in the field of work, as per existing EU anti-discrimination directives, and any other sphere of life, in line with the Istanbul Convention;
Amendment 103 #
2022/2138(INI)
Motion for a resolution
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Recalls that gender equality is a core value of the EU and must be mainstreamed in all EU policies, activities and programmes; regrets the slow progress towards gender equality in the EU and recalls that gender based violence is both a cause and a consequence of gender inequality; stresses the urgent need for progress and insists that the EU and its Member States fully commit to speeding up progress including by implementing gender mainstreaming and gender budgeting in all EU policies, activities and programmes;
Amendment 118 #
2022/2138(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Calls on all Member States to ensure that any intentional form of unwanted verbal, non-verbal or physical conduct of a sexual nature with the purpose or effect of violating the dignity of a person, in particular when creating an intimidating, hostile, degrading, humiliating or offensive environment are punishable as criminal offences;
Amendment 122 #
2022/2138(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Is convinced that educational institutions and employers, including the European institutions, should behave as exemplary employers and establish zero-tolerance standards; establish zero-tolerance standards towards any type of harassment and work actively on prevention of harassment, adequate victim protection and support, and countering all forms of discrimination and should apply strict implementation of rules in this regard;
Amendment 126 #
2022/2138(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Calls on Member States, in consultation with the social partners, to ensure that employers take appropriate measures to prevent and address instances of sexual harassment, cyber violence and third-party violence at work; stresses that employers must be prevented from dismissing, discriminating or in any way disadvantaging workers who are victims of sexual harassment;
Amendment 127 #
2022/2138(INI)
Motion for a resolution
Paragraph 4 b (new)
Paragraph 4 b (new)
4 b. Calls on Member States to ensure that employers, in cooperation with trade union representatives, take appropriate measures to provide a safe working environment and support to victims of sexual harassment; highlights in this context that workers shall have the right to receive support from a trade union and the workplace health and safety representative;
Amendment 128 #
2022/2138(INI)
Motion for a resolution
Paragraph 4 c (new)
Paragraph 4 c (new)
4 c. Calls om Member States to take measures to promote collective bargaining on workplace practices on preventing and addressing instances of sexual harassment, including through awareness-raising and training of workers and employers, trade union representatives and workplace health and safety representatives;
Amendment 129 #
2022/2138(INI)
Motion for a resolution
Paragraph 4 d (new)
Paragraph 4 d (new)
4 d. Underlines that social partners play a key role in addressing harassment at work, including sexual harassment and cyber violence at work;
Amendment 130 #
2022/2138(INI)
Motion for a resolution
Paragraph 4 e (new)
Paragraph 4 e (new)
4 e. Calls on the Commission and the Member States to set goals to reduce the number of precarious jobs and involuntary part-time work in order to improve the situation of women in the labour market and to reduce the risk of sexual harassment in the world of work;
Amendment 131 #
2022/2138(INI)
Motion for a resolution
Paragraph 4 f (new)
Paragraph 4 f (new)
Amendment 132 #
2022/2138(INI)
Motion for a resolution
Paragraph 4 g (new)
Paragraph 4 g (new)
4 g. Highlights that the ILO’s Violence and Harassment Convention, 2019 (No. 190) and Recommendation (No. 206) are the first international labour standards to provide a common framework to prevent, remedy and eliminate violence and harassment in the world of work, including gender-based violence and harassment; calls on the Member States, who have not yet ratified the Convention, to do so without delay;
Amendment 134 #
2022/2138(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Regrets the fact that, in spite of the progress initiated by the MeToo campaignmovement, which helped to break the silence and raise awareness of the need to implement better working conditions for all staff, cases of sexual harassment still occur all over the EU and within the European institutions, including Parliament; recalls that these cases cast a shadow over the functioning of our institutions and undermine the confidence of EU citizens in them;
Amendment 141 #
2022/2138(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. RecallUnderlines the importance of prevention, withhich can be achieved by information and awareness-raising efforts, andtrainings of employers, trade union representatives and workplace health and safety representatives, the promotion of zero- tolerance for harassment campaigns and policies; considers that the existing campaigns should be reinforced; , and to provide advisory and psychological assistance to victims, as well as advice on police contacts and referrals to providers of legal recourse;
Amendment 147 #
2022/2138(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Recalls that gender-based violence, sexual harassment and sexist language occurs in educational settings; emphasizes that all students have the right to a safe learning environment without any type of harassment, including sexual harassment; calls on all Member States to ensure that educational institutions have a zero-tolerance approach to any forms of misconduct, offers support to victims, and are obliged to prevent harassment and sexual harassment;
Amendment 148 #
2022/2138(INI)
6 b. Emphasizes that challenging gender prejudices and stereotypes are important preventive measures in all spheres of society, including throughout the education cycle, from primary school to lifelong learning, and can reduce gender imbalances in all spheres of life;
Amendment 149 #
2022/2138(INI)
Motion for a resolution
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Underlines the central role of men and boys in ending all forms of harassment and sexual harassment; calls on all Member States and actors to actively involve men in awareness-raising and prevention campaigns, as well as education campaigns and action for gender equality;
Amendment 153 #
2022/2138(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Notes that sexual harassment cases are still under-reported because victims do not use the existing channels, demonstrating the need for further effort, among other things, victims fear that relationships at work would be negatively affected; that the report would not be believed or taken seriously; embarrassment; fear of a negative impact on career or lack of procedures to facilitate reporting; stresses the need for further efforts to raise awareness of reporting procedures and support to victims with regard to the prevention of sexual harassment;
Amendment 160 #
2022/2138(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Calls on the Commission and the Member States, in cooperation with Eurostat and EIGE, to improve, promote and ensure research on evidence-based practices and the systematic collection of relevant, sex- and age-disaggregated, comparable data on cases of sexual harassment and gender-based discrimination and psychological harassment, including cyber harassment, at national, regional and local level;
Amendment 162 #
2022/2138(INI)
Motion for a resolution
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Calls on the Commission and Member States to carry out research into the causes and consequences of sexual harassment, including the impact that sexist and stereotyped advertisements may have on the incidence of violence and harassment;
Amendment 163 #
2022/2138(INI)
Motion for a resolution
Paragraph 7 c (new)
Paragraph 7 c (new)
7 c. reiterates its recommendation to revise the Staff Regulations, especially Article 22c thereof, in order to align it with the standards of the Whistle-blower Directive;
Amendment 195 #
2022/2138(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Insists that the measures to address sexual harassment in the Parliament are not strong enough and do not include all of the actions requested in previous resolutions; welcomes the fact that this parliamentary term is the first in which Members have been required to sign a declaration confirming their commitment to complying with the Code of Appropriate Behaviour; notes with concerns that despite efforts taken there are still cases of sexual harassment in Parliament;
Amendment 215 #
2022/2138(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Notes the work of the Advisory Committee on Harassment and its prevention at the workplace and the Advisory Committee dealing with harassment complaints concerning Members of the European Parliament; calls for full transparency about how Parliament is addressing issues of harassment, while protecting the identity of those affected, and invites both committees to draft and publish their monitoring reports and risk assessments annually on the European Parliament website; calls for an independent evaluation of the measures in place by external and auditors selected in a transparent procedure; recommends, in line with its previous resolutions, that a task force of independent experts be set up with a mandate to examine the situation of sexual harassment and abuse in Parliament, in order to carry out an evaluation of its existing Advisory Committees dealing with complaints concerning harassment, and propose adequate changes;
Amendment 220 #
2022/2138(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12 a. reiterates its call for measures to aim to provide protection against victimisation of or retaliation against complainants, victims, witnesses and whistle-blowers;
Amendment 16 #
2022/2051(INL)
Motion for a resolution
Recital B (new)
Recital B (new)
B. whereas it is time to propose an EU Women’s Rights Charter, a catalogue of basic rights such as, but not limited to, universal access to sexual and reproductive health and rights, including access to safe and legal abortion; measures to guarantee the participation of women in the labour market; including qualitative maternity leave; equal leave for parents; paid and non-transferable parental leave; flexible working hours; on-site childcare facilities; care services and remote working policies; and equal pay for work of equal value, in line with principles 2 and 3 of the European Pillar of Social Rights;
Amendment 19 #
2022/2051(INL)
Motion for a resolution
Recital D (new)
Recital D (new)
D. whereas sexual and reproductive rights (SRR), including the right to safe and legal abortion, are fundamental women's rights, protected as human rights in international and European human rights law and must be guaranteed and enhanced; whereas the protection and improvement of human health rights as guaranteed by Article 35 of the Charter should be added as a shared competence between the Union and the Member States in order to better protect women’s health rights, including their SRR;
Amendment 29 #
2022/2051(INL)
(1) The TEU shall be amended as follows: (a) in Article 2, the second sentence shall be replaced by the following: “These values are common to the Member States in a society in which pluralism, non-discrimination, tolerance, justice, solidarity, gender equality and equality between women and men.”;
Amendment 33 #
2022/2051(INL)
Motion for a resolution
Paragraph 1 – point b (new)
Paragraph 1 – point b (new)
(1) The TEU shall be amended as follows: (b) in Article 3(3), the second subparagraph is replaced by the following: “It shall combat social exclusion and discrimination, and shall promote social justice and protection, gender equality and equality between women and men, solidarity between generations and protection of the rights of the child. The aforementioned objectives shall be framed by the concept of fair social-economic governance, with the aim to reduce inequalities and to achieve gender equality.”.
Amendment 39 #
2022/2051(INL)
Motion for a resolution
Paragraph 1 – point d (new)
Paragraph 1 – point d (new)
(1) The TEU shall be amended as follows: (d) in Article 13, the following paragraph shall be added: “5. The composition of the Union’s institutions as well as of its governing and consultative bodies created by them shall be gender balanced and shall ensure gender parity.”.
Amendment 49 #
2022/2051(INL)
Motion for a resolution
Paragraph 2 – point c (new)
Paragraph 2 – point c (new)
(2) The Treaty on the Functioning of the European Union shall be amended as follows: (c) Article 8 shall be replaced by the following: “Article 8 “In all its activities, the Union shall aim to eliminate inequalities, and to promote gender equality and equality between men and women.”;
Amendment 84 #
2022/2051(INL)
Motion for a resolution
Paragraph 3 – point a (new)
Paragraph 3 – point a (new)
(3) The Charter shall be amended as follows: (a) in Article 3(2), the following point shall be added: “(e) the free and informed access of women to sexual and reproductive healthcare and rights;
Amendment 87 #
2022/2051(INL)
Motion for a resolution
Paragraph 3 – point a (new)
Paragraph 3 – point a (new)
(3) The Charter shall be amended as follows: (a) in Article 3(2), the following point shall be added: (f) the safe and legal access of women to abortion.”;
Amendment 92 #
2022/2051(INL)
Motion for a resolution
Paragraph 3 – point c (new)
Paragraph 3 – point c (new)
(3) The Charter shall be amended as follows: (c) in Article 21, paragraph 1 shall be replaced by the following: “1. Any discrimination based on any ground such as sex, gender, gender identity and expression, race, colour, ethnic or social origin, genetic features, language, religion or belief, political or any other opinion, membership of a national minority, property, birth, disability, age or sexual orientation shall be prohibited.”;
Amendment 96 #
2022/2051(INL)
Motion for a resolution
Paragraph 3 – point d (new)
Paragraph 3 – point d (new)
(3) The Charter shall be amended as follows: (d) Article 23 shall be replaced by the following: “Article 23 Gender equality and equality between women and men Gender equality and equality between women and men must be ensured in all areas, including employment, work and pay. The principle of equality shall not prevent the maintenance or adoption of measures providing for specific advantages in favour of the under-represented sex.”;
Amendment 102 #
2022/2051(INL)
Motion for a resolution
Paragraph 3 – point g (new)
Paragraph 3 – point g (new)
Amendment 8 #
2022/2023(INI)
Motion for a resolution
Citation 16 a (new)
Citation 16 a (new)
— having regard to the UN New Urban Agenda, which reflects a long-term and shared vision on sustainable cities for all
Amendment 33 #
2022/2023(INI)
Motion for a resolution
Recital C
Recital C
C. whereas congestion costs the EU around EUR 270 billion a year12 and other effects such as air pollution, noise pollution and urban heat island effects result in a reduced quality of life in cities; _________________ 12 European Court of Auditors’ special report No 6/2020 on sustainable urban mobility in the EU.
Amendment 43 #
2022/2023(INI)
Motion for a resolution
Recital D
Recital D
D. whereas city freight transport and logistics are essential to the functioning of urban economies and innovative solutions and best practices are being observed across EU cities;
Amendment 67 #
2022/2023(INI)
Motion for a resolution
Recital G
Recital G
G. whereas the level of ambition, policy choices, rules and requirements regarding active mobility, new forms of mobility and micro-mobility are still underdeveloped or vary between Member States;
Amendment 89 #
2022/2023(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Points out that in order to meet its ambitious economic, environmental, digital, health and societal objectives, urban mobility in the EU needs to be guided by smart, inclusive, healthy, affordable, competitive, more sustainable and multimodal transport solutions that improve liveability and result in cities with higher levels of happiness;
Amendment 97 #
2022/2023(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Stresses the social dimension, in which fair and safe working conditions of transport workers need to be taken into account when drafting, implementing and assessing SUMPs.
Amendment 112 #
2022/2023(INI)
Motion for a resolution
Paragraph 2
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; to attain a widely supported modal shift, in particular more effort is needed to raise awareness and encourage city dwellers to use public transport as well as active transport modes such as walking and cycling;
Amendment 130 #
2022/2023(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Calls for support for the use of zero- and low-carbonemission public and private mobility, complementharacterised by efficient, reliable, inclusive and affordable collective transport services that serve as a backbone, active transport modes and other modes of transport that bring various options to the market, in order to boost competition and therebyresult in more liveable cities, while provideing better, healthier and more valuable solutions for citizens; and city dwellers;
Amendment 143 #
2022/2023(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls for better accessibility, reliability and connectivity between urban, peri-urban and rural areas and further calls for unhindered access to smart, sustainable, inclusive, healthy and affordable transport to be guaranteed for all;
Amendment 160 #
2022/2023(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Calls on the Commission and Member States to further invest in educational awareness raising and training in schools and for the general public
Amendment 165 #
2022/2023(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Affirms that urban transport should be more accessible, reliable, affordable, healthy, safe and inclusive to serve as a backbone of the transport system; encourages the Commission, in this context, to propose guidelines regarding accessibility, inclusiveness, affordability, sustainability, safety and security for transport users and non-users and particularly for those from groups with specialother needs; highlights the key role artificial intelligence (AI) and digital solutions can play in this regard; at digitalisation can play a role in this regard in addition to policy measures and choices to incentivise better transport behaviour by all its users;
Amendment 178 #
2022/2023(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Stresses its concern at the shortcomings in the regulation of micro- mobility in many Member States, as it does not facilitate this type of transportation and poses risks for people’s safetynd scattered landscape of measures taken in European cities; invites the Commission, in this context, to collaborate with the Member States and European cities to draw up common road-safety guidelines, best practices and recommendations for micro-mobility such as speed limiparking approaches (free floating vs. designated parking zones), speed limits, age requirements, helmet requirements, or training; encourages the Member States in cooperation with cities to proceed with the adaptation of their national legislation and to launch information campaigns;
Amendment 196 #
2022/2023(INI)
Motion for a resolution
Paragraph 9
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 public transport, active mobility and micro- mobility, as well as underdeveloped sustainable transport modes, into sustainable urban mobility plans;
Amendment 207 #
2022/2023(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Encourages Member States and, local authorities and city networks to join forces to promote and implement sustainable urban mobility plans, respecting the principle of subsidiarity to improve the quality of life in all European cities;
Amendment 215 #
2022/2023(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Stresses that the TEN-T relies on intermodal urban mobility in order to facilitate the ‘first and last mile’ for both passengers and freight, in which the modal share of active transport modes should increase;
Amendment 261 #
2022/2023(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Supports the integration of the freight dimensionzero- emission freight logistics into sustainable urban mobility plans in order to accelerate sustainable urban logistics plans and lowzero- emissions solutions to city freight transport, including rail and inland waterways, with the use of new distribution models, dynamic routing, zero-emission fleets and multimodal connections;
Amendment 265 #
2022/2023(INI)
Motion for a resolution
Paragraph 15 – point 1 (new)
Paragraph 15 – point 1 (new)
(1) Reiterates the important link between transport, urban planning, air quality and liveable cities, in which affordable, reliable and inclusive public transport forms the backbone of city travel and active transport modes such as walking and cycling should be key in every European city;
Amendment 266 #
2022/2023(INI)
Motion for a resolution
Paragraph 15 – point 2 (new)
Paragraph 15 – point 2 (new)
(2) Calls upon all EU cities to speed- up the transition towards zero-emission city logistics in the context of growing e- commerce demand. Cities are encouraged to not only explore on technical solutions such as for example the electrification of fleet and optimal routing, but also make a reflection on limiting freight city-traffic by consolidation and collaborative hubs as for example neighbourhood points, shared micro-hubs, parcel lockers and other best practices;
Amendment 270 #
2022/2023(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Calls on the Member States to ensure the public availability of recharging and alternative fuels refuelling infrastructure, 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-carbemission modes of transport;
Amendment 289 #
2022/2023(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Highlights that AI and digitalisation can be an additional tool to improve efficiency, safety and affordability, and potentially decrease greenhouse gas emissions;
Amendment 300 #
2022/2023(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Calls for the further development and implementation of ‘mobility as a service’ (MaaS) and integration with public transport across Europe;
Amendment 321 #
2022/2023(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
Amendment 332 #
2022/2023(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Notes that multiple European cities are using different policy measures to reduce polluting traffic in their cities ranging from Low Emission Zones, to targeted delivery windows for freight, vignettes etc., where sharing best practices across cities and at European level will be key;
Amendment 340 #
2022/2023(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Urges the development of an appropriate legal, ethical and policy framework for the use of AI in smart mobility and transport and user-data;
Amendment 79 #
2022/0402(CNS)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) Public policy within the meaning of the Regulation must be interpreted restrictively in accordance with the case law of the CJEU. In its judgment C- 490/20, the CJEU reiterated its view that "the concept of 'public policy', if it is to justify a derogation from a fundamental freedom, must be interpreted restrictively, so that its scope cannot be determined unilaterally by each Member State without control by the Union institutions."
Amendment 93 #
2022/0402(CNS)
Proposal for a regulation
Recital 14
Recital 14
(14) Under Article 21 TFEU and secondary legislation relating thereto as interpreted by the Court of Justice, the respect of a Member State’s national identity under Article 4(2) TEU and a Member State’s public policy cannot serve as justification to refuse to recognise a parent-child relationship between children and their same-sex parents for the purposes of exercising the rights that a child derives from Union law. The refusal can never go against the best interest of the child and the best interest of the child has to be always adhered to. Under no circumstances can the best interest of the child be used as an excuse for refusal on the basis of the gender of the parents. In addition, for the purposes of exercising such rights, proof of parenthood can be presented by any means52 . Therefore, a Member State is not entitled to require that a person presents either the attestations provided for in this Regulation accompanying a court decision or an authentic instrument on parenthood, or the European Certificate of Parenthood created by this Regulation, where the person invokes, in the context of the exercise of the right to free movement, rights that a child derives from Union law. This should not, however, prevent a person from choosing to present in such cases also the relevant attestation or the European Certificate of Parenthood provided for in this Regulation. To ensure that Union citizens and their family members are informed that the rights that a child derives from Union law are not affected by this Regulation, the forms of the attestations and of the European Certificate of Parenthood annexed to this Regulation should include a statement specifying that the relevant attestation or the European Certificate of Parenthood do not affect the rights that a child derives from Union law, in particular the rights that a child enjoys under Union law on free movement, and that, for the exercise of such rights, proof of the parent-child relationship can be presented by any means. _________________ 52 Judgments of the Court of Justice of 25 July 2002, C-459/99, MRAX, ECLI:EU:C:2002:461, paragraphs 61 and 62, and of 17 February 2005, C-215/03, Oulane, ECLI:EU:C:2005:95, paragraphs 23 to 26.
Amendment 126 #
2022/0402(CNS)
Proposal for a regulation
Recital 56
Recital 56
(56) Considerations of public interest should allow courts and other competent authorities establishing parenthood in the Member States to disregard, in exceptional circumstances, certain provisions of a foreign law where, in a given case, applying such provisions would be manifestly incompatible with the public policy (ordre public) of the Member State concerned. However, the courts or other competent authorities should not be able to apply the public policy exception in order to set aside the law of another State when doing so would be contrary to the Charter and, in particular, Article 21 thereof, which prohibits discrimination or contrary to the best interest of the child.
Amendment 128 #
2022/0402(CNS)
Proposal for a regulation
Recital 60 a (new)
Recital 60 a (new)
(60a) In order to prevent fragmentation of legal regimes for cross border families, Commission in cooperation with Member States shall draft a model international agreement, which would be based on the rules and principles of this regulation and would be used by Member State to enter into bilateral relations with third countries where mutual recognition of parenthood would be applied.
Amendment 134 #
2022/0402(CNS)
Proposal for a regulation
Recital 75
Recital 75
(75) Considerations of public interest should allow Member State courts or other competent authorities to refuse, in exceptional circumstances, to recognise or, as the case may be, accept a court decision or authentic instrument on the parenthood established in another Member State where, in a given case, such recognition or acceptance would be manifestly incompatible with the public policy (ordre public) of the Member State concerned. However, the courts or other competent authorities should not be able to refuse to recognise or, as the case may be, accept a court decision or an authentic instrument issued in another Member State when doing so would be contrary to the Charter and, in particular, Article 21 thereof, which prohibits discrimination or contrary to the best interest of the child.
Amendment 154 #
2022/0402(CNS)
Proposal for a regulation
Article 22 – paragraph 2
Article 22 – paragraph 2
2. Paragraph 1 shall be applied by the courts and other competent authorities of the Member States in observance of the fundamental rights and principles laid down in the Charter, in particular Article 21 thereof on the right to non- discrimination and can under no circumstances be used as an excuse for discrimination based on gender of parents. The refusal can never go against the best interest of the child and the best interest of the child has to be always adhered to.
Amendment 158 #
2022/0402(CNS)
Proposal for a regulation
Article 31 – paragraph 1 – point a
Article 31 – paragraph 1 – point a
(a) if such recognition is manifestly contrary to the public policy of the Member State in which recognition is invoked, always taking into account and protecting the child’s interests ;
Amendment 161 #
2022/0402(CNS)
Proposal for a regulation
Article 39 – paragraph 1 – point a
Article 39 – paragraph 1 – point a
(a) if such recognition is manifestly contrary to the public policy of the Member State in which recognition is invoked, always taking into account and protecting the child’s interests; Under no circumstances can the best interest of the child be used as an excuse for refusal on the basis of the gender of the parents.
Amendment 164 #
2022/0402(CNS)
Proposal for a regulation
Article 45 – paragraph 2
Article 45 – paragraph 2
2. The public policy (ordre public) referred to in paragraph 1 shall be applied by the courts and other competent authorities of the Member States in observance of the fundamental rights and principles laid down in the Charter, in particular Article 21 thereof on the right to non-discrimination and has to always be in line with and promote the best interest of the child.
Amendment 91 #
2022/0400(COD)
Proposal for a directive
Recital 8
Recital 8
(8) All Member States have established equality bodies pursuant to Directive 2006/54/EC and 2010/41/EU. A diverse system of equality bodies has been put in place, and good practices have emerged. However, many equality bodies face challenges, in particular concerning the resources, independence and powers necessary to perform their tasks62 . It is important to point out that in a number of Member States, equality bodies also have competences in promoting equality and tackling discrimination on the grounds of gender identity and expression and sex characteristics. Since this is not the case in all Member States, this leads to differing levels of protection against discrimination as regards the matters covered by those Directives across the Union. _________________ 62 See the detailed analysis in SWD(2021) 63 final “Equality bodies and the implementation of the Commission Recommendation on standards for equality bodies”.
Amendment 113 #
2022/0400(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Equality bodies can only effectively play their role if they are able to act with complete independence without being subject to any external influence. For that purpose, Member States should take into account a number of criteria that contribute to the independence of equality bodies. Equality bodies should not be set up as part of a ministry or body taking instructions directly from the government. Any staff member or person holding a managerial position – for example as member of a board managing the equality body, head of the equality body, deputy or in case of interim – should be independent, qualified for their position, and selected through a transparent process. Equality bodies should be able to manage their own budget and resources, including by selecting and managing their own staff, while respecting the principle of gender balance on all levels of staff, and be able to set their own priorities.
Amendment 140 #
2022/0400(COD)
Proposal for a directive
Recital 20 a (new)
Recital 20 a (new)
(20a) To ensure that equality bodies actively consider the objective of equality between women and men, in all their diversity, when implementing provisions in the areas referred to in this Directive, Member States should actively promote gender mainstreaming and gender budgeting, as internationally recognised tools to reach gender equality.
Amendment 191 #
2022/0400(COD)
Proposal for a directive
Recital 40
Recital 40
(40) Equality data, in particular sex- disaggregated data and gender statistics, are crucial for raising awareness, sensitising people, quantifying discrimination, showing trends and shifts in social attitudes over time, proving the existence of discrimination, including multiple and intersectional discrimination, evaluating the implementation of equality legislation, demonstrating the need for positive action, and contributing to evidence-based policymaking75 . Equality bodies have a role to play in contributing to the development of relevant equality data for those purposes, for example by organising regular roundtables gathering all relevant entities. They should also collect and analyse data on their own activities or conduct surveys and should be able to access and make use of statistical information collected by other public or private entities – such as the national statistical offices, national courts, labour and education inspectorates, trade unions, media or civil society organisations - concerning the matters they are entrusted with under Directives 2006/54/EC and 2010/41/EU. That statistical information should not contain any personal data and should be available in an accessible format so that it can be readily used by equality bodies. Member States should ensure that equality bodies receive sufficient funding for their data collection and analysis tasks. The work of equality bodies on equality data should take into account existing guidance and resources on equality data, including those developed in the framework of the Subgroup on Equality Data of the Union’s High Level Group on Non- Discrimination, Equality and Diversity. _________________ 75 Report from the Commission to the European Parliament and the Council on the application of Council Directive 2000/43/EC implementing the principle of equal treatment between persons irrespective of racial or ethnic origin (‘the Racial Equality Directive’) and of Council Directive 2000/78/EC establishing a general framework for equal treatment in employment and occupation (‘the Employment Equality Directive’) SWD(2021) 63 final.
Amendment 381 #
2022/0400(COD)
Proposal for a directive
Article 12 a (new)
Article 12 a (new)
Article12a Gender mainstreaming Member States shall actively take into account the objective of equality between men and women when formulating and implementing laws, regulations, administrative provisions, policies and activities in the areas referred to in this Directive.
Amendment 384 #
2022/0400(COD)
Proposal for a directive
Article 14 – title
Article 14 – title
Data collection and access to equality data statistics
Amendment 390 #
2022/0400(COD)
Proposal for a directive
Article 14 – paragraph 3
Article 14 – paragraph 3
3. Member States shall ensure that equality bodies can access publicly accessible statistics related to the rights and obligations derived from Directives 2006/54/EC and 2010/41/EU collected by public and private entities including public authorities, trade unions, companies, and civil society organisations where they deem such statistics necessary to make an overall assessment of the situation regarding discrimination in the Member State, and for drawing up the report referred to in Article 15, point (c).
Amendment 393 #
2022/0400(COD)
Proposal for a directive
Article 14 – paragraph 4
Article 14 – paragraph 4
4. Member States shall allow equality bodies to make recommendations on which data is tocould be collected in relation to the rights and obligations derived from Directives 2006/54/EC and 2010/41/EU, to public and private entities including public authorities, trade unions, companies and civil society organisations. Member States shall also allow equality bodies to play a coordination role in the collection of equality data.
Amendment 102 #
2022/0365(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The technical requirements for the type-approval of motor vehicles, engines and replacement parts with regard to emissions (‘emission type-approval’) should remain harmonised to ensure the proper functioning of the internal market, as well as an ambitious and highest level of environmental and health protection common and enforced in all Member States. This regulation combats air pollution, which causes yearly 300.000 premature deaths in the Union1a. __________________ 1a EEA, 2020. Air quality in Europe – 2020 report.
Amendment 104 #
2022/0365(COD)
Proposal for a regulation
Recital 2 a (new)
Recital 2 a (new)
(2a) In order to guarantee clean air for all European Citizens, the Union needs to comply with WHO guidelines on air quality at the latest by 2030;
Amendment 105 #
2022/0365(COD)
Proposal for a regulation
Recital 2 b (new)
Recital 2 b (new)
(2b) Reiterates that access to clean air is uneven distributed within the Union3a and within Member States, where every citizen should deserves the same basic right to clean air; __________________ 3a Academic papers: Held et al. (2021) “Lifespan of passenger cars in Europe: emperical modelling of fleet turnover dynamics; Al-Aly and Bowe (2020) “Air pollution and Kidney Disease; Branis and Linhartova (2012) “Association between unemployment, income, education level, population size and air pollution in Czech cities: evidence for environmental inequality? A pilot national scale analysis”; Banzhaf et al. (2019a, 2019b) “Environmental Justice: The economics of race, place and pollution”; Brulle and Pellow (2006) “Environmental justice: human health and environmental inequalities”
Amendment 106 #
2022/0365(COD)
Proposal for a regulation
Recital 2 c (new)
Recital 2 c (new)
(2c) Stresses the need for an ambitious “zero pollution ambition for a toxic-free environment” (following the EU Action Plan: Towards Zero Pollution for Air, Water and Soil). Euro 7 should be a catalyst towards a social and green transition to achieve climate-neutrality by 2050 the latest (Green Deal);
Amendment 107 #
2022/0365(COD)
Proposal for a regulation
Recital 2 d (new)
Recital 2 d (new)
(2d) The role of public transport and active modes of travel such as walking and cycling remains crucial to achieve a climate neutral transport sector and are more favourable compared to individual car-use, this both for environmental protection as well as health for all citizens (6th Assessment Report IPCC). These alternatives should be accessible, affordable, inclusive, safe and reliable and the Union should further incentivize the modal shift towards more sustainable and health-benefiting modes.
Amendment 108 #
2022/0365(COD)
Proposal for a regulation
Recital 2 e (new)
Recital 2 e (new)
(2e) According to the 6th assessment report of the IPCC, the transport sector can reduce its emissions via demand-side options with 67%. This includes prioritizing infrastructure for the active modes, influencing consumer behaviour, affordable public transport and other measures.
Amendment 115 #
2022/0365(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The technical requirements for the type-approval of motor vehicles, engines and replacement parts with regard to emissions (‘emission type-approval’) are currently set out in two Regulations that apply to emission type-approval for light- duty and heavy-duty vehicles respectively, i.e. Regulation (EC) No 715/2007 of the European Parliament and of the Council (‘Euro 6’) 44 and Regulation (EC) No 595/2009 of the European Parliament and of the Council (‘Euro VI’) 45 . The reason for having two Regulations was that the emissions of heavy-duty vehicles were checked based on engine testing, while for light-duty vehicles the basis was whole vehicle testing. Since then, methodologies have been developed that allow testing of both light- and heavy-duty vehicles on the road and further monitoring and rigorous enforcement is needed (lessons learned Dieselgate). It is therefore no longer necessary to base type-approval on engine testing. __________________ 44 Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (OJ L 171, 29.6.2007, p. 1). 45 Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC (OJ L 188, 18.7.2009, p. 1).
Amendment 125 #
2022/0365(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) It is also necessary to reduce complexity, administrative and implementation costs for manufacturers and authorities and to ensure effective and efficient implementation of the Euro emission standards. Simplification ishould be achieved by complying with existing UN Regulations and guidelines (WHO), and by eliminating different application dates for the limits and tests which existed under Euro 6 and Euro VI, by eliminating multiple and complex emission tests where such tests are not needed, by referring to standards under existing UN Regulations where applicable, and by ensuring a streamlined and consistent set of procedures and tests for the various phases of the emission type- approval.
Amendment 143 #
2022/0365(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Regulations (EC) No 715/2007 and (EC) No 595/2009 require that vehicles respect the emission limits for a specified period of time, which does not correspond anymore to the average lifetime of vehicles. It is therefore appropriate to lay down durability requirements that reflect the science-based average expected lifetime of vehicles in the Union. These durability requirements will prevent unexpected costs to vehicles for consumers.
Amendment 144 #
2022/0365(COD)
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) Stresses that constructors are responsible for their vehicles. In order to safeguard consumers’ affordability and avoid unexpected consumer costs, lifelong durability requirements are necessary. Related to transport poverty, it is important that constructors remain responsible and consumers are protected.
Amendment 151 #
2022/0365(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) Non-exhaust emissions consist of particles emitted by tyres and brakes of vehicles. Particulate matter is, according to scientific research, a severe risk to health of citizens, especially in cities. Emissions from tyres is estimated to be the largest source of microplastics to the environment. As shown in the Impact Assessment, it is expected that by 2050, non- exhaust emissions will constitute up to 90% of all particles emitted by road transport, because exhaust particles will diminish due to vehicle electrification. Those non- exhaust emissions should therefore be measured and limited. The Commission should prepare a report on tyre abrasion in all type of vehicles by the end of 2024 to review the measurement methods and state-of-the- art and the impact on health and vulnerable ecological systems, in order to propose ambitious tyre abrasion limits.
Amendment 160 #
2022/0365(COD)
Proposal for a regulation
Recital 14 a (new)
Recital 14 a (new)
(14a) Stresses the need for a sustainable and circular closed-loop used car market, improving Europe’s recycling rates of critical raw materials and grasping the benefits of repairing, recycling and upcycling, supporting the EU's strategic autonomy and the fight against climate change. Stresses the need for legislation prohibiting the legal export and eliminating black market circuits of cars below Euro-5 limit and/or without a safety and roadworthiness certificate to third countries in order to avoid environmental dumping. Reiterates the importance of enforceable TSD chapters, circularity stipulations in FTAs and mutually beneficial trade relationships regarding used car trade, prioritising health, safety, sustainability, and working standards;
Amendment 177 #
2022/0365(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Manufacturers may opt to produce vehicles which comply with lower emission limits or with better battery durability than what is required in this Regulation, or which include advanced options including geofencing and adaptive controls. Consumers and national authorities should be able to identify such vehicles through appropriate documentation. An environmental vehicle passport (EVP) should therefore be made available.
Amendment 208 #
2022/0365(COD)
Proposal for a regulation
Recital 26
Recital 26
(26) Since the objectives of this Regulation, namely to lay down harmonised rules on the administrative and technical requirements for the type- approval of vehicles of categories M and N, and of systems, components and separate technical units, and on market surveillance of such vehicles, systems, components and separate technical units, with respect to emissions, as well as pursuing the highest levels of environmental and health protection, cannot be sufficiently achieved by the Member States, but can rather, by reason of their scale and effects, be better achieved at Union level, the Union may adopt measures in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives,
Amendment 246 #
2022/0365(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point 36
Article 3 – paragraph 2 – point 36
Amendment 267 #
2022/0365(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point 47
Article 3 – paragraph 2 – point 47
Amendment 270 #
2022/0365(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point 48
Article 3 – paragraph 2 – point 48
Amendment 296 #
2022/0365(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point 71
Article 3 – paragraph 2 – point 71
(71) ‘environmental vehicle passport’ or ‘EVP’ means an up-to-date record on paper and digital form containing information on the environmental performance of a vehicle at the moment of registration, including and throughout its lifetime. For this purpose, it is updated by manufacturers, national authorities and testing centres during in-service conformity, market surveillance checks, periodic technical inspections and roadworthiness tests by retrieving the data from the OBD port, including the data transmitted by the OBFCM device of the vehicle. The EVP include the level of pollutant emission limits, in-use CO2 emissions, fuel consumption, energy consumption, electric range and engine power, and battery durability and state of health and other related values;
Amendment 341 #
2022/0365(COD)
Proposal for a regulation
Article 4 – paragraph 8
Article 4 – paragraph 8
8. The manufacturer shall prevent the possibility of exploiting vulnerabilities referred to in paragraph 7. When such a vulnerability is found, the manufacturer shawill remove the vulnerability, by software update or any other appropriate means.
Amendment 350 #
2022/0365(COD)
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
Amendment 356 #
2022/0365(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point a
Article 5 – paragraph 1 – point a
Amendment 358 #
2022/0365(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point b
Article 5 – paragraph 1 – point b
Amendment 360 #
2022/0365(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point c
Article 5 – paragraph 1 – point c
Amendment 362 #
2022/0365(COD)
Proposal for a regulation
Article 5 – paragraph 2
Article 5 – paragraph 2
Amendment 372 #
2022/0365(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
Amendment 373 #
2022/0365(COD)
Proposal for a regulation
Article 5 – paragraph 4
Article 5 – paragraph 4
Amendment 386 #
2022/0365(COD)
Proposal for a regulation
Article 5 – paragraph 5
Article 5 – paragraph 5
Amendment 392 #
2022/0365(COD)
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
Amendment 401 #
2022/0365(COD)
Proposal for a regulation
Article 5 – paragraph 7
Article 5 – paragraph 7
Amendment 440 #
2022/0365(COD)
Proposal for a regulation
Article 7 – paragraph 1
Article 7 – paragraph 1
1. In order to demonstrate compliance with the emission type-approval rules during emission type-approval, the manufacturer shall perform the tests specified in tables 1, 3, 5 7 and 9 of Annex V. For the purpose of verifying the conformity of production with the requirements of this Regulation vehicles, components and separate technical units shall be selected at the premises of the manufacturer by the type approval authority or the manufacturer. In-service conformity shall be checked for the periods prescribed in table 1 of Annex IV. Manufacturers shall issue and updated environmental vehicle passport (EVP) after in-service conformity checks, mentioning updated values for the information mentioned in Article 3 (71) of this Regulation. In accordance with Regulation 2018/858 and Directive 2014/45/EU, manufacturers should allow for competent authorities and testing centres to update the EVP with accurate data from the OBD port and the OBFCM device of the vehicle.
Amendment 442 #
2022/0365(COD)
Proposal for a regulation
Article 7 – paragraph 2
Article 7 – paragraph 2
2. The manufacturer shall provide the type-approval authority with a signed declaration of conformity as regards the RDE, CO2 ambient temperature correction, OBD, OBM, emission and battery durability, continuous or periodic regeneration, anti-tampering and crankcase requirements as specified in Annex V. The manufacturer shall provide to the type- approval authority a signed declaration of conformity on the use of adaptive controls and geofencing options when the manufacturer selects these options.
Amendment 451 #
2022/0365(COD)
Proposal for a regulation
Article 7 – paragraph 4
Article 7 – paragraph 4
4. Manufacturers shall issue the environmental vehicle passport (EVP) for each vehicle so that it is communicated at the point of sale together with the vehicle and deliver that passport to the purchaser of the vehicle together with the vehicle, extracting the relevant data from sources such as the certificate of conformity and the type-approval documentation. The manufacturer shall ensure that EVP data are available for display in the vehicle electronic systems and can be transmitted from on- to off- board.
Amendment 461 #
2022/0365(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Amendment 464 #
2022/0365(COD)
Proposal for a regulation
Article 8 – paragraph 2
Article 8 – paragraph 2
Amendment 474 #
2022/0365(COD)
Proposal for a regulation
Article 10 – paragraph 2 a (new)
Article 10 – paragraph 2 a (new)
2a. When performing tests, checks and inspections, national authorities and testing centres should update the environmental vehicle passport (EVP) with updated values for the information mentioned in Article 3 (71) of this Regulation.
Amendment 514 #
2022/0365(COD)
Proposal for a regulation
Article 10 – paragraph 6
Article 10 – paragraph 6
Amendment 522 #
2022/0365(COD)
Proposal for a regulation
Article 10 – paragraph 7
Article 10 – paragraph 7
Amendment 546 #
2022/0365(COD)
Proposal for a regulation
Article 12 – paragraph 1
Article 12 – paragraph 1
1. Economic operators and independent operators shall not tamper with the vehicle and its systems. Non- compliance or tampering shall result in significant financial penalties of 50% of the list price per vehicle.
Amendment 549 #
2022/0365(COD)
Proposal for a regulation
Article 13 – paragraph 1
Article 13 – paragraph 1
1. The Commission or third parties, in accordance with Article 9 and 13(10) of Regulation (EU) 2018/858, mayust perform in-service conformity and market surveillance checks set out in Tables 2, 4, 6, 8, and 10 of Annex V, to verify compliance of vehicles, components and separate technical units with this Regulation. .
Amendment 551 #
2022/0365(COD)
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. Manufacturers shallwill proactively make available the data required to perform such checks to the Commission and third parties in accordance with Articles 9(5) and 13(10) of Regulation (EU) 2018/858.
Amendment 552 #
2022/0365(COD)
Proposal for a regulation
Article 13 – paragraph 2 a (new)
Article 13 – paragraph 2 a (new)
2a. The Commission shall continuously monitor the situation at Union level with a view to identifying practices of circumvention and non- conformity, including by way of market surveillance or on the basis of any relevant source of information, such as submissions by, and reporting from, control agencies and civil society organizations. When violations in conformity are found, the Commission shall present a report to the European Parliament and to the Council and follow- up with a legislative proposal, if appropriate, to address and eliminate the risks to that non-conformity
Amendment 570 #
2022/0365(COD)
Proposal for a regulation
Article 14 – paragraph 3 – point h
Article 14 – paragraph 3 – point h
(h) tyre types in respect to tyre abrasion no later than July 2024;
Amendment 598 #
2022/0365(COD)
Proposal for a regulation
Article 14 – paragraph 4 – subparagraph 1 – point h
Article 14 – paragraph 4 – subparagraph 1 – point h
(h) the methods to measure tyre abrasion in order to monitor tyre abrasion rates no later than July 2024;
Amendment 604 #
2022/0365(COD)
Proposal for a regulation
Article 14 – paragraph 4 – subparagraph 1 – point n
Article 14 – paragraph 4 – subparagraph 1 – point n
Amendment 615 #
2022/0365(COD)
Proposal for a regulation
Article 14 – paragraph 4 – subparagraph 1 – point t
Article 14 – paragraph 4 – subparagraph 1 – point t
(t) methods to measure tyre abrasion no later than July 2024;
Amendment 642 #
2022/0365(COD)
Proposal for a regulation
Article 15 – paragraph 2 – point b
Article 15 – paragraph 2 – point b
(b) setting out abrasion limits for tyre types in Annex I referring to the work performed in the UN World Forum for Harmonisation of Vehicle Regulations (WP29) no later than July 2024;
Amendment 690 #
2022/0365(COD)
Proposal for a regulation
Annex I – Table 1
Annex I – Table 1
EURO 7 EMISSION LIMITS Euro 7 exhaust emission limits for M1, N1 vehicles with internal combustion engine Pollutant M1, N1 Only for N1 Emission Emission emissions vehicles vehicles budget for budget for with power all trips less all trips less to mass than 10 km than 10 km ratio1 less for M1, N1 only for N1 than 35 vehicles vehicles kW/t with power to mass ratio less than 35 35kW/t per km per km per trip per trip NOx in mg 6 20 75 30 6200 750 300 PM in mg 4.5 2 4.5 2 45 20 45 20 PN10 in # 6 1×1011 61×1011 61×1012 6 1×1012 CO in mg 5 400 630 00 54000 6300 6000 THC in mg 100 130 1000 1300 NMHC in 68 90 45 68340 900 450 mg NH3 in mg 2 10 2010 100 100 CH4 + N2O 20 25 200 20050 in mg ______________________ 1. Measured in accordance with paragraph 5.3.2. of UN/ECE Regulation No 85 in the case of ICEVs and PEVs, or, in all other cases, measured in accordance with one of the test procedures laid down in paragraph 6 of UN Global Technical Regulation 21
Amendment 695 #
2022/0365(COD)
Proposal for a regulation
Annex I – Table 2
Annex I – Table 2
Euro 7 exhaust emission limits for M2, M3, N2 and N3 vehicles with internal combustion engine and internal combustion engines used in those vehicles Pollutant Cold Hot Emission Optional emissions emissions2 emissions3 budget for idle all trips less emission than limits4 3*WHTC long per kWh per kWh per kWh per hour NOx in mg 350175 90 150 5000 PM in mg 12 8 8 10 PN10 in # 5x1011 2 1x1011 32x1011 CO in mg 31500 200 2700 1500 NMOG in mg 200150 50 75 NH3 in mg 65 65 70 CH4 in mg65 CH4 + N2O 500 410 350 500 660 in mg N2O in mg 160 10 60 140 HCHO in mg 30 30 ______________________ 2. Cold emissions refers to the 100th percentile of moving windows (MW) of 1 WHTC for vehicles, or WHTCcold for engines 3. Hot emission refers to the 90th percentile of moving windows (MW) of 1 WHTC for vehicles or WHTChot for engines 4. Applicable only if a system is not present that automatically shuts down the engine after 300 seconds of continuous idling operation (once the vehicle is stopped and brakes applied)
Amendment 703 #
2022/0365(COD)
Proposal for a regulation
Annex I – Table 4
Annex I – Table 4
Amendment 706 #
2022/0365(COD)
Proposal for a regulation
Annex I – Table 5
Annex I – Table 5
Euro 7 brake particle emission limits in applying from 1/1/2035 Emission limits in 3 1.5 mg/km per vehicle Brake particle emissions (PM10) Brake particle emissions (PN)
Amendment 711 #
2022/0365(COD)
Proposal for a regulation
Annex II – Table 1
Annex II – Table 1
Euro 7 Minimum performance requirements (MPR) for battery durability for M1 vehicles Battery energy Start of life to 5 Vehicles more Vehicles up to based MPR years or 100 000 than 5 years or additional km whichever 100 000 km, and lifetime* comes first up to whichever comes first of 810 years or 16240 000 km km OVC-HEV 805% 70% PEV 805% 70% Range based Start of life to 5 Vehicles more Vehicles up to MPR years or 100 000 than 5 years or additional km whichever 100 000 km, and lifetime* comes first up to whichever comes first of 810 years or 16240 000 km OVC-HEV PEV
Amendment 714 #
2022/0365(COD)
Proposal for a regulation
Annex II – Table 1 a (new)
Annex II – Table 1 a (new)
Amendment 716 #
2022/0365(COD)
Proposal for a regulation
Annex II – Table 2
Annex II – Table 2
Amendment 718 #
2022/0365(COD)
Proposal for a regulation
Annex II – Table 2 a (new)
Annex II – Table 2 a (new)
Amendment 722 #
2022/0365(COD)
Proposal for a regulation
Annex III – Table 1
Annex III – Table 1
Conditions for testing compliance of M1, N1 vehicles with exhaust emission limits with any market fuel and lubricant within the specifications issued by the manufacturer of the vehicle Parameter Normal driving Extended driving conditions conditions* Extended driving divider - - 1.6 (applies to measured emissions only during the time when one or more of the conditions set out in this column applies) Ambient temperature 0-7°C to 35°C -10°C to 0°C or 35°C to 45°C Maximum altitude 71600 m More than 700 m and below 1 800 m Maximum speed Up to 145 km/h Between 145 and 160 km/h Towing/aerodynamic Not allowed Allowed according to modifications manufacturer specifications and up to the regulated speed. Auxiliaries Possible as per normal - - use Maximum average wheel Lower than 20% of Higher than 20% of power during first 2 km maximum wheel power maximum wheel power after cold start Trip composition Any - - Minimum mileage 10 000 km Between 3 000 and 10 000 km ______________________ * The same emission strategy shall be used when a vehicle is run outside those conditions, unless there is a technical reason approved by the type approval authority.
Amendment 731 #
2022/0365(COD)
Proposal for a regulation
Annex IV – Table 1
Annex IV – Table 1
Amendment 734 #
2022/0365(COD)
Proposal for a regulation
Annex V – Table 1
Annex V – Table 1
Application of test requirements and declarations for M1, N1 vehicles for vehicle manufacturers Test requirements Tests and Tests at Tests at in-service requirements at conformity of conformity initial emission production type approval Gaseous pollutants and PN in Required Not required Optional12 road testing (RDE) demonstration test for all fuels for which the type approval is granted and declaration of compliance for all fuels, all payloads 1 The type-approval authority may request the test to be performed and all applicable vehicle types Gaseous pollutants, PM and Required where Required Required where PN in RDE cycles in the all pollutants all pollutants laboratory and CO2 cannot be cannot be emissions, fuel consumption measured on the measured on the (OBFCM), electric energy road road consumption and electric range (Battery Durability) (WLTP at 23 °C) CO2 ambient temperature Declaration6 Not required Optional6 correction (WLTP at 14°C) Crankcase emissions Declaration that Required Optional6 a closed crankcase system or routing to the tailpipe is installed 6 Required Required Optional6 Evaporative emissions SHED Required Required Optional6 test Refuelling emissions Required Not required Not required Emissions durability Declaration Not required Not required Battery durability Declaration Required Not required Not required Optional6 Laboratory test of low Required Not required Optional6 temperature for emissions and range On-board diagnostics Declaration Not required Optional6 On-board monitoring Declaration and Not required Required demonstration Engine power Required Not required Optional6 Anti-tampering, security and Declaration and Not required Not required cybersecurity documentation Adaptive controls (where Declaration and Not required Not required applicable) demonstration Geofencing technologies Declaration and Not required Not required (where applicable)2 The type-approval authority may request the test to be performed cybersecurity demonstrocumentation
Amendment 736 #
2022/0365(COD)
Proposal for a regulation
Annex V – Table 2
Annex V – Table 2
Application of test requirements and declarations for M1, N1 vehicles for Member States and recognised third parties/Commission Test Tests and Tests at Tests at in-service Tests at market requirements requirements conformit conformity surveillance) at initial y of emission production type approval Relevant Type Type Type Third Market Third actor approval approval approval parties and surveillanc parties and authority for authority authority Commissio e Commissio issuing the n authorities n type approval Gaseous Required Not Required Optional Required Optional pollutants demonstratio required for 5% and PN in n test for all of the road testing fuels for vehicle (RDE) which the types type approval approve is granted d per and year declaration of of compliance for all fuels, all payloads and all applicable vehicle types Gaseous Required Audits or Optional Optional Optional Optional pollutants, optional PM and PN testing in RDE cycles in the laboratory and CO2 emissions, fuel consumption (OBFCM), electric energy consumption and electric range (Battery Durability) (WLTP at 23 °C) CO2 ambient Declaration6 Not Optional Optional Required Optional temperature required correction (WLTP at 14°C) Crankcase Declaration Audits or Optional Optional Optional Optional emissions that a closed optional crankcase testing system or routing to the tailpipe is installed6 Evaporative Required Audits or Optional Optional Required Optional emissions optional SHED test testing Refuelling Required Not Optional Optional Required Optional emissions required Emissions Declaration Not Required Optional Required Optional durability required Battery Declaration Not Required Optional Required Optional durability required Laboratory Required Not Optional Optional Required Optional test of Low required temperature for emissions + range On-board Declaration Not Optional Optional Required Optional diagnostics required On-board Demonstratio Not Required Optional Required Optional monitoring n required +Declaration Engine Required Not Optional Optional Optional Optional Optional power required Anti- Declaration Not Not Not Required Optional tampering, and required required required security and documentatio cybersecurit n y Adaptive Declaration Not Not Not Optional Optional controls required required required (where applicable) Geofencing Declaration Not Not Not Required Optional technologies and required required required (where demonstratio applicable) n
Amendment 738 #
2022/0365(COD)
Proposal for a regulation
Annex V – Table 3
Annex V – Table 3
Amendment 740 #
2022/0365(COD)
Proposal for a regulation
Annex V – Table 4
Annex V – Table 4
Amendment 743 #
2022/0365(COD)
Proposal for a regulation
Annex V – Table 7
Annex V – Table 7
Amendment 744 #
2022/0365(COD)
Proposal for a regulation
Annex V – Table 8
Annex V – Table 8
Application of test requirements and declarations for type-approval of pollution control systems for Member States and recognised third parties/Commission Test Tests and Tests at Tests at in-service Tests at market requirements requirements conformity of conformity surveillance at initial production emission type approval Relevant actor Type Type Type Third Market Third approval approval approval partie surveillanc parties and authority for authority authority s and e Commission issuing the Comm authorities type approval ission Demonstration Required Optional Optional/ Optional/O of performance Optional ptional and durability with aged parts Durability DeclarationRequired Not required Optional/ Required/O requirement Optional ptional check in real life (RDE test with aged vehicles)
Amendment 745 #
2022/0365(COD)
Proposal for a regulation
Annex V – Table 10
Annex V – Table 10
Application of test requirements for type-approval of brake systems for Member States and recognised third parties/Commission Test Tests and Tests at Tests at in-service Tests at market surveillance requireme requireme conformi conformity nts nts at ty of initial producti emission on type approval Relevant Type Type Type approval Third Market Third parties actor approval approval authority parties surveillance and authority authority and authorities Commission for issuing Commissi the type on approval Brake Required Audit or Required/Opti Optional Required Optional/Opti system optional onal onal emissions testing test in WLTP brake cycle
Amendment 210 #
2022/0066(COD)
Proposal for a directive
Recital 2
Recital 2
(2) Equality between women and men and non-discrimination are core values of the Union and fundamental rights enshrined, respectively, in Article 2 of the Treaty on European Union and in Articles 21 and 23 of the Charter of Fundamental Rights of the European Union (the ‘Charter’). Violence against women and domestic violence endanger these very principles, undermining women and girls’ rights to equality in all areas of life and preventing the full advancement of women, girls and our societies as a whole.
Amendment 226 #
2022/0066(COD)
Proposal for a directive
Recital 4
Recital 4
(4) This Directive should apply to criminal conduct which amounts to violence against women or domestic violence, as criminalised under Union or national law. This includes the criminal offences defined in this Directive, namely rape, female genital mutilation, the non- consensual sharing of intimate or manipulated material, cyber stalking, cyber harassment, cyber incitement to violence or hatred and criminal conduct covered by other Union instruments, in particular Directives 2011/36/EU36 and 2011/93/EU37 of the European Parliament and of the Council, which define criminal offences concerning the sexual exploitation of children and trafficking of human beings for the purpose of sexual exploitation. Lastly, certain criminal offences under national law fall under the definition of violence against women. This includes crimes such as femicide, sexual harassment, sexual abuse, stalking, early and forced marriage, forced abortion, forced sterilisation and different forms of cyber violence, such as online sexual harassment, cyber bullying or the unsolicited receipt of sexually explicit material. Domestic violence is a form of violence which may be specifically criminalised under national law or covered by criminal offences which are committed within the family or domestic unit or between former or current spouses or partners irrespective of whether they shared housing or not. _________________ 36 Directive 2011/36/EU of the European Parliament and of the Council of 5 April 2011 on preventing and combating trafficking in human beings and protecting its victims, OJ L 101, 15.4.2011, p. 1–11. 37 Directive 2011/93/EU of the European Parliament and of the Council of 13 December 2011 on combating the sexual abuse and sexual exploitation of children and child pornography, and replacing Council Framework Decision 2004/68/JHA, OJ L 335, 17.12.2011, p. 1– 14.
Amendment 249 #
2022/0066(COD)
Proposal for a directive
Recital 6
Recital 6
(6) Due to their vulnerability, children who witness violence against women or domestic violence suffer a direct emotional harm, which impacts their development. Therefore, such children should be considered victims and benefit from targeted and specialised protection measures.
Amendment 261 #
2022/0066(COD)
Proposal for a directive
Recital 7
Recital 7
(7) Violence against women is a violation of human rights, a major public health problem and is a persisting manifestation of structural discrimination against women, resulting from historically unequal power relations between women and men. It is a form of gender-based violence, which is inflicted primarily on women and girls, by men. It is rooted in the socially constructed roles, behaviours, activities and attributes that a given society considers appropriate for women and men, generally referred to under the term ‘gender’.
Amendment 274 #
2022/0066(COD)
Proposal for a directive
Recital 9
Recital 9
(9) In light of the specificities related to these types of crime it is necessary to lay down a comprehensive set of rules, which addresses the persisting problem of violence against women and domestic violence in a targeted manner and caters to the specific needs of victims of such violence. The existing provisions at Union and national levels have proven to be insufficient to effectively combat and prevent violence against women and domestic violence. In particular, Directives 2011/36/EU and 2011/93/EU concentrate on specific forms of such violence, while Directive 2012/29/EU of the European Parliament and of the Council38 lays down the general framework for victims of crime. While providing some safeguards for victims of violence against women and domestic violence, it is not set out to address their specific needs. The persisting gravity of the problem of violence against women and domestic violence in the Union, clearly shown by the fact that the existing provisions have proven to be insufficient and exacerbated by the lack of mechanisms with which the full implementation of current provisions would be advanced in combination with the specificities of those crimes, justifies treating victims of violence against women and domestic violence differently in comparison to victims of other crimes in the Union and justifies the specific measures introduced by this Directive. _________________ 38 Directive 2012/29/EU of the European Parliament and of the Council of 25 October 2012 establishing minimum standards on the rights, support and protection of victims of crime, and replacing Council Framework Decision 2001/220/JHA (OJ L 315, 14.11.2012, p. 57).
Amendment 302 #
2022/0066(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Victims of violence against women and domestic violence are at an increased risk of intimidation, retaliation, secondary and repeat victimisation. Particular attention should thus be paid to these risks and to the need to protect the dignity and physical integrity of such victims. Highlights that most of the time (67 %) the victim of sexual violence has had some previous acquaintance relation with the perpetrator and therefore, robust victim protection is needed in order to prevent further attacks6a. _________________ 6a https://fra.europa.eu/sites/default/files/fra _uploads/fra-2014-vaw-survey-main- results-apr14_en.pdf page 49
Amendment 325 #
2022/0066(COD)
Proposal for a directive
Recital 14
Recital 14
(14) Rape should explicitly include all types of sexual penetration, with any bodily part or object. The lack of consent should be a central and constitutive element of the definition of rape, given that frequently no physical violence or use of force is involved in its perpetration. Initial consent should be withdrawable at any given time during the act, in line with the sexual autonomy of the victim, and should not automatically imply consent for future acts. Non-consensual sexual penetration should constitute rape evenincluding where committed against a spouse or intimate partner.
Amendment 377 #
2022/0066(COD)
Proposal for a directive
Recital 19
Recital 19
(19) Especially due to its tendency for easy, swift and broad distribution and perpetration, as well as its intimate nature, the non-consensual producing and/or making accessible of intimate images or videos and material that depict sexual activities, to a multitude ofother end-users, by means of information and communication technologies, can be very harmful for the victims. The offence provided for in this Directive should cover all types of such material, such as images, photographs and videos, including sexualized images, audio clips and video clips. It should relate to situations where the producing and/or making accessible of the material to a multitude ofother end-users, through information and communication technologies, occurs without the victim’s consent, irrespective of whether the victim consented to the generation of such material or may have transmitted it to a particular person. The offence should also include the non- consensual production or manipulation, for instance by image editing, of material that imitates intimate images or that makes it appear as though another person is engaged in sexual activities, insofar as the material is subsequently made accessible to a multitude ofother end-users, through information and communication technologies, without the consent of that person. Such production or manipulation should include the fabrication of ‘deepfakes’, where the material appreciably resembles an existing person, objects, places or other entities or events, depicting sexual activities of another person, and would falsely appear to others to be authentic or truthful. In the interest of effectively protecting victims of such conduct, threatening to engage in such conduct should be covered as well.
Amendment 401 #
2022/0066(COD)
Proposal for a directive
Recital 24
Recital 24
(24) Victims should be able to report crimes of violence against women or domestic violence easily without being subject to secondary or repeat victimisation. To this end, Member States should also provide the possibility to submit complaints online or through other information and communication technologies for the reporting of such crimes. Victims of cyber violence, next to in-person reporting. Reporting should facilitate victims in all their diversity, including, inter alia, ensuring disability access, easy and accessible routes for those who live in remote areas, access to those experiencing restrictions to electronic communication services, and providing support services to assist those who cannot read and persons in institutions. Victims should be able to upload materials relating to their report, such as screenshots of the alleged violent behaviour.
Amendment 408 #
2022/0066(COD)
Proposal for a directive
Recital 25
Recital 25
(25) In the case of domestic violence and violence against women, especially when committed by close family members or intimate partners, victims may be under such duress by the offender that they fear to reach out to the competent authorities, even if their lives are in danger. Therefore, Member States should ensure their confidentiality rules do not constitute an obstacle for relevant professionals, such as healthcare professionals, to report to the competent authorities, where they have reasonable grounds to believe that the life of the victim is at an imminent risk of serious physical harm. Such third party reporting is justified as a targeted measure for violence against women and domestic violence because such cases often occur in close relationships or family circumstances and may not be regarded as criminal acts and therefore not reported by those who experience or directly witness them. Similarly, instances of domestic violence or violence against women affecting children are often only intercepted by third parties noticing irregular behaviour or physical harm to the child. Children need to be effectively protected from such forms of violence and adequate measures promptly taken. Therefore, relevant professionals coming in contact with child victims or potential child victims, including healthcare or education professionals, should equally not be constrained by confidentiality where they have reasonable grounds to believe that serious acts of violence under this Directive have been committed against the child or further serious acts are to be expected. Where professionals report such instances of violence, Member States should ensure that they are not held liable for breach of confidentiality.
Amendment 445 #
2022/0066(COD)
Proposal for a directive
Recital 32
Recital 32
(32) Victims of violence against women and domestic violence are often in need of specific support. To ensure they effectively receive offers of support, the competent authorities should refer victims to appropriate support services. This should in particular be the case where an individual assessment has found particular support needs of the victim. In that case, support services should be able to reach out to the victim even without the victim’s consent, taking into consideration victim’s needs and preventing any further or secondary victimisation. The first agency the victim contact shall inform them about further support agencies, which could provide support tailored to their need. For the processing of related personal data by competent authorities, Member States should ensure that it is based on law, in accordance with Article 6(1)(c) read in conjunction with Article (6)(2) and (3) of Regulation (EU) 2016/679 of the European Parliament and of the Council41 . Such laws should include appropriate personal data safeguards that respect the essence of the right to data protection and provide for suitable and specific measures to safeguard the fundamental rights and the interests of the individuals. Where competent authorities transfer victims’ personal data to support services for victims’ referral, they should ensure that the data transferred is limited to what is necessary to inform the services of the circumstances of the case, so that victims receive appropriate support and protection. _________________ 41 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) (Text with EEA relevance), (OJ L 119, 4.5.2016, p. 1–88).
Amendment 466 #
2022/0066(COD)
Proposal for a directive
Recital 36 a (new)
Recital 36 a (new)
Amendment 476 #
2022/0066(COD)
Proposal for a directive
Recital 38
Recital 38
(38) Given the complexities and gravity of offences of violence against women and domestic violence and specific support needs of victims, Member States should ensure additional support and prevention of such offences is provided by designated bodies. Given their expertise in matters of discrimination on grounds of sex, national equality bodies, set up in accordance with Directives 2004/113/EC42 , 2006/54/EC43 and 2010/41/EU44 of the European Parliament and of the Council, are well placed to fulfil these tasks. Such bodies should in addition have legal standing to act on behalf or in support of victims of all forms of violence against women or domestic violence in judicial proceedings, including for the application for compensation and removal of online illegal content and securing of evidence, with the victims’ approval. This should include the possibility of acting on behalf or in support of several victims together. To enable these bodies to effectively carry out their tasks, Member States should ensure that they are provided with sufficient human and financial resources. _________________ 42 Council Directive 2004/113/EC of 13 December 2004 implementing the principle of equal treatment between men and women in the access to and supply of goods and services, (OJ L 373, 21.12.2004, p. 37). 43 Directive 2006/54/EC of the European Parliament and of the Council of 5 July 2006 on the implementation of the principle of equal opportunities and equal treatment of men and women in matters of employment and occupation (recast), (OJ L204, 26.7.2006, p. 23). 44 Directive 2010/41/EU of the European Parliament and of the Council of 7 July 2010 on the application of the principle of equal treatment between men and women engaged in an activity in a self-employed capacity and repealing Council Directive 86/613/EEC, (OJ L 180, 15.7.2010, p. 1).
Amendment 494 #
2022/0066(COD)
Proposal for a directive
Recital 45
Recital 45
(45) Assistance and support to victims of violence against women and domestic violence should be made available and provided before, during and for an appropriate period after the criminal proceedings have ended, for example where medical treatment is still needed to address the severe physical or psychological consequences of the violence, or if the victim’s safety is at risk in particular due to the statements made by the victim in those proceedings. Assistance and support shall be available to victims regardless of whether criminal proceedings have been initiated.
Amendment 534 #
2022/0066(COD)
Proposal for a directive
Recital 50
Recital 50
(50) The traumatic nature of sexual violence, including rape, requires a particularly sensitive response by trained and specialised staff. Victims of this type of violence need immediate medical care, comprehensive and long-lasting medical care, including sexual and reproductive healthcare as part of the clinical management of rape, emergency contraception, post-exposure prophylaxis and safe and legal abortion care and services, STI treatments and trauma support combined with immediate forensic examinations to collect the evidence needed for prosecution. Forensic examination shall be conducted as soon as the victim’s situation allows it, taking into account their trauma and mental health. Rape crisis centres or sexual violence referral centres should be available in sufficient numbers and adequately spread over the territory of each Member State. Similarly, victims of female genital mutilation, who are often girls, typically are in need of targeted support. Therefore, Member States should ensure they provide dedicated support tailored to these victims.
Amendment 552 #
2022/0066(COD)
Proposal for a directive
Recital 52
Recital 52
(52) Member States should ensure that national helplines are operated under the EU-harmonised number [116016] and this number is widely advertised as a public number, free of charge and available round-the-clock. The helplines should be accessible to victims with disabilities and provide easy to understand information, including in different languages. The support provided should include crisis counselling and should be able to refer to face-to-face services, such as shelters, counselling centres or the police.
Amendment 562 #
2022/0066(COD)
Proposal for a directive
Recital 53
Recital 53
(53) Shelters play a vital role in protecting victims from acts of violence. Beyond providing a safe place to stay, shelters should provide the necessary support concerning interlocking problems related to victims’ health, financial situationincluding mental health, financial situation, basic legal advice and the well-being of their children, ultimately preparing victims for an autonomous life.
Amendment 588 #
2022/0066(COD)
Proposal for a directive
Recital 56
Recital 56
(56) Victims with specific needs and groups at risk of violence against women or domestic violence, such as women in precarious socio-economic situations including from low and middle income countries and regions, women with disabilities, women with dependant residence status or permit, undocumented migrant women, women applicants for international protection, women fleeing armed conflict, women affected by homelessness, with a minority racial or ethnic background, living in rural areas, women sex workers, detainees, or older women, should receive specific protection and support.
Amendment 608 #
2022/0066(COD)
Proposal for a directive
Recital 58
Recital 58
(58) Member States should ensure that preventive measures, such as awareness- raising campaigns, are taken to counter violence against women and domestic violence. Prevention should also take place in formal education, in particular, through strengthening sexuality and relationships education and socio-emotional competencies, empathy and developing healthy and respectful relationships.
Amendment 617 #
2022/0066(COD)
Proposal for a directive
Recital 59 a (new)
Recital 59 a (new)
Amendment 627 #
2022/0066(COD)
Proposal for a directive
Recital 61
Recital 61
(61) In order to counteract underreporting and prevent secondary victimisation, Member States should also liaise with law enforcement authorities in the development of trainings in particular regarding harmful gender stereotypes, but also in the prevention of offences, given their typical close contact with groups at risk of violence and victims and should involve specialist services and civil society organisations in law enforcement training, especially to target harmful stereotypes and misconceptions about sexual and domestic violence.
Amendment 650 #
2022/0066(COD)
Proposal for a directive
Recital 64
Recital 64
(64) Policies to adequately tackle violence against women and domestic violence can only be formulated on the basis of comprehensive and comparable disaggregated data. In order to effectively monitor developments in the Member States and fill the gaps of comparable data, Member States should regularlyno less than every two years conduct surveys using the harmonised methodology of the Commission (Eurostat) to gather data and transmit these data to the Commission (Eurostat).
Amendment 675 #
2022/0066(COD)
Proposal for a directive
Article 1 – paragraph 1 – point c a (new)
Article 1 – paragraph 1 – point c a (new)
(ca) prevention of violence against women and domestic or intimate violence
Amendment 715 #
2022/0066(COD)
(b) “domestic violence” means all acts of violence or coercive control that result in, or are likely to result in, physical, sexual, psychological, social or economic harm or suffering, that occur within the family or domestic unit, irrespective of biological or legal family ties, or between former or current spouses or partners, whether or not the offender shares or has shared a residence with the victim;
Amendment 744 #
2022/0066(COD)
Proposal for a directive
Article 4 – paragraph 1 – point h
Article 4 – paragraph 1 – point h
Amendment 750 #
2022/0066(COD)
Proposal for a directive
Article 4 – paragraph 1 – point j a (new)
Article 4 – paragraph 1 – point j a (new)
(ja) "secondary victimisation" occurs when the victim suffers further harm not as a direct result of the criminal act but due to the manner in which institutions and other individuals deal with the victim.
Amendment 816 #
2022/0066(COD)
Proposal for a directive
Article 7 – title
Article 7 – title
7 Non-consensual sharing and producing of intimate or manipulated material
Amendment 829 #
2022/0066(COD)
Proposal for a directive
Article 7 – paragraph 1 – point a a (new)
Article 7 – paragraph 1 – point a a (new)
(a a) production of intimate images without the consent of the depicted person;
Amendment 840 #
2022/0066(COD)
Proposal for a directive
Article 7 – paragraph 1 – point c
Article 7 – paragraph 1 – point c
(c) threatening to engage in the conduct referred to in points (a) and (b) in order to coerce another person to do, acquiesce or refrain from a certain act.
Amendment 861 #
2022/0066(COD)
Proposal for a directive
Article 8 – paragraph 1 – point c a (new)
Article 8 – paragraph 1 – point c a (new)
(c a) committing any other act by means of communication and information technologies that may cause psychological harm or financial damages to the victim.
Amendment 873 #
2022/0066(COD)
Proposal for a directive
Article 9 – paragraph 1 – point a
Article 9 – paragraph 1 – point a
(a) initiating an attack with third partiesor participating in an attack directed at another person, by making threatening or insulting material accessible to a multitude ofother end-users, by means of information and communication technologies, with the effect of causing significant psychological harm to the attacked person;
Amendment 878 #
2022/0066(COD)
Proposal for a directive
Article 9 – paragraph 1 – point b a (new)
Article 9 – paragraph 1 – point b a (new)
(b a) the sending of unsolicited pornographic and/or intimate material by means of information and communication technologies;
Amendment 942 #
2022/0066(COD)
Proposal for a directive
Article 13 – paragraph 1 – point i a (new)
Article 13 – paragraph 1 – point i a (new)
(i a) the offence has led the victim to experience secondary victimisation;
Amendment 967 #
2022/0066(COD)
Proposal for a directive
Article 15 – paragraph 2
Article 15 – paragraph 2
2. Member States shall take the necessary measures to provide for a limitation period for criminal offences referred to in Articles 5 and 6 of at least 20 years from the time when the offence was committed.
Amendment 969 #
2022/0066(COD)
Proposal for a directive
Article 15 – paragraph 3
Article 15 – paragraph 3
Amendment 1008 #
2022/0066(COD)
Proposal for a directive
Article 16 – paragraph 3 a (new)
Article 16 – paragraph 3 a (new)
Amendment 1114 #
2022/0066(COD)
Proposal for a directive
Article 20 – paragraph 2
Article 20 – paragraph 2
2. The competent authorities shall respond to requests for protection and support, in a timcluding medical care, without delay and in a coordinated manner.
Amendment 1142 #
2022/0066(COD)
Proposal for a directive
Article 21 – paragraph 3
Article 21 – paragraph 3
3. Member States shall ensure that the competent authorities inform victims of the possibility to apply for emergency barring and restraining or protection orders, as well as the possibility to seek cross-border recognition of protection orders pursuant to Directive 2011/99/EU or Regulation (EU) No 606/2013. Member States shall ensure the use of electronic monitoring to secure the enforcement of emergency barring, restraining and protection orders, especially in cases where the offender faces suspended sentence, interim measures or any other similar measure ordered by the competent authorities while the offender awaits the final decision of the court on the charges brought against them.
Amendment 1150 #
2022/0066(COD)
Proposal for a directive
Article 22 – paragraph 1
Article 22 – paragraph 1
Without prejudice to the rights of defence, Member States shall ensure that, in criminal investigations and court proceedings, questions, enquiries and evidence concerning past sexual and relationships history and conduct of the victim or other aspects of the victim’s private life related thereto including, where relevant, medical records and notes from counselling or therapy sessions, are not permitted.
Amendment 1229 #
2022/0066(COD)
Proposal for a directive
Article 26 – paragraph 1
Article 26 – paragraph 1
1. Member States shall ensure that victims and, if applicable, their dependents have the right to claim full compensation from offenders for damages resulting from all forms of violence against women or domestic violence.
Amendment 1238 #
2022/0066(COD)
Proposal for a directive
Article 26 – paragraph 5 – subparagraph 1
Article 26 – paragraph 5 – subparagraph 1
The limitation period for bringing a claim for compensation shall be no less than 5 years from the time the offence has taken placebeen reported to the authorities.
Amendment 1240 #
2022/0066(COD)
Proposal for a directive
Article 26 – paragraph 5 – subparagraph 2
Article 26 – paragraph 5 – subparagraph 2
In cases of sexual violence and female genital mutilation, the limitation period shall be no less than 120 years.
Amendment 1254 #
2022/0066(COD)
Proposal for a directive
Article 27 – paragraph 1 – point a
Article 27 – paragraph 1 – point a
(a) immediate gender-sensitive support, advice and information on any relevant legal or practical matters arising as a result of the crime, including on access to housing, education, training and assistance to remain in or find employment;
Amendment 1262 #
2022/0066(COD)
Proposal for a directive
Article 27 – paragraph 1 – point b
Article 27 – paragraph 1 – point b
(b) referrals to medical care, including sexual and reproductive healthcare, rape crisis centres, sexual violence referral centres and forensic examinations; ;
Amendment 1268 #
2022/0066(COD)
Proposal for a directive
Article 27 – paragraph 1 – point c
Article 27 – paragraph 1 – point c
(c) support to victims of cyber violence, including psychological support, advice on judicial remedies and, remedies to remove online content related to the crime and securing of evidence.
Amendment 1282 #
2022/0066(COD)
Proposal for a directive
Article 27 – paragraph 2 a (new)
Article 27 – paragraph 2 a (new)
2a. If the offence involves, directly or indirectly, the holder of parental responsibility, Member States should ensure that access to specialist support is not conditional upon this person's consent.
Amendment 1313 #
2022/0066(COD)
Proposal for a directive
Article 28 – paragraph 1
Article 28 – paragraph 1
1. Member States shall provide for appropriately equipped, easily accessible rape crisis or sexual violence referral centres to ensure effective support to victims of sexual violence, including assisting in the preservation and documentation of evidence. These centres shall provide for medical care and forensic examinations, timely referral to other medical care, including sexual and reproductive healthcare as part of the clinical management of rape, trauma support and psychological counselling, after the offence has been perpetrated and for as long as necessary thereafter. Where the victim is a child, such services shall be provided in a child-friendly manner.
Amendment 1316 #
2022/0066(COD)
Proposal for a directive
Article 28 – paragraph 1 a (new)
Article 28 – paragraph 1 a (new)
1a. Member States shall guarantee that victims of sexual violence have timely access to comprehensive healthcare services, including sexual and reproductive healthcare, safe and legal abortion care, emergency contraception, and screening and post-exposure prophylaxis for sexually transmitted infections as well as other related and relevant medical procedures.
Amendment 1342 #
2022/0066(COD)
Proposal for a directive
Article 30 – title
Article 30 – title
30 Specialist support for victims of sexual harassment at, cyber violence and third-party violence in the world of work
Amendment 1346 #
2022/0066(COD)
Proposal for a directive
Article 30 – paragraph 1
Article 30 – paragraph 1
1. Member States shall ensure, in consultation with the social partners, take measures to ensure that external counselling services and legal service are available for victims and employers in cases of sexual harassment at work or cyber violence and harassment at work. These services shall include advice on adequately addressing such instances at the workplace, on legal remedies available to the employer to remove the offender from the workplace and providing the possibility of early conciliation, if the victim so wishes. pending the outcome of dismissal procedure. The possibility of early conciliation should be available only if the victim so wishes. The costs of such counselling services and legal services shall be covered by the Member State or by the employer. 2. Member States shall ensure that victims of sexual harassment at work or cyber violence and harassment at work including victims of domestic violence shall be entitled to paid leave in order to attend counselling services and to paid leave of appropriate duration. Workers shall have the right to receive support and representation from their trade union, and to have access to information on available remedies and access to legal remedies. Trade union representatives shall be able to support workers in any relevant proceedings. 3. Member States shall ensure that employers take appropriate measures to prevent and address instances of sexual harassment, cyber violence and third- party violence at work. Employers must be prevented from direct and indirect discrimination of workers on the basis they have sought to vindicate their rights under this Directive, taken a claim, or being proved to be a victim of sexual harassment, domestic violence, cyber violence, and / or exposed to non- consensual sharing of intimate or manipulated material. 4. Member States shall ensure that undertakings (or group of undertakings) take, in consultation with trade unions and workers’ representatives, appropriate measures to prevent and address instances of sexual harassment, cyber violence and third-party violence at work, to provide a safe working environment and to support victims, within their own operations, the operations of their subsidiaries and third party operations with whom the undertaking or group of undertakings or its subsidiaries have entered into a license agreement or franchise agreement. 5. Undertakings or group of undertakings establish, where applicable through collective bargaining with trade unions, training programmes and policies to prevent and tackle sexual harassment, cyber violence and third-party violence at work and shall provide accessible and effective complaint mechanisms for victims. 6. Undertakings or group of undertakings shall apply the policy, training programme and complain mechanisms referred to in paragraph 5 to all workers employed throughout their own operations, the operations of their subsidiaries, and third party operations with whom the undertaking or group of undertakings or its subsidiaries have entered into a license agreement or franchise agreement. 7. Member States shall ensure that undertakings (or group of undertakings) provide public, adequate and transparent reporting concerning prevention and corrective measures, the number of complaints received and their treatment.
Amendment 1353 #
2022/0066(COD)
Proposal for a directive
Article 30 a (new)
Article 30 a (new)
Article 30a Domestic violence safe-leave 1. Member States shall take the necessary measures to ensure that each worker affected by domestic violence has an individual right to safe-leave of up to 10 days that is to be taken in any period of 12 consecutive months, in order to attend to ongoing matters arising due to domestic violence, to be specified by each Member State or by collective agreement. The domestic violence safe leave shall be a paid leave. 2. The right to domestic violence safety leave shall be granted irrespective of the worker's marital or family status, as defined by national law. Member States shall ensure that the domestic violence safety leave will be distinct from other leave entitlements. 3. One person with close ties to the victim, such as a relative or household member, and who is closely supporting the victim, shall be entitled to minimum 3 days of paid domestic violence leave each year.
Amendment 1387 #
2022/0066(COD)
Proposal for a directive
Article 32 – paragraph 3 a (new)
Article 32 – paragraph 3 a (new)
3a. The shelters and other appropriate interim accommodations shall be equipped to accommodate companion animals, or provide adequate and appropriate alternative accommodations.
Amendment 1396 #
2022/0066(COD)
Proposal for a directive
Article 33 – paragraph 1
Article 33 – paragraph 1
1. Member States shall ensure that children are provided specific adequate support as soon as the competent authorities have reasonable grounds to believe that the children might have been subject to, including having witnessed, violence against women or domestic violence. Support to children shall be specialised and age-appropriate, respecting the best interests of the child, and shall not require the prior consent of the holder of parental responsibility accused of the violence.
Amendment 1404 #
2022/0066(COD)
Proposal for a directive
Article 33 – paragraph 3
Article 33 – paragraph 3
3. Where it is necessary to provide for interim accommodation, children shall as a priority be placed together with other family members, in particular with awith the non- violent parent in permanent or temporary housing, equipped with support services. Placement in shelters shall be a last resort.
Amendment 1416 #
2022/0066(COD)
Proposal for a directive
Article 34 – paragraph 1
Article 34 – paragraph 1
1 Member States shall establish and maintain safe places which allow a safe contact between a child and a holder of parental responsibilities who is an offender or suspect of violence against women or domestic violence, to the extent that the latter has rights of access. Member States shall ensure supervision by trained professionals, as appropriate, and in the best interests of thetake the necessary legislative or other measures to ensure that, in the determination of custody and visitation rights of children, incidents of violence covered by the scope of this Directive are taken into account. 2 Member States shall take the necessary legislative or other measures to ensure that the exercise of any visitation or custody rights does not jeopardise the rights and safety of the victim or child. ren.
Amendment 1487 #
2022/0066(COD)
Proposal for a directive
Article 36 – paragraph 5 a (new)
Article 36 – paragraph 5 a (new)
5a. Member States shall promote and support research aimed at better understanding the root causes of gender based violence, including all forms of violence against women. This shall include qualitative and quantitative research with both experiences of victims and offenders as research subjects.
Amendment 5 #
2022/0036(COD)
Proposal for a directive
Recital 7 a (new)
Recital 7 a (new)
(7 a) The upskilling and reskilling of workers in the shipbuilding and maritime technology sector remains vital, in particular in relation to green and digital skills. The EUP act for Skills for the sector should ensure that stakeholders, including employers, trade unions, universities and vocational training providers, can prepare the workforce for the technological changes of the future including safety, training and protecting measures for workers using new ro-ro passengers ships.
Amendment 6 #
2022/0036(COD)
Proposal for a directive
Recital 7 b (new)
Recital 7 b (new)
(7 b) EMSA should continue its inspection with Member States and report to the Commission to continue assess the needs of this directive.
Amendment 9 #
2022/0036(COD)
Proposal for a directive
Recital 8
Recital 8
(8) In order to enable the Commission to evaluate and report to the European Parliament and the Council on the implementation of this Directive by [OP : Please insert a date: tenfive years from the entry into force of this amending Directive], Member States should provide data on every new ro-ro passenger ship that is certified after [OP: Please insert a date: one year from the entry into force of this amending Directive] for regular service in compliance with the stability requirements contained in this Directive according to the structure set out in the Annex.
Amendment 15 #
2022/0036(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 2003/25/EC
Article 3 – paragraph 2
Article 3 – paragraph 2
2. Each Member State, in its capacity as Port State, shall ensure that all ro-ro passenger ships flying the flag of a State which is not a Member State comply fully with the requirements of this Directive before they may be engaged on voyages in regular service from or to ports of that Member State in accordance with Directive 2017/2110/EC of the European Parliament and of the Council20 .;. Member States authorities, under the supervision of EMSA, shall regularly check the overall safety of ro-ro passenger ships. If safety insufficiency is established, the ship shall not leave the port, until the appropriate maintenance repairs have been performed. _________________ 20 Directive (EU) 2017/2110 of the European Parliament and of the Council of 15 November 2017 on a system of inspections for the safe operation of ro-ro passenger ships and high-speed passenger craft in regular service and amending Directive 2009/16/EC and repealing Council Directive 1999/35/EC (OJ L 315, 30.11.2017, p. 61).
Amendment 18 #
2022/0036(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/25/EC
Article 6 – paragraph 1 a (new)
Article 6 – paragraph 1 a (new)
1 a. New ro-ro passenger ships shall also comply with specific safety requirements for the safe loading, unloading as well as safe and secure storage of bicycles carried by passengers. The Commission shall adopt delegated act on these requirements in accordance with Article 11 no later than 3 years after the entry into force of this Directive.
Amendment 24 #
2022/0036(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Directive 2003/25/EC
Article 13a – paragraph 1
Article 13a – paragraph 1
The Commission shall evaluate the implementation of this Directive and submit the results of the evaluation to the European Parliament and the Council by [OP: Please insert a date: tenfive years from the date of entry into force of this amending Directive]. Information based on the notifications referred to in Article 6(2) shall be made available in anonymised form. ;
Amendment 2 #
2021/2253(INI)
Motion for a resolution
Citation 2 a (new)
Citation 2 a (new)
— having regard to Article 8 of the TFEU enshrining the EU’s aim to eliminate by all its activities inequalities and promote equality between women and men which translates into gender mainstreaming,
Amendment 38 #
2021/2253(INI)
Motion for a resolution
Citation 17 a (new)
Citation 17 a (new)
— having regard to Directive 2000/43/EC of the Council of 29 June 2000 implementing the principle of equal treatment between persons irrespective of racial or ethnic origin,
Amendment 40 #
2021/2253(INI)
Motion for a resolution
Citation 19 a (new)
Citation 19 a (new)
— having regard to the Commission’s Communication A Union of Equality: Gender Equality Strategy 2020-2025 (COM(2020) 152 final), of 5 March 2020,
Amendment 45 #
2021/2253(INI)
Motion for a resolution
Citation 22 a (new)
Citation 22 a (new)
— having regard to the Commission proposal of 28 October 2020 for a directive of the European Parliament and of the Council on adequate minimum wages in the European Union (COM(2020)682),
Amendment 54 #
2021/2253(INI)
Motion for a resolution
Citation 24 a (new)
Citation 24 a (new)
— having regard to the EPSCO Council conclusions ST/8884-21 of 14 June 2021 on the Socio-Economic Impact of Covid-19 on Gender Equality,
Amendment 57 #
2021/2253(INI)
Motion for a resolution
Citation 24 b (new)
Citation 24 b (new)
— having regard to the European Economic and Social Committee (EESC) Opinion SOC/535- EESC- 2016 of 21 September 2012 The rights of live-in care workers,
Amendment 65 #
2021/2253(INI)
Motion for a resolution
Citation 34 a (new)
Citation 34 a (new)
— having regard to the ETUI/EPSU report on Pay transparency and role of gender-neutral job evaluation and job classification in the public services,
Amendment 85 #
2021/2253(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas people are inherently interdependent as they all rely on care to different degrees depending on age, social status, physical endowment and personal background;
Amendment 108 #
2021/2253(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas the large majority of care givers, formal and informal, are women; whereas caring for others, both paid and unpaid, heavily impacts women’s participation in all areas of life;
Amendment 133 #
2021/2253(INI)
Motion for a resolution
Recital C
Recital C
C. whereas thestereotypes surrounding women being better care givers as well as stigma surrounding interdependence and the need for care and support intersects with other grounds of discrimination;
Amendment 142 #
2021/2253(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas the “male breadwinner – female carer“ model continues to shape access to social rights, including pensions, hence impacting negatively on women’s economic independence throughout the life-cycle;
Amendment 145 #
2021/2253(INI)
Motion for a resolution
Recital C b (new)
Recital C b (new)
Cb. whereas, in 2018, one-third of employed women were working part time in the EU, nearly four times the rate for men; whereas the unequal distribution of unpaid and invisible care responsibilities is a major factor contributing to this discrepancy;
Amendment 146 #
2021/2253(INI)
Motion for a resolution
Recital C c (new)
Recital C c (new)
Amendment 147 #
2021/2253(INI)
Motion for a resolution
Recital C d (new)
Recital C d (new)
Cd. whereas care migration can be defined as the movement of people to supply care services both in the formal and informal economy; whereas migrant workers in care, who are mostly women, are more vulnerable to exploitation and often lack access of their rights;
Amendment 148 #
2021/2253(INI)
Motion for a resolution
Recital C e (new)
Recital C e (new)
Ce. whereas many care workers members of an ethnic minority or migrants work as live-in care workers with unlimited working hours, having to be available 24 hours a day; whereas these live-in workers are mostly women who do not have an official job contract;
Amendment 157 #
2021/2253(INI)
Motion for a resolution
Recital D
Recital D
D. whereas there is a lack of quality, accessible and affordable care services in nearly all Member States; whereas the monitoring of formal and informal care is hampered by the lack of data, including gender-disaggregated data, and the lack of quality indicators;
Amendment 166 #
2021/2253(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
Da. whereas the crisis in the care sector precedes the Covid pandemic; whereas in the years 2019 to 2020, 421,000 workers left the residential care sector; whereas this increases the psychosocial risks faced by the care workers that remain in the sector, who are mostly women, as their workload increases;
Amendment 186 #
2021/2253(INI)
Motion for a resolution
Recital E
Recital E
E. whereas the COVID-19 pandemic hasmade visible and exacerbated the pre- existing challenges in terms of access to both formal and informal care services;
Amendment 197 #
2021/2253(INI)
Motion for a resolution
Recital E a (new)
Recital E a (new)
Ea. whereas due to the COVID-19 pandemic and related restrictions many carers were isolated from their family and broader community;
Amendment 202 #
2021/2253(INI)
Motion for a resolution
Recital E b (new)
Recital E b (new)
Eb. whereas the COVID-19 pandemic resulted in a double burden for many women, who had longer shifts at work and additional informal care at home;
Amendment 216 #
2021/2253(INI)
Motion for a resolution
Recital F
Recital F
F. whereas the provision of quality care depends on the existence of a sufficiently large and, well- trained and motivated workforce, the creationestablishment of decent working conditions and, social dialogue and the right to collective bargaining, fair pay, integrated services, and adequate funding;
Amendment 240 #
2021/2253(INI)
Motion for a resolution
Recital G
Recital G
G. whereas there is a lack of care services that are tailored to individual’s needs and preferences; whereas this requires structures of care need to be changed from centralised institutions to community- based care; whereas that shift has been too slow;
Amendment 261 #
2021/2253(INI)
Motion for a resolution
Recital H
Recital H
H. whereas the undervaluation and invisibility of care work are closely linked with the fact that women dominate in the care sector; in terms of pay and working conditions as well as the invisibility of care work are closely linked with a vicious circle of “double devaluation”, where care is relegated to the most disempowered groups of society, mainly women, because of its lack of value and, in turn, the activity of care becomes devalued because it is carried out by the most disempowered groups;
Amendment 283 #
2021/2253(INI)
Motion for a resolution
Recital I
Recital I
I. whereas 6.3 million professionals work in long-term care, among whom women (81 %) are overrepresented and there are increasing numbers of platform workers, as well as migrant and mobile workers; whereas this happens as a result of global care chains replenishing the care deficits present in the EU; whereas this makes it impossible to think of care along national borders only;
Amendment 294 #
2021/2253(INI)
Motion for a resolution
Recital I a (new)
Recital I a (new)
Ia. whereas an excessive market share of private care companies can lead to profit being put before the needs and wellbeing of care workers and care recipients as well as negatively impact universal access to care services;
Amendment 300 #
2021/2253(INI)
J. whereas in all the Member States, pay in the care sector is well below the average pay and is connected with a devaluation of female-dominated sectors, such as this, as well as factors such as lower collective bargaining coverage in the care sector;
Amendment 315 #
2021/2253(INI)
Motion for a resolution
Recital K
Recital K
K. whereas 80 % of all long-term care in Europe is provided by informal carers, the majority of which are women, which makes care an extremely gendered issue; whereas most informal carers lack rights, such as sick leave and holidays, which negatively impacts on their physical and mental health, well-being and social inclusion;
Amendment 337 #
2021/2253(INI)
Motion for a resolution
Recital L
Recital L
L. whereas the high numbers of care recipients who arare made dependent on informal care are directly linked to thers as a direct consequence of the non- existence, inaccessibility and unaffordability of quality professional services;
Amendment 351 #
2021/2253(INI)
Motion for a resolution
Recital M
Recital M
M. whereas women in the EU carry out 13 hours more of unpaid care and housework per week than men; whereas 7.7 million women in the EU remain out of the labour market owing to their care responsibilities for children and dependents, compared to just 450,000 men;
Amendment 387 #
2021/2253(INI)
Motion for a resolution
Recital P
Recital P
P. whereas access to quality care services, especially long-term care, is increasingly preconditioned on individual and family income as well as their place of residence;
Amendment 390 #
2021/2253(INI)
Motion for a resolution
Recital P a (new)
Recital P a (new)
Pa. whereas a 2021 Eurocarers survey suggests that 78% of informal carers never used care-related technologies; whereas digital technologies have the potential to support both formal and informal carers and reduce the burden they face, for example, in transporting patients to consultations that could be held online;
Amendment 401 #
2021/2253(INI)
Motion for a resolution
Recital P b (new)
Recital P b (new)
Pb. whereas demographic change and accompanying ageing of the population will increase the demand for care services; whereas care jobs are not likely to be replaced or reduced by automation; whereas this should motivate the EU and Member States to invest into the care economy as a promising job creating sector, in the framework of the digital transition, in order to increase the number of qualified staff and attract more people to this sector;
Amendment 410 #
2021/2253(INI)
Motion for a resolution
Recital P c (new)
Recital P c (new)
Pc. whereas it is crucial to understand the interaction between formal and informal care; whereas formal care services can provide support to informal carers, for example, by making it possible for them to take time off as well as by giving them training; whereas the lack of official recognition of informal carers and related lack of data about them and their needs is a barrier to this interaction;
Amendment 413 #
2021/2253(INI)
Motion for a resolution
Recital P d (new)
Recital P d (new)
Amendment 435 #
2021/2253(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Notes that it is vital to ensure quality care across the life course; underlines the importance of the quality, accessibility, availability and affordability of care, and that all users and their carers should have a genuine choice when it comes to care services;
Amendment 448 #
2021/2253(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Stresses the importance of an integrated approach to common European action on care thatCalls for an integrated, holistic, gender-sensitive and life-long approach to common European action on care that ensures a transition towards a care economy, which acknowledges the social and economic contribution of care to our society and pays equal attention to people’s physical, psychological and social needs and rights;
Amendment 459 #
2021/2253(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Stresses that promoting an equal- earner/equal carer model, where men and women engage equally in paid work in the labour market and unpaid work in domestic and care responsibilities, should be a goal of all EU actions in the field of care; reminds of the importance of applying gender mainstreaming to all policies;
Amendment 462 #
2021/2253(INI)
Motion for a resolution
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Notes that tackling entrenched gender norms and stereotypes is a first step in redistributing responsibilities for unpaid care and domestic work between men and women;
Amendment 463 #
2021/2253(INI)
Motion for a resolution
Paragraph 2 c (new)
Paragraph 2 c (new)
2c. Stresses the importance of educational programmes and awareness raising campaigns that aim to bring more men into care by tackling gender stereotypes about the role of women and men in this sector;
Amendment 476 #
2021/2253(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Highlights the need to increase public funding for both formal and informal care across the EU to guarantee equal access for dependants to affordable, adequately staffed, quality care services, as well as an active professional life for carers, and therefore calls on the Member States to make the best use of the European structural and investment funds, including the ESF+, as well as the Recovery and Resilience Facility, for investing in care;
Amendment 508 #
2021/2253(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Calls on the Member States to exchange information and best practices with a view to developing a common European quality framework for formal and informal care, encompassing all care settings, encouraging upward social convergence and guaranteeing equal rights for all citizens; calls for the Commission to support Member States in improving their data collection infrastructures in line with this quality framework;
Amendment 526 #
2021/2253(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls on the Commission to put forward a Care Deal for Europe, which should ensure a transition towards a caring economy that takes an integrated, holistic, gender-sensitive and life-long approach to care; stresses that this should include legislative measures and investment at EU level in order to promote decent working conditions and fair wages, increase the attractiveness of work in the care sector as well as tackle discrimination and poverty;
Amendment 529 #
2021/2253(INI)
Motion for a resolution
Paragraph 6 b (new)
Paragraph 6 b (new)
6b. Stresses the importance of highlighting the need for an European approach to care in the debates and final report of the Conference on the Future of Europe, as care is a key sector for Europe’s future;
Amendment 534 #
2021/2253(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Calls on the Commission to present an ambitious European care strategy that builds on everyone’s right to affordable, accessible and, high-quality care, as well as on other principles set out in the EPSR and EU strategic documents, and the individual rights and needs of both care recipients and carers, and that encompasses the entire life course, is based on reliable and comparable data, and includes concrete and progressive goals with a timetable and indicators to evaluate progress; stresses that, between other aspects, the Commission should aim to tackle gender inequalities in care, improve data collection, promote active ageing as well as improve the working conditions, pay and support given to care givers and care receivers;
Amendment 562 #
2021/2253(INI)
Motion for a resolution
Subheading 2
Subheading 2
Quality childcare for every childthe benefit of all
Amendment 595 #
2021/2253(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls on the Member States to provide continuous holistic support to parents, including parental entitlements and measures that encourage a more substantial and equal role for men in the sharing of care responsibilities, including for very young children;
Amendment 614 #
2021/2253(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls on the Member States to reform and integrate their social services and protection systems in such a way as to provide effective and equal access to care services throughout the life course, taking a personalised approach, in order to enhance access to care, the continuity of care, preventive healthcare, rehabilitation and, whenever possible, independent living;
Amendment 656 #
2021/2253(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Calls on the Commission and the Member States to develop the tools required for the regular assessment of the accessibility of care services and a comprehensive benchmark for monitoring the quality and adequate staffing levels of both formal and informal care services;
Amendment 707 #
2021/2253(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Calls on the Commission to establish a comprehensive set of indicators for long-term care, and corresponding targets and tools for monitoring the accessibility, affordability and quality of care services, similar to the Barcelona objectives for childcare; urges the Commission to set a target for all citizens to have access to high quality long-term care services;
Amendment 727 #
2021/2253(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Insists on the pivotal role of training for formal and informal carers to support the delivery of quality care;
Amendment 747 #
2021/2253(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Notes that between 40 and 50 million people in the EU provide informal care on a regular basis; notes that this work tends to be long term and can hinder or rule out formal labour market participation, resulting in a loss of income and aggravating the gender pay and pension gaps, which contributes to the feminisation of poverty, as the majority of informal carers are women;
Amendment 754 #
2021/2253(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Notes that the involvement of children in the provision of informal care can negatively impact their mental and physical health, educational attainment and social inclusion;
Amendment 777 #
2021/2253(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Urges the Commission to propose a common coherent package of actions at EU level on informal care, to identify and recognise the different types of informal care provided in Europe, and to guarantee carers financial support and other additional support services, including time off forincluding legislative and non-legislative proposals, as appropriate, and adequate investment, aiming to, between other aspects: - identify and recognise the different types of informal care provided in the EU, - set out annual reporting responsibilities for Member States, - ensure that informal carers have access to social protection, including financial support, sick leave, and time off, - promote training and skills validation schemes, - recognise unpaid care work in the calculation of carers' pension schemes, - create single points of contact in all Member States, where informal carers, cand a work-life balance and rehabilitation services for carers and care recipientccess the support they are entitled to, - promote interoperability between health and social security systems in order to make use of existing data and reduce the administrative burden faced by informal carers, - guarantee work-life balance for carers;
Amendment 798 #
2021/2253(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Urges the Commission and the Member States to support civil society organisations and social partners representing informal carers and to take their contributions into account in the design, implementation and evaluation of policies concerning informal care;
Amendment 808 #
2021/2253(INI)
Motion for a resolution
Subheading 6
Subheading 6
Decent working conditions, fair pay for all workers in the care sector
Amendment 841 #
2021/2253(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Calls on the Member States to ensure decent working conditions for all workers in the care sector, both formal and informal, including respect for minimum wages, and to adopt high standards of occupational health and safety, in line with and beyond the ambition of the recently adopted EU strategic framework on health and safety at work 2021-2027;
Amendment 868 #
2021/2253(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Calls on the Member States to strengthen social dialogue and promote collective bargaining and collective agreements in the care sector, both profit and non-profit, as crucial mechanisms for the improvement of employment and working conditions of both formal and informal carers, and for tackling the gender pay gap, and as the most effective tools for securing an increase in the minimum wage and in wages in general; stresses that these agreements should also aim to avoid loss of pension rights for those that need to decrease paid employment or leave employment in order to care for dependants; highlights that special attention should be paid to assuring the rights of migrant workers, who often work as live-in carers and have to be available 24 hours a day;
Amendment 892 #
2021/2253(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Recalls that mobile and migrant workers play a significant role in the provision of both residential care and home care in the EUlive- in care in the EU; calls on the Member States to ratify the ILO Domestic Workers Convention (C189, 2011); highlights the need to make sure that migrants fleeing conflicts, such as the war in Ukraine, who are mostly women and children, are assured their rights and do not suffer from exploitation in the care sector;
Amendment 915 #
2021/2253(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Calls on the Member States to swiftly and fully transpose and implement the Work-Life Balance Directive; stresses that only an equal share of care responsibilities between men and women by means of non-transferable and adequately paid leave periods would enable women to increasingly engage in full-time employment and achieve a work-life balance; highlights that this not only requires but also will cause changes in stereotypes and gender norms, leading to a fairer and more gender equal society;
Amendment 937 #
2021/2253(INI)
Motion for a resolution
Paragraph 27 a (new)
Paragraph 27 a (new)
Amendment 944 #
2021/2253(INI)
Motion for a resolution
Paragraph 27 b (new)
Paragraph 27 b (new)
27b. Calls for the Commission and Member States to promote the use of digital health applications, such as online medical consultations, where appropriate, in both formal and informal care contexts;
Amendment 946 #
2021/2253(INI)
Motion for a resolution
Paragraph 27 c (new)
Paragraph 27 c (new)
Amendment 986 #
2021/2253(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Calls on the Commission and EIGE to help Member States to adopt approaches to measuring and valuing the social and economic contribution and outputs of care, in particular unpaid care and housework, including by considering the introduction of new indicators to the Social Scoreboard; calls on Eurostat and EIGE to publish yearly estimates on the economic contribution of informal carers to Member States’ economies;
Amendment 30 #
2021/2188(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
Amendment 34 #
2021/2188(INI)
Draft opinion
Recital B b (new)
Recital B b (new)
B b. whereas maritime and coastal tourism accounts for 60% of the employment in the blue economy; whereas a competitive, resilient and socially fair blue economy needs highly qualified and skilled professionals, “blue jobs” can promote growth and career opportunities;
Amendment 36 #
2021/2188(INI)
Draft opinion
Recital B c (new)
Recital B c (new)
B c. whereas ports and maritime transport play a major role in the promotion of sustainable development and the transition to a carbon-free and renewable-based economy, contributing to tackling biodiversity loss and environmental degradation, in line with the objectives of the new EU biodiversity strategy for 2030;
Amendment 44 #
2021/2188(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Highlights the goal of having a climate-neutral blue economy, where the decarbonisation of the sector will require an integrated and cross-sectoral approach and that any measures in this regard must go hand in hand with EU, national and local policies; stresses the need for sustainable financing instruments in driving this transition, including through the strengthening of public and private investment;
Amendment 47 #
2021/2188(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Highlights that the development of a blue economy strategy must be guided by the principles of circular economy, zero pollution, energy efficiency and the preservation of biodiversity and must create more sustainable practices that are beneficial for socioeconomical development and contribute to the increase of employment opportunities;
Amendment 49 #
2021/2188(INI)
1 c. Underlines the importance of collaborative, inclusive and cross-sectoral maritime spatial planning, which puts environmental, biodiversity and climate concerns at its core, thus contributing to the achievement of the EU’s climate and energy objectives; stresses the importance of the energy transition, where the blue economy sector can promote renewable offshore power generation technologies, such as tidal, wave, solar and wind energy;
Amendment 51 #
2021/2188(INI)
Draft opinion
Paragraph 1 e (new)
Paragraph 1 e (new)
1 e. Welcomes the Horizon Europe 'Mission: Restore our Ocean and Waters', recognising the need for a systemic approach to our ocean and waters for achieving climate neutrality and restoring nature, as well as the establishment of the European Partnership for a climate- neutral, sustainable and productive blue economy, aiming to align national, regional and EU research and innovation priorities;
Amendment 52 #
2021/2188(INI)
Draft opinion
Paragraph 1 f (new)
Paragraph 1 f (new)
1 f. Highlights that coastal and ocean- dependent communities can contribute for the development of a sustainable blue economy sector, considering their specific circumstances and needs, and that they can lead pilot projects of different nature, such as offshore renewable energy technologies, development of nature- based activities and the contribution of sustainable fisheries and aquaculture for healthy, resilient and safe food systems; highlights the importance of improving ocean literacy culture, using awareness as a way of attractiveness for young generation for the fisheries and aquaculture sectors;
Amendment 79 #
2021/2188(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Highlights that ports can be used to boost the blue economy, having a key role in the economic activities of this sector; further highlights that ports and maritime transport will be key to the transition towards a sustainable and smart mobility in line with the goals of the European Green Deal; recalls the Commission and Member States that further investment in sustainable, intelligent and green port infrastructures is needed, enabling them to become multimodal mobility and transport hubs, as well as energy hubs for integrated electricity systems, hydrogen and other alternative fuels and testbeds for waste reuse and the circular economy;
Amendment 81 #
2021/2188(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Highlights that the potential of an blue economy strategy can only be achieved through the cooperation of different stakeholders, including national, regional and local authorities, economic and social agents, the civil society, the academic community and non- governmental organisations;
Amendment 99 #
2021/2188(INI)
5 a. Calls on the Commission and the Member States to develop new forms of sustainable maritime and coastal tourism that enhance the value of these areas, while at the same time preserving them by combating the harmful effects of mass tourism, as well as protecting the environment and the blue cultural heritage; highlights the importance of the circular economy in the tourism sector in developing more sustainable practices that benefit local development; recognises the potential of ecotourism to ensure the protection of our climate and biodiversity, while contributing to the development of coastal communities, including outermost regions;
Amendment 18 #
2021/2101(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
C a. whereas the MFF, coupled with NGEU, constitute the largest stimulus package ever financed in the EU and will help rebuild a greener, more digital and more resilient post-COVID-19 EU;
Amendment 19 #
2021/2101(INI)
Motion for a resolution
Recital C b (new)
Recital C b (new)
C b. whereas the new cohesion policy presents an unprecedented opportunity for Member States to boost digitalisation as it requires them to allocate minimum amounts to the digital transition and to ensure that certain conditions are in place to receive such funding;
Amendment 23 #
2021/2101(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
D a. whereas 10% of households in rural areas are not covered by any fixed network and 41% by any fast broadband technology; whereas, besides poor ICT connectivity, rural and peripheral areas often face other structural challenges such as lack of infrastructure and services, low incomes or a lack of education and cultural assets, which cause highly skilled people to move to more promising areas (brain drain)1a; _________________ 1a https://www.europarl.europa.eu/RegData/ docs_autres_institutions/commission_eur opeenne/swd/2020/0111/COM_SWD(2020 )0111_EN.pdf
Amendment 25 #
2021/2101(INI)
Motion for a resolution
Recital D b (new)
Recital D b (new)
D b. whereas only 17% of SMEs have successfully integrated digital technologies into their businesses, compared to 54% of large companies; whereas some industries and traditional sectors such as construction, agrifood, textiles or steel are lagging behind in their digital transformation1a; _________________ 1a https://www.europarl.europa.eu/RegData/ etudes/BRIE/2019/633171/EPRS_BRI(20 19)633171_EN.pdf
Amendment 30 #
2021/2101(INI)
Motion for a resolution
Recital E a (new)
Recital E a (new)
E a. whereas to contribute to the implementation of the European Pillar of Social Rights, the ESF+ should support investments in people and systems in the areas of employment, education and social inclusion, thereby supporting economic, territorial and social cohesion in accordance with Article 174 of the Treaty on the Functioning of the European Union (TFEU);
Amendment 35 #
2021/2101(INI)
Motion for a resolution
Recital F
Recital F
F. whereas although the European Skills Agenda set the objective of having 70 % of the EU’s adult population possess at least basic digital skills by 2025, 42 % of the EU population still does not have basic digital skills and 37 % of workers still lack sufficient digital skills according to the Commission; whereas severe geographical disparities in people’s ICT skills still exist; whereas women across Europe are less likely to have specialist digital skills and work in areas related to ICT; whereas less than 25% of enterprises in the EU 27 provided ICT training to their personnel in 2019, with significant differences between Member States1a; _________________ 1a https://ec.europa.eu/jrc/sites/jrcsh/files/jrc 120945_policy_brief_- _covid_and_telework_final.pdf
Amendment 49 #
2021/2101(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Reminds that ERDF-CF support under PO 1 is available to Member States to make investments in innovation in line with the concept of smart specialisation; calls on national and regional authorities.to upgrade their approach to smart specialisation by focusing on the most promising areas and projects in terms of innovation opportunities and sustainable development;
Amendment 51 #
2021/2101(INI)
Motion for a resolution
Paragraph 2 b (new)
Paragraph 2 b (new)
2 b. Emphasises the importance of the ‘smart villages’ concept in tackling the Union’s digital and climate-related challenges and welcomes its integration into the future CAP, cohesion and regional policies; insists that Member States include the smart villages approach in their cohesion policy programmes at national and regional level;
Amendment 52 #
2021/2101(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Reminds that, under the ERDF- CF regulation, Member States are required to allocate at least 8% of their resources to the investment for jobs and growth to achieve sustainable urban development; notes, in this regard, that the regulation states that special attention shall be given to tackling environmental and climate changes and to harnessing the potential of digital technologies for innovation purposes, allowing for regional authorities to focus funding in the area of sustainable urban development; deplores that a similar allocation for rural areas could not be established yet;
Amendment 56 #
2021/2101(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Stresses the importance of ensuring consistency between the numerous EU initiatives and programmes tackling digitalisation, as well as synergies between them and cohesion policy instruments, so as to maximise the opportunities in this area;
Amendment 57 #
2021/2101(INI)
Motion for a resolution
Paragraph 4 b (new)
Paragraph 4 b (new)
4 b. Notes that an effective mobility system is one of the prerequisites for regional economic development, territorial cohesion and the development of regional potential; points out that it is therefore necessary to provide the requisite funding for the development and maintenance of transport links, which could encourage the older generation to stay in agriculture for longer and attract young people from regional centres to work in rural areas;
Amendment 59 #
2021/2101(INI)
Motion for a resolution
Paragraph 4 c (new)
Paragraph 4 c (new)
Amendment 60 #
2021/2101(INI)
Motion for a resolution
Paragraph 4 d (new)
Paragraph 4 d (new)
4 d. Underlines the need to support the development of digital solutions not only for climate prevention (e.g. reduction of GHG emissions through digital resource efficiency and smart innovation) but also for climate adaptation, as well as the development of digital warning tools and apps to reduce for citizens the negative effects of natural disasters (e.g. floods, mudslides, heat waves, forest fires etc.);
Amendment 65 #
2021/2101(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
Amendment 72 #
2021/2101(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Notes with great interest the Commission’s Digital Compass to translate the EU’s digital ambitions for 2030 into concrete targets along three main sectors: digital infrastructures, digital transformation of business, and digitalisation of public services; asks the Commission to regularly report on the progress made in these four areas;
Amendment 73 #
2021/2101(INI)
Motion for a resolution
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Is convinced that digitalisation represents an opportunity to improve quality of life and promote education opportunities, job creation, innovation and better accessibility to public services in rural and lagging regions, thus contributing to revers depopulation trends and brain drain;
Amendment 83 #
2021/2101(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Urges the Member States to use the financial resources available through both the ERDF-CF and the NextGenerationEU recovery instrument to the fullest extent possible to give regions that are lagging behind the targeted support that they need to overcome the digital divide; draws attention to the risk of increasing disparities by failing to properly support the most vulnerable areas, which often have a weaker capacity to plan and spend the funds effectively, even though they have the strongest needs;
Amendment 98 #
2021/2101(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Notes with concern that the expanded use of digital solutions and TICTM as a result of the COVID-19 pandemic has aggravated the pre-existing inequalities caused by digital divides across population groups; stresses, however, that digitalisation has the potential to benefit vulnerable groups; draws attention to the fact that the digitally excluded face dual exclusion as the digital exclusion may lead to difficulties of access to education opportunities, the labour market or essential public services;
Amendment 104 #
2021/2101(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Stresses that the COVID-19 pandemic has highlighted the importance of digital solutions, particularly teleworking; urges the Commission to present a directive on minimum standards and conditions for fair teleworking, to protect the health and safety of workers and to ensure decent working conditions, including its voluntary nature, respect for working hours, leave, work-life balance and other digital rights at work such as the right to disconnect, the protection of worker’s privacy, including through remote monitoring or any other tracking, and the prohibition of microchip implants on workers and of the use of artificial intelligence in recruitment processes, while taking into consideration the European Social Partners Framework Agreement on Digitalisation;
Amendment 116 #
2021/2101(INI)
12 a. Urges the Commission and the Member States to move faster forward on the digitalisation of public services including schools, universities and research institutes, public transport, e- government and efficient administration;
Amendment 118 #
2021/2101(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Notes that the COVID-19 pandemic has accelerated the rise of e-health solutions; highlights the need to empower patients, especially the elderly and socially disadvantaged citizens, to use digital health services as well as to tackle the e- skills gap among health professionals; warns that some people, such as the elderly or socially disadvantaged, who may be less able to use or afford the necessary technologies, may be left behind;
Amendment 122 #
2021/2101(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13 a. Acknowledges that fair, socially sustainable work, and real employee participation in shaping working conditions are more important than ever, in digital platforms as in all other sectors, and that workers must have democratic influence over the governance of work; underlines that the benefits of digitalisation must be shared broadly and equitably, and that workers in the digital sector must enjoy the same rights and working conditions as those in other sectors; calls on the Commission to propose a directive on decent working conditions and rights in the digital economy;
Amendment 129 #
2021/2101(INI)
14 a. Regrets the fact that the vast majority of SMEs in the EU have not yet fully embraced digital transformation; calls for the Commission to ensure that Member states in their operational programmes target SMEs located in areas with lower digital development; reminds that that different types of SMEs require different types of support and incentives at EU, national, regional and local levels, depending on their circumstances and level of technology adoption;
Amendment 132 #
2021/2101(INI)
Motion for a resolution
Paragraph 14 b (new)
Paragraph 14 b (new)
14 b. Reminds that the Digital Europe Programme Regulation establishes that the synergies between this programme and the ERDF-CF need to contribute to the development and strengthening of regional and local innovation ecosystems, industrial transformation and digital transformation of society and public administrations;
Amendment 133 #
2021/2101(INI)
Motion for a resolution
Paragraph 14 c (new)
Paragraph 14 c (new)
14 c. Highlights the Court of Auditors' view on ERDF-CF that SMEs deliver innovative solutions to challenges such as climate change, resource efficiency and social cohesion, and help to spread this innovation throughout Europe’s regions; which makes them essential to the EU’s transition to a sustainable and digital economy;
Amendment 139 #
2021/2101(INI)
15 a. Notes with concern the rising cybersecurity threat for SMEs and public administration and calls on stronger efforts in providing support against hacking and similar risks;
Amendment 141 #
2021/2101(INI)
16. Stresses the need to fill the digital skills gaps across the EU so that all individuals and businesses can make the most of the digital transformation; calls for the progressive implementation of the Commission’s Digital Education Action Plan 2021-2027 for promoting better digitalisation skills, which would guarantee relevant education, training and job opportunities, including for entrepreneurship, for everyone;
Amendment 145 #
2021/2101(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Notes a critical digital skills divide between adults residing in rural areas and those living in cities; notes, furthermore, the disproportionate prevalence of TICTM among city-based, well-educated, service sector employees with strong digital skills; observes the lack of opportunities to acquire digital skills in rural areas; urges the Member States and the Commission to adopt measures to offset this imbalance;
Amendment 152 #
2021/2101(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18 a. Notes that the ESF+, under policy objective 4 (PO 4),includes a specific objective which covers digital skills, inclusiveness and training systems, including through validation of non- formal and informal learning;
Amendment 153 #
2021/2101(INI)
Motion for a resolution
Paragraph 18 b (new)
Paragraph 18 b (new)
18 b. Encourages the Commission to reinforce its efforts to tackle the digital skills gaps by reaching out to all stakeholders through the Digital Skills and Jobs Coalition;
Amendment 155 #
2021/2101(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19 a. Welcomes the Just Transition Fund (JTF) and its focus on training and skills, its possibility to invest in social infrastructure such as training centers for better job opportunities and quality employment for all regions in transition to a climate neutrality by 2050 at the latest and underlines that a special focus should be put forward regarding digital skills; calls in this regard to evaluate the needs and possibility for a JTF 2.0 to tackle the current challenges;
Amendment 9 #
2021/2075(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Emphasises the key role that workers in the transport sector have played during the most difficult moments of the pandemic to ensure that essential supplies to urban centres, including those of medical supplies and personnel, have remained open supplies of the most basic items, including medicinal products;
Amendment 17 #
2021/2075(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Underlines that transport workers in cities have higher exposure to the risk of infection than the rest of the population of working age, notes that these challenging circumstances and changes in trajectories has put strains on the entire urban supply chain;
Amendment 20 #
2021/2075(INI)
Draft opinion
Paragraph 1 c (new)
Paragraph 1 c (new)
1 c. Stresses that urban mobility must be aligned with the Union’s climate and environmental objectives and be more fair, inclusive, accessible, affordable and safe, whilst also promoting active and healthy lifestyles;
Amendment 38 #
2021/2075(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Notes that public transport systems have struggled to regain market shares in terms of users once restrictive measures have been softened or removed;
Amendment 40 #
2021/2075(INI)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
2 b. Highlights the importance of awareness-raising measures for passengers to regain trust in public transport after the COVID-19 crisis;
Amendment 42 #
2021/2075(INI)
Draft opinion
Paragraph 2 c (new)
Paragraph 2 c (new)
2 c. Stresses that public collective transport remains the backbone of sustainable transport, moving large numbers of passengers over long distances;
Amendment 84 #
2021/2075(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Welcomes the increase of active mobility such as walking, bicycling and calls on cities to ensure sufficient infrastructure for active mobility and to make this an integral part of urban mobility and infrastructure design;
Amendment 88 #
2021/2075(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Believes that, where appropriate and in full respect of the principle of subsidiarity, the cycling and walking infrastructure put in place in Member States as a response to the Covid-19 pandemic should remain in place and be expanded, in order to further promote safe active mobility;
Amendment 91 #
2021/2075(INI)
Draft opinion
Paragraph 5 c (new)
Paragraph 5 c (new)
5 c. Recalls that almost 40 percent of all road fatalities in Europe occur in urban areas and that vulnerable road- users account for 70% of these fatalities; stresses that it is imperative to improve road safety in urban areas and that particular attention should be paid to improving the safety of vulnerable road users;
Amendment 93 #
2021/2075(INI)
Draft opinion
Paragraph 5 d (new)
Paragraph 5 d (new)
5 d. Welcomes that the EU has reaffirmed its long-term strategic goal to get close to zero deaths and zero serious injuries on European roads by 2050, known as Vision Zero, calls for increased efforts to reach the medium-term goal to reduce deaths and serious injuries by 50 % by 2030;
Amendment 95 #
2021/2075(INI)
Draft opinion
Paragraph 5 e (new)
Paragraph 5 e (new)
5 e. Calls on the Commission to reflect the changing nature of urban mobility in its upcoming EU urban mobility framework;
Amendment 123 #
2021/2075(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Calls for concrete measures to support the best practices currently employed by national, regional and local authorities, recalls the importance of modern, seamless TEN-T networks and high-speed cross-border services across Europe for unlocking the potential of international collective sustainable transport to make tourism more sustainable throughout every season of the year;
Amendment 128 #
2021/2075(INI)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Recalls, in this respect, the need to strengthen urban nodes and public transport, which are an important part of tourists’ experiences and citizens’ everyday lives in tourist destinations;
Amendment 8 #
2021/2046(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Calls on the Commission and the Member States to include and substantially strengthen gender mainstreaming in all transport-related legislation, policy, programmes and action, to support cooperation with stakeholders and the exchange of good practices to increase the number of women in transport professions, and to improve the collection and analysis of sex-disaggregated data on behaviour, needs and concerns in mobility; Calls for closing the so-called ‘gender data gap’ and collect comparable gender-disaggregated data on behaviour, needs and concerns in mobility with the view of designing legislation, policy, programmes and action that mirrors needs and concerns of women;
Amendment 15 #
2021/2046(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Calls for concrete initiatives and incentives for the diversification of the transport workforce, in particular to attract women and young workers, based on the experiences learnt from the Women in Transport - EU Platform and ILO, among others; Emphasises the right to safe and attractive workplaces in the transport sector, where all workers are free from violence or (sexual) harassment and their health and safety at work is ensured, including access to decent sanitary facilities, appropriate tools and equipment including work gear, as well as a good work-life balance; calls on the Commission and Member States to make sure that every worker in the transport sector has the right to access safe and adequate washing and sanitation at work and ample breaks without fear of penalties; encourages the Commission to integrate measures to ensure these rights, in line with the Gender Equality Strategy 2020-2025 and its key actions, in the upcoming Strategic Framework on Health and Safety at Work for 2021-2027; calls on the Commission and Member States to ratify and implement without delay the ILO-convention 190 fully and support a zero-tolerance policy towards violence and harassment on the working floor;
Amendment 24 #
2021/2046(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Recalls that the lack of diversity in the transport workforce is closely linked with the persisting gender-gap in STEM careers and studies (Science, Technology, Engineering and Math); Calls on the Commission and Member States to further develop mechanisms to achieve gender balance and to use synergies with other policy fields to close this gap;
Amendment 25 #
2021/2046(INI)
Draft opinion
Paragraph 1 c (new)
Paragraph 1 c (new)
1c. Highlights that strengthening social dialogue between social partners is key to eliminate discrimination and unequal treatment in the transport sector; Welcomes the negotiations on an autonomous agreement on Women in Rail of social partners and calls on other sectors to follow this example.
Amendment 27 #
2021/2046(INI)
Draft opinion
Paragraph 1 d (new)
Paragraph 1 d (new)
1d. Highlights the importance of the work-life balance directive and its implementation; Notes that transport workers often face irregular, unpredictable and long working hours; Highlights the need for work schedules and working times which are adapted to the needs of parents and carers to ensure that they are not penalised in pay or career opportunities for fulfilling their care responsibilities; Underlines the importance of paternity leave for transport workers; calls on the transport sector to acknowledge the diversity of families and particular needs and rights of for example single-parent families, adoptive families, same-sex partners and others in their internal guidelines;
Amendment 29 #
2021/2046(INI)
Draft opinion
Paragraph 1 e (new)
Paragraph 1 e (new)
1e. Notes that mobility takes place every day in public spaces, where numerous people in our societies face discrimination; Notes that women come from different backgrounds and face different challenges, whereas discrimination on the basis of gender is often combined with discrimination based on identities such as sex, race, colour, ethnic or social origin, genetic features, language, religion or belief, political or any other opinion, membership of a national minority, property, birth, disability, age, sexual orientation, gender identity and expression, and class and/or migration status triggering double and multiple discrimination; Encourages the Commission to streamline the implementation of the strategy with the Commissions Anti-Racism Action Plan and other Union anti-discrimination and equality policies; Highlights that mobility spaces need to be and feel safe, affordable and accessible spaces for all people, including those who face obstacles or threats moving through our communities; Calls on the Commission to include this perspective in the development of the planned European mobility data space, in the collection of disaggregated data and comparable statistics on the needs of all groups, including disadvantaged and underrepresented ones, the development of relevant AI tools as well as the planned digital applications facilitating consumers’ mobility;
Amendment 30 #
2021/2046(INI)
Draft opinion
Paragraph 1 f (new)
Paragraph 1 f (new)
1f. Highlights that thorough safety tests of vehicles are crucial for road safety and should include the gender-aspect, such as the use of female featured dummies in crash test;
Amendment 31 #
2021/2046(INI)
Draft opinion
Paragraph 1 g (new)
Paragraph 1 g (new)
Amendment 32 #
2021/2046(INI)
Draft opinion
Paragraph 1 h (new)
Paragraph 1 h (new)
1h. Notes that digitalisation will result in fundamental changes in the transport sector which creates countless opportunities but also presents new challenges; calls on the Commission, Member States and the transport sector to research and evaluate the gender perspective of this transformation and to increase women's participation in this regard to make sure that their needs and concerns are met.
Amendment 53 #
2021/2046(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Commission, the Member States, local authorities and the relevant stakeholders to provide a transport system that is tailored to women’s needs and their favoured modes of transport by improving accessibility, safety (particularly during the pandemic), service provision and comfort, and prioritising adequate investment accordingly;
Amendment 60 #
2021/2046(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission and the Member States to take initiatives to make public spaces in European cities safe and free of harassment by sharing best practices and improving legislation, management, policies, infrastructure and security technology; Calls on the Commission to improve gender disaggregated statistical data and research to better understand gender differences in mobility patterns and to take this into account in the revision of the Urban Mobility Package; urges cities to include gender-based statistical data and research in the revision of the Sustainable Urban Mobility Plans;
Amendment 71 #
2021/2046(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Urges the Commission to issue recommendations to increase women’s participation in mobility-related consultation, planning and decision- making processes and to e, for example by promoting Gender Impact Assessment procedures (GIAs) and Gender Audit Checklists; Encourages companies to improve equal opportunities for womenall workers, with a particular focus on innovation in transport, the shift towards sustainable mobility, attracting and retaining talent, and improving working conditions. Urges the Member States in this regard to unblock the Women on Boards directive.
Amendment 204 #
2021/2046(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission to present a binding roadmap for the full phase-out of new internal combustion engine cars by 2030 to give the industry clarity, predictability and incentive to transition;
Amendment 304 #
2021/2046(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls on the Commission to provide incentives for, and support research into and the development of alternative propulsion systems that use direct electricity or fuel cells in the maritime and aviation sectorwaterborne and aviation sectors; highlights that zero- emission alternatives should become more financially attractive; therefore calls on the Commission to ensure the uptake of zero-emission vessels through regulatory and financial support mechanisms, for example through a subsidy scheme (Contracts for Difference scheme) to help bridge the price gap between fossil fuels and sustainable alternative fuels;
Amendment 757 #
2021/2046(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Calls on the Commission and the Member States to encourage the diversification of the transport workforce, in particular to attract women and young workers; recalls that the lack of diversity in the transport workforce is also linked to the persisting gender-gap in STEM careers and studies; urges the Commission and Member States to close this gap; highlights the importance of work-life balance for all transport workers; calls on the Commission to develop gender-disaggregated data to better design legislation, projects and programmes;
Amendment 807 #
2021/2046(INI)
Motion for a resolution
Paragraph 32 a (new)
Paragraph 32 a (new)
32a. Expresses concern about driver fatigue in commercial freight and passenger transport as a cause for road accidents; calls on the Commission to include the problem of driver fatigue in the road safety strategy;
Amendment 1 #
2021/2015(INI)
Motion for a resolution
Citation 3 a (new)
Citation 3 a (new)
– having regard to the Commission communication on the Green Deal and the European Parliament resolution of 15 January 2020 on the European Green Deal,
Amendment 4 #
2021/2015(INI)
Motion for a resolution
Citation 8
Citation 8
– having regard to the upcoming 2021 revision of the Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure3 , _________________ 3 OJ L 307, 28.10.2014, p. 1.
Amendment 19 #
2021/2015(INI)
Motion for a resolution
Recital A
Recital A
A. whereas European countries have a variety of different fleets of inland vessels, which makes inland waterway transport very convenient and useful for transporting different types and large quantities of cargo to different destinations on either large or small riversver water;
Amendment 43 #
2021/2015(INI)
Motion for a resolution
Recital C
Recital C
C. whereas river cruises, ferries, water taxis and water shuttles should become a cleaner option for tourism and public transport in regions and cities with accessible and navigable rivers, lakes and canals, which would make urban mobility more sustainable and effective;
Amendment 47 #
2021/2015(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas inland waterway freight transport together with rail transport plays a crucial role to attain the ambitioned Green Deal’s freight modal shift; whereas the two modes in supply chains should be mainstreamed and made more accessible;
Amendment 54 #
2021/2015(INI)
1. Calls on the Commission to take the initiative on green and digital leadership and to build on existing programmes such as NAIADES, which should inspirsupport and incentivise all stakeholders within the waterway transport sector, as well as other transport sectormodes, and in particular rail, to work together towards a sustainable and social future, while supporting the protection of workers and the competitiveness of the sector as a whole;
Amendment 60 #
2021/2015(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Notes that the European Green Deal will guide almost all industrial sectors through a sustainable and circular transformation; notes that increased transport volumes and a modal shift will increase the share of inland waterways transport; highlights that coordinating industrial and transport policies in this perspective will contribute to meet the Green Deal goal of increasing the share of transport by inland waterways;
Amendment 63 #
2021/2015(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Stresses that more investment in updating river and canand upgrading the physical and digital infrastructure of waterways (for example, locks, bridges and interoperable deployment of digital technologies across borders) is key, while respecting the applicable environmental law to prevent its deterioration and to improve its long-term performance, reliability and predictability across borders, as well as to make a modal shift possible, while respecting the applicable environmental law and biodiversity; calls on the Commission to facilitate the exchange of best practices across Member States, especially relating to balancing fauna and flora needs in infrastructure projects;
Amendment 74 #
2021/2015(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Considers it important to recognise the unused potential of the smaller waterways to enhance direct competition with the road transport mode, where a detailed and comprehensive (fine-meshed) network needs to be kept up-to-date and navigable in its entirety; calls upon the Commission not to prioritise the large waterways only but include smaller waterways in the digital transition;
Amendment 76 #
2021/2015(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Calls on the Member States to ensure that all relevant stakeholders, including environmental organisations, are engaged in the planning process for new navigation projects and maintenance measures to reach commonly accepted solutions;
Amendment 81 #
2021/2015(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Notes that waterway transport needs a reliable, safe and climate-resilient infrastructure network but considers that there is not a ‘one size fits all’ solution for tackling the problem of low water levels as a result of climate changewhich worsen due to climate change effects caused by increasing greenhouse gas emissions; deplores, however, that the problems of the inland waterway sector, caused by the low water levels, have not been taken duly into account; and addressing guaranteed navigability is key; notes that several measures to address those problems exist; highlights that those measures should be taken rapidly and in a coherent way, such as adaptation of fleet, infrastructure, logistics and storage concepts, exchange of information and the implementation of digital tools; calls on the Commission and the Member States to draw up action plans to combat low water levels and to coordinate these plans;
Amendment 94 #
2021/2015(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Highlights the importance of furto tackle ther encouraging and supporting initiatives aimed at the use of alternative fuels and propulsion methods for shipping in accordance wergy transition in an efficient and accessible way while recognising the diverse range in type of vessels (cargo segments, passengers). Calls upon the commission to propose measures to simultaneously retrofith the principle of technological neutrality; points out, in thiscurrent existing fleet with solutions that deliver a significant benefit with regard,s the value of liquefied natural gas (LNG) as a transitional solution to reduce greenhouse gas emissions in inland waterway transport; 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 fuelo emission reduction and facilitate the introduction of a new fleet running on zero-emission fuel technologies. Steering to a fast uptake and scale-up of such zero- emission fuel technologies, where the potential of electrification, clean hydrogen and sustainable methanol or green ammonia is recognised as well as market-solutions of flexible distribution & supply services and consolidation potential within hubs should be considered. Re-emphasises that a radical energy transition in the inland waterway transportation sector is needed and key to attain the climate neutral agenda by 2050;
Amendment 99 #
2021/2015(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Highlights the importance of further encouraging and supporting initiatives aimed at the use of sustainable alternative fuels and alternative propulsion methods for shipping in accordance with the principle of technological neutrality; points out, in this regard, the value of liquefied natural gas (LNG) as a transitional solution to reduce greenhouse gas emissions in inland waterway transport; notes that the existing, technically mature vessels and distribution infrastructure now based on LNG could be used for biogas and will therefore be essential in scaling up Bio- LNG as a marine fuel;
Amendment 104 #
2021/2015(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Emphasises that alternative fuels must not increase greenhouse gas emissions; recalls that methane emissions from Liquefied Natural Gas (LNG) powered ships have a significant impact on climate change and the Union's climate objectives; points out that among others electrification and hydrogen-based fuels have already demonstrated greening potential in the sector; therefore emphasises that LNG is not a viable alternative fuel for inland navigation and no investments should be made in new LNG vessels for inland navigation;
Amendment 105 #
2021/2015(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Highlights the importance of further incentivizing R&D projects relating to zero-emission fuel and technologies for rapid upscaling on fleet level, building up supply chains and economies of scale. Recognises the potential for the inland waterway sector to act as a testbed and catalyst for positive spill over effects to the maritime shipping sector;
Amendment 109 #
2021/2015(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Highlights that low-emission and zero-emission alternatives should become more financially attractive than conventional propulsions and that this trend should be accelerated, for example by a realistic, progressively increasing blending percentage based on an impact assessment; Calls on the Commission to set up a subsidy scheme (Contracts for Difference scheme) to help bridge the price gap between fossil fuels and sustainable alternative fuels and technologies;
Amendment 117 #
2021/2015(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Calls upon the commission to assess the possibility of a green certificate (recognition) that results in a viable business case and return of investment for the shippers;
Amendment 134 #
2021/2015(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Highlights the need to further digitalise administrative tools on board, such as registration of crew and recording of working and resting times to become a paperless sector, as well as strengthening monitoring on social and employment conditions; emphasises that the lack of proper rest of workers on-board can pose important safety risks; therefore highlights that reliable, real time, digital controlling capacity to read, store and generate data on working and resting times of workers on board is crucial;
Amendment 137 #
2021/2015(INI)
Motion for a resolution
Paragraph 7 b (new)
Paragraph 7 b (new)
7b. Notes that data integration and harmonisation are a key asset management instrument to strengthen the reliability of the mode and therefore enhance mainstreaming the use of the inland waterway mode in supply chains; notes that the data needs to be interconnected with smart infrastructure to allow for efficient planning and communicating with other modes of transportation to facilitate multimodality and synchro-modal systems; notes the potential of integrated data platforms to enhance transparency gains, such as tracking and control as well as efficiency gains, such as route planning and asset management;
Amendment 145 #
2021/2015(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Stresses the importance of connecting existing digital transport policy frameworks and of making sure that 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 data sharing, with the goal of achieving a synchromodal, connected and automated transport system by 20350 at the latest;
Amendment 151 #
2021/2015(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Highlights that increased automation brings the reality of synchromodal transport in Europe closer; insists therefore on the need for a European Roadmap for Smart and Autonomous Inland Waterway Transport Systems that supports research, the development and successful implementation of smart ships and ports, and digital interoperability, based on CESNI standards related to crew, vessels and information technology;
Amendment 155 #
2021/2015(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Recognises the backlog in the sector and therefore calls upon the commission to prioritise digitalisation, harmonisation and quick-wins (becoming a paperless sector) before prioritising a full-on autonomous sector, however, notes that progress in one should not hinder the other;
Amendment 159 #
2021/2015(INI)
Motion for a resolution
Subheading 4
Subheading 4
Ports: from transshipment point for fossil fuels to as clean energy hubs
Amendment 169 #
2021/2015(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Calls on the Commission to ensure that inland ports maintain existing rail connections and that Member States prioritise the upgrading of their rail freight network in order to ensure intermodal transport flows between inland waterways and rail;
Amendment 181 #
2021/2015(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Stresses the importance to tackle fluidity in ports by ensuring enough berth and waiting area capacity for inland vessels;
Amendment 182 #
2021/2015(INI)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
11b. Stresses the zero-pollution at berth objective to address air quality in ports and their surrounding areas;
Amendment 183 #
2021/2015(INI)
Motion for a resolution
Subheading 5
Subheading 5
Education and training, protection of workers, safety on board, and research and innovation (R&I)
Amendment 185 #
2021/2015(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Stresses the need to modernise inland navigation education and training, focusing on the development of green and digital skills, thereby creating attractive jobs for young peowith high social, qualification, safety and security standards to diversify the workforce, particularly regarding young people and gender balance, as well as to increase inflow from other transport sectors; supports, in this regard, further development of CESNI standards to uphold the necessary skills for crew members on board of inland navigation vessels; emphasises the need for compulsory, continuous and regular training schemes for all crewmembers in order to ensure up- and reskilling, optimal labour mobility and safety in the sector; Stresses the needs for the highest safety and health standards in line with the zero- accidents principle; calls, furthermore, for the proper implementation of Directive (EU) 2017/2397 on the recognition of professional qualifications in inland navigation by Member States by 17 January 2022;
Amendment 189 #
2021/2015(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Calls on the Commission to combat social dumping and ensure that to ensure that crew members are not employed through bogus corporate constructions; calls for adequate social security coverage for all workers on board to tackle avoidance of EU social legislation; highlights the need for unambiguous labour and social security law in the IWT sector; stresses the need to strengthen monitoring schemes on social working conditions on board as well as safeguarding social protection and rights for European and third-country crew members;
Amendment 193 #
2021/2015(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Points out the importance of further cooperation and synergies between the different research and innovation initiatives and institutes, by sharing knowledge, data, know- how and best practices and by making available on a public platform an overview of ongoing projects;
Amendment 199 #
2021/2015(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses the importance of existing EU funding instruments for greening and digitalising our European inland waterway transport sector, such as the Connecting Europe Facility (CEF), Horizon Europe and the Structural and Cohesion Funds, and the need to mobilise them to finance investments in sustainable alternative fuels and alternative propulsion methods, the modernisation and the resilience of inland waterways, and adequate ships and infrastructure;
Amendment 227 #
2021/2015(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Welcomes the recent Commission evaluation of the 2013 Urban Mobility Package10 ; highlights in this regard that the expected results of the Urban Mobility Plan (UMP), namely a reduction in CO2 and air pollutant emissions, less congestion and fewer road casualties in urban areas, have not consistently materialised across the EU; calls on the Commission, therefore, to encourage Member States and cities to include, where possible, waterborne public transport and local freight distribution, as a safe and effective mode of transport, in their sustainable urban mobility planning (SUMP) and to enhance their urban mobility data collection; stresses, furthermore, the need to include waterborne public transport means in digital mobility platforms, such as Mobility as a Service; _________________ 10Commission staff working document of 24 February 2021 entitled 'Evaluation of the 2013 Urban Mobility Package' (SWD(2021)0047) - https://eur- lex.europa.eu/legal- content/en/TXT/?uri=CELEX:52021SC00 47
Amendment 232 #
2021/2015(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Draws attention to the potential of inland waterways transportation for the last mile in urban green logistics;
Amendment 1 #
2021/2014(INI)
Motion for a resolution
Citation 8 a (new)
Citation 8 a (new)
— having regard to Regulation (EU) 2020/1054 of the European Parliament and of the Council of 15 July 2020 amending Regulation (EC) No 561/2006 as regards minimum requirements on maximum daily and weekly driving times, minimum breaks and daily and weekly rest periods and Regulation (EU) No 165/2014 as regards positioning by means of tachographs;
Amendment 3 #
2021/2014(INI)
Motion for a resolution
Recital A
Recital A
A. whereas every year around 22 700 people still lose their lives on EU roads and around 120 000 are seriously injured; whereas progress in reducing EU fatality rates has stagnated in recent years and, as a result, the target to halve the number of road deaths between 2010 and 2020 was missed; whereas the above figures represent an unacceptable human and social price for EU citizens and costs the EU 2% of its annual GDP;
Amendment 4 #
2021/2014(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
A a. whereas investments in road safety are a key element of the EU Strategic Action Plan on Road Safety; whereas the persistent high road fatality numbers suggest that more investment should be provided to guarantee road and user safety;
Amendment 25 #
2021/2014(INI)
Motion for a resolution
Recital F
Recital F
F. whereas 40 % of all road deaths in the EU are work-related; whereas driver fatigue is common on EU roads; whereas often truck cabins are not equipped with parking air conditioners - or equivalent climatisation systems - which can seriously undermine the well-being of drivers who regularly sleep in the cabin, considering the increase of heatwaves due to global warming;
Amendment 26 #
2021/2014(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
F a. whereas the Sustainable Development Goals include Goal 11 which advocates to “make cities and human settlements inclusive, safe, resilient and sustainable”; whereas Goal 11 targets the need “to provide by 2030 access to safe, affordable, accessible and sustainable transport systems for all, improving road safety, notably by expanding public transport, with special attention to the needs of those in vulnerable situations, women, children, persons with disabilities and older persons”;
Amendment 30 #
2021/2014(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the fact that the EU has reaffirmed in the 2021-2030 EU road safety policy framework its long-term vision to get close to zero deaths by 2050, known as Vision Zero, and its medium- term goal to reduce deaths and serious injuries by 50 % by 2030; calls for a detailed road map for EU action against which performance is measured and delivery made accountable to specific bodies; highlights that these EU goals and targets relating to road safety should be underpinned by a coordinated, well- planned, systematic and well-financed road safety approach at EU, national and local level; asks Member States that have not yet sufficiently aligned their national road safety strategies with the objectives of the EU road safety policy framework 2021- 2030 to address, as soon as possible, this shortcoming; notes that road safety requires integration into other interrelated policy areas and calls for the creation of a cross-DG coordination group reporting both to the relevant commissioners, the Road Safety Co- ordinator and to the European Commission’s High Level Group on Road Safety;
Amendment 36 #
2021/2014(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Highlights that EU funding is crucial to invest in sustainable and smart road safety solutions and accelerate the delivery of road safety results across the EU; welcomes that CEF 2021-2027 foresees financing in safe and secure infrastructure and mobility projects, including road safety; calls on the Commission to safeguard and increase investment on road safety at EU level across all relevant EU financing programmes, including in research and innovation;
Amendment 42 #
2021/2014(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Calls on all Member States to earmark an adequate part of their national budget, which, coupled with EU funds, should make it possible to implement their national road safety programmes and the new 2021-2030 EU Road Safety Policy Framework; calls on the Commission to support and encourage Member States to invest throughout their national recovery and resilience plans in a safer, more sustainable, resilient and multimodal TEN-T network;
Amendment 44 #
2021/2014(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Calls on the Commission to encourage Member States to prioritise the TEN-T network, in their partnerships agreements and operational programmes; calls Member States to reserve specific financing in ESIF Funding for 2021- 2027 for safe, smart and sustainable mobility actions in the TEN-T network, including in road safety;
Amendment 45 #
2021/2014(INI)
Motion for a resolution
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Calls on the Commission to propose a Decisión to dedícate a European Year for Road Safety as part of the 2021-2030 EU Road Safety Policy Framework;
Amendment 51 #
2021/2014(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Member States and the Commission to prioritise investments with the greatest benefit in terms of road safety, including investments in maintaining existing infrastructure and in the construction of new infrastructure, as well as in promoting active modes such as walking and cycling; welcomes, in this regard, the launch of the Safer Transport Platform initiative and calls on all interested parties to consider its use;
Amendment 52 #
2021/2014(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Considers that improved maintenance of the TEN-T network contributes to its efficiency and seamless continuity, enhances the sustainability, performance, and the resilience, while also improving road safety, with particular emphasis on vulnerable road users, such as pedestrians, cyclists, motorcyclists, moped riders and other micromobility users; calls on the Commission to facilitate and incentivise investments in network maintenance and to implement a core network monitoring plan on maintenance at European level; asks the Commission and the Member States, together with the European Investment Bank (EIB) to study new funding schemes to facilitate investments in maintenance of the network; further calls on Member States, furthermore, to develop specific national plans for ordinary and extraordinary maintenance funding;
Amendment 56 #
2021/2014(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Highlights that a proactive assessment of the EU road network will be a useful tool to assess the in-built safety of roads and to target investment; welcomes, in this regard, the risk mapping and safety rating of motorways and primary roads introduced in the recently revised EU infrastructure safety rules4 and calls on the Member States to designate as many primary roads in their territory as possible to increase the road safety potential of the new directive; calls on the Commission and the Member States to agree as soon as possible on a methodology to carry out systematic network-wide road assessments as mandated in the revision of the above- mentioned act, including, when relevant, elements important for safety of active road users; calls on the Commission and the Member States to speed up the work on the specifications at EU level for the performance of road signs and markings in order to prepare the way for a higher level of automation in vehicles; notes that 38% of road deaths occur on urban roads and 54% on rural roads; encourages Member States to apply the instruments of Directive 2019/1936 on all primary roads including all main rural and main urban roads; calls on the Commission within their new Forum of European road safety auditors to elaborate common EU curricula for road infrastructure auditors and inspectors, including specific training on the needs of Vulnerable Road Users: pedestrians, cyclists, PTWs, the elderly and road users with reduced mobility; _________________ 4Directive (EU) 2019/1936 of the European Parliament and of the Council of 23 October 2019 amending Directive 2008/96/EC on road infrastructure safety management, OJ L 305, 26.11.2019, p. 1.
Amendment 66 #
2021/2014(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls for measures to further strengthen road safety in urban nodes and rural areas and improve operational safety throughout the life cycle of critical infrastructure, such as tunnels and bridges, in the forthcoming revision of the TEN-T Regulation; asks the Commission to introduce new quality requirements in the upcoming revision to ensure life-time high structural infrastructure quality in order to further reduce the risk of accidents, increasing safety, preserving assets while considering the use of new monitoring technologies for vulnerable infrastructures; calls on the Commission to set out therein the bases for future investment decisions relating to road safety;
Amendment 69 #
2021/2014(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Notes that new forms of infrastructure, such as advanced stop lines, bike boxes, cycle streets or cycle highways offer new possibilities for safe active mobility; highlights the need to work in a harmonisation of rules concerning sings and signals of the road to avoid confusion and ensure enforcement of local rules by visitors to increase safety and ease of use;
Amendment 77 #
2021/2014(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Welcomes the recent revision of the General Safety Regulation, which will make new advanced safety features in vehicles such as intelligent speed assistance and emergency lane keeping systems mandatory in the EU as from 2022, with the potential to save around 7 300 lives and avoid 38 900 serious injuries by 2030; calls on the Commission to adopt ambitious and timely secondary legislation, to evaluate future developments and to review the regulation where appropriate in order to keep pace with technical developments including requiring a high level of performance of ISA systems to be fitted in all new vehicles; calls on the Commission to consider the practical application of mandating the fitment of overrideable ISA systems on motorcycles and the feasibility and acceptability of non-overridable ISA for cars, vans, trucks and buses;
Amendment 95 #
2021/2014(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
Amendment 98 #
2021/2014(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9 a. Highlights that, as pointed out by the Commission in its EU Strategic Action Plan on Road Safety, public procurement presents an interesting opportunity to positively influence road safety; calls on the Commission to set out explicitly that the most economically advantageous tender in public procurement of road public passenger transport services should be assessed on the basis of the best price- quality ratio, which should also include vehicle safety, innovation, quality, sustainability and social issues; urges Member States and contracting authorities to consider safety aspects as one of the main criteria when awarding public contracts for passenger transport services by road;
Amendment 103 #
2021/2014(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Notes that new personal mobility devices also raise a number of serious concerns related not only to the safety of the devices themselves, but also to their safe use in traffic; regrets that only a few Member States have introduced legislation on this issue and that the lack of harmonisation in the EU can create confusion and make it difficult for visitors to abide by local rules; calls on the Commission to consider a typen EU approval frameworkpriate regulatory framework with minimum safety requirements for these new mobility devices and to issue guidelines for Members States on managing safety aspects, including traffic rules for the safe use of such devices; calls on the Commission and Member States on the need to implement a European and national awareness raising and education campaigns on the safe use of micromobility devices, with a particular focus on vulnerable road users, among others children, the elderly or people with reduced mobility; calls on the Commission and Member States to exchange best practices on how to improve the safe use of micromobility devices;
Amendment 109 #
2021/2014(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Calls on the Commission to update the European Union’s road accidents (CARE) database requirements and to incorporate the identification of collisions of micromobility devices, such as e- scooters and other electrically-assisted cycles; calls on Member States in line with the data gathered in the CARE database, to implement concrete safety preventive measures at national, regional or local level;
Amendment 123 #
2021/2014(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Notes that speeding is a key factor in around 30 % of fatal road crashes and an aggravating factor in most crashes; calls on the Commission to come up with a recommendation to apply safe speed limits in line with the safe system approach for all road types, such as default maximum speeds of 30km/h in residential areas and areas where there are high numbers of cyclists and pedestrians, or where there could be potential to increase cycling and walking levels, such as in rural areas, and to assess the feasibility of limiting the maximum top speed of all new vehicles as an effective way of reducing road casualties, as well as congestion, air pollution and carbon dioxide emissions; encourages the Commission and the Member States to support the deployment of intelligent speed assistance systems that enable bring updated speed limit information into the vehicle and consequently, to the driver;
Amendment 136 #
2021/2014(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Recalls that the Driving Licence Directive established a harmonised EU licence model and introduced minimum requirements for obtaining licences; notes that the directive will need to be kept up- to-date regarding new technological developments in vehicle and infrastructure technology and vehicle automation in the training curriculum, especially for professional divers; calls on the Commission to consider introducing a graduated licencing system that encourages novice drivers to gain more experience while limiting certain high-risk activities such as driving at night and with passengers; notes with concern that cases of irregular issuing of driving licences have been reported in several Member States and calls on the Commission to monitor this issue;
Amendment 147 #
2021/2014(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Notes that the COVID-19 pandemic has led to the expansion of the home delivery sector and specifically the use of vans, powered two-wheelers, such as mopeds and bicycles; calls on the Commission to consider introducing a requirement for van drivers to undergo professional driver training and proposing a regulation on working hours and rest periods for van drivers; further calls the Commission to include vans in annual periodic technical inspections and roadside inspections under the roadworthiness package revision, and fit all new vans (N1) with top speed limiters set at 130km/h; highlights the need to make theoretical and practical training as well as a practical test mandatory for obtaining a driving licence for mopeds; calls on the Commission to assess the introduction of a recommendation on the safety of delivery personnel, including requirements for employers and companies to ensure the provision and use of safety equipment and safe vehicles, as well as training in the digital tools, such as applications and interactive platforms they might be exposed to;
Amendment 152 #
2021/2014(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15 a. Highlights that 40 % of all road deaths in the EU are work-related; calls on Member States to encourage and cooperate with employers to address key risks within this context and include concrete measures on speed, drink and drug driving as well as preventive measures for managing fatigue and distraction; calls on the Commission to ensure that Directive 89/391 on health and safety of workers which requires every employer in Europe to undertake a risk assessment according to the principle of prevention is applied for driving for work;
Amendment 154 #
2021/2014(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15 a. Calls on the Commission to assess whether a mandatory installation of parking air conditioners - or equivalent climatisation systems for cabins - in heavy goods vehicles could have a positive impact on driver fatigue and on road safety;
Amendment 155 #
2021/2014(INI)
Motion for a resolution
Paragraph 15 b (new)
Paragraph 15 b (new)
15 b. Stresses that working and employment conditions have a direct impact on road safety; notes the increase of ride services, mobility and transportation based platforms; calls on the Commission and Member States in cooperation with social partners to come with a strategy to ensure good working conditions for platform workers and support and encourage platform companies to offer driving and specific trainings (i.e. digital tools), which should ultimately improve road safety;
Amendment 156 #
2021/2014(INI)
Motion for a resolution
Paragraph 15 c (new)
Paragraph 15 c (new)
15 c. Expresses deep concern over driver fatigue in commercial freight and passenger transport as a major cause for road accidents; calls on Member States in cooperation with the Commission for full enforcement of Regulation 2020/1054, which will improve the drivers’ working conditions and road safety; calls on the Commission and Member States to cooperate in awareness raising campaigns at EU and national levels; asks the Commission to increase the number of secure parking areas and ensure they are adapted to the needs of the drivers along the TEN-T network and provide information on their availability through an updated user-friendly website;
Amendment 159 #
2021/2014(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Highlights the importance of fast and effective post-crash care in significantly reducing the consequences of injury; calls on the Member States, in this context, to establish closer collaboration between their road safety authorities and the health sector, to make it mandatory to build emergency lanes and to enforce their correct use to speed up rescue operations; calls on the Commission to consider making first aid training compulsory in the future revision of the Driving Licence Directive; calls on Member States to develop their major trauma networks and adopt guidelines to cooperate among them in order for emergency care services to deliver patients swiftly even across borders if they may bypass a nearer facility within their own territory;
Amendment 162 #
2021/2014(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16 a. Highlights that Member States, in cooperation with regional authorities need to ensure time access to high quality emergency and long-term health care services for the injured as part of the post- crash response, including mental, social and legal support for victims, survivors and families of road traffic accidents and injuries;
Amendment 166 #
2021/2014(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Stresses that poor enforcement of road traffic rules undermines efforts to achieve Vision Zero; encourages the Member States to set annual targets for enforcement and compliance in their road safety plans and to ensure their adequate funding, as well as to undertake and publish an annual follow-up analysing the targets accomplished and the results obtained; underlines that only well- explained and well-publicised consistent enforcement activities can have a long- lasting effect on driving behaviour;
Amendment 174 #
2021/2014(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Highlights that external factors and emerging societal trends present unprecedented challenges to road safety under the EU strategy to 2030 and beyond; notes that the EU should pave the way for connected and automated vehicles to be rolled out in due time and should assess the possible risks of combining such vehicles with traditional vehicles in mixed traffic and vulnerable road users; highlights that upgrading of infrastructure might be needed to guarantee automated and semi- automated vehicles operate safely while improving safety for conventional vehicles, and thus, benefiting all road users;
Amendment 176 #
2021/2014(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18 a. Points out that COVID-19 has affected and changed mobility patterns across the UE, with an increase of teleworking practices and active transport modes such as cycling and walking, as well as new alternative trends of tourism such as rural tourism; calls on the Commission and Member States to take into account the opportunities provided by these new mobility in terms of sustainability and digitalisation, in their upcoming mobility and urban design plans, strategies or funding opportunities at EU, national and regional level; asks the Commission in cooperation with Member States to develop recommendations at EU level on how to build safe, comfortable, direct and attractive infrastructure for active modes of transport;
Amendment 178 #
2021/2014(INI)
Motion for a resolution
Paragraph 18 b (new)
Paragraph 18 b (new)
18 b. Calls on Member States to set up vehicle scrappage schemes under green conditions in order to incentivise the purchase and use of safer, cleaner and more energy efficient vehicles and the renewal of public and private vehicle fleets; asks the Commission and the Member States together with the European Investment Bank(EIB) to study new funding schemes to facilitate investment in safe and sustainable transport services as well as of safe and sustainable vehicle fleets;
Amendment 182 #
2021/2014(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Points out that data will play a key role in improving road safety; recalls that in-vehicle data are extremely valuable for traffic management, roadworthiness tests and the investigation of crashes; calls on the Commission to set up a framework to access in-vehicle data beyond the repair market in compliance with the General Data Protection Regulation, solely for the purpose of accident researchinvestigation and roadworthiness tests and to create a European database building on the DaCoTa project;
Amendment 192 #
2021/2014(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Calls on the Commission, in view of the upcoming revision of the Urban Mobility Package, to promote synergies between safety and sustainability measures in urban areas; calls, in this regard, for the reprioritisation of transport infrastructure, in densecluding reallocation of public space, in urban areas away from individual motorised transport towards public transport and other sustainable, safer and healthier transport modes such as walking and cycling; welcomes the EIB’s intention to support alongside public authorities, ambitious investment programmes fostering sustainable mobility at local and regional level, such as sustainable urban mobility plans and public transport projects;
Amendment 194 #
2021/2014(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20 a. Notes that rural areas account for approximately 83% of the EU’s territory and are home to 30.6% of the EU population; points out that rural areas, particularly sparsely populated ones, suffer from a shortage of quality transport infrastructure as well as from low frequency of collective public transport services, which directly affect road safety; further notes that 54% of road deaths occur on rural roads; highlights that the improvement on accessibility, connectivity and road safety for rural areas should be incorporated in the Sustainable and Smart Mobility Strategy; calls on the Commission to take the latter into account in the upcoming Communication on Long Term Vision for Rural Areas;
Amendment 196 #
2021/2014(INI)
Motion for a resolution
Paragraph 20 b (new)
Paragraph 20 b (new)
20 b. Calls on the Commission and the Member States to work closely with regions and cities to complete relevant missing last-mile infrastructure and inter- modal and cross-border connections throughout the TEN-T, thus enabling more seamless and efficient use of infrastructure and services which improves road safety;
Amendment 197 #
2021/2014(INI)
Motion for a resolution
Paragraph 20 c (new)
Paragraph 20 c (new)
20 c. Calls on the Commission to explore the possible synergies with Eurovelo and its corridors, notably by increasing financial support and having roadsafety as a transversal priority, in order to promote safe cycling in Europe; calls on the Commission to encourage the reconversion of disused railway lines, including by supporting bike-train projects and to actively support bike-train intermodality;
Amendment 198 #
2021/2014(INI)
Motion for a resolution
Paragraph 20 d (new)
Paragraph 20 d (new)
20 d. Points out the need to promote an integrated approach to accomplish the goals set in Vision Zero and strengthen inter-sectoral collaboration including engagement with NGOs, civil society, as well as businesses and industry at regional, national and EU level; calls on companies and SMEs to contribute, in line with the Stockholm Declaration, to the attainment of road safety by applying safe system principles to their entire value chain including internal practices throughout their procurement, production and distribution process, and to include reporting on safety performance in their sustainability reports as well as in their official websites; further calls on companies and SMEs, when applicable, to offer specific trainings on road safety to their drivers, and to consider incorporating the role of “mobility manager” to coordinate and optimise the needs of mobility of the enterprise for the transportation of goods and workers alongside the entire logistic chain;
Amendment 199 #
2021/2014(INI)
20 e. Notes that businesses that reduce road risks within their own fleets are able to reduce insurance and other costs; calls on the EC to highlight the role of insurers in supporting risk management programmes; calls on the EC to set up forums for employers to access information on the business case for managing road risk in the work environment;
Amendment 203 #
2021/2014(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21 a. Welcomes the launch of the Urban Road Safety Award in 2019 by the Commission; calls on the Commission to establish a new “Safe City Label” at EU level that could be linked to developments in urban mobility and infrastructure measures and the protection of vulnerable road users and which involves adequate funding and monitoring;
Amendment 206 #
2021/2014(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Is of the view that in order to properly implement the next steps in the EU road safety policy under the overarching Sustainable and Smart Mobility Strategy, some new capacities are needed in the field of road safety, in particular with respect to the coordination, monitoring and evaluation functions and technical support for the overall strategy; calls on the Commission in this regard to explore options to further support safe, smart and sustainable road transport operations under an existing agency or another body in order to improve EU capacity on road safety management; highlights that this existing agency or body could, among others, oversee the safe rollout of automated vehicles through market surveillance, real-world testing and in-depth crash investigation;
Amendment 210 #
2021/2014(INI)
Motion for a resolution
Paragraph 22 a (new)
Paragraph 22 a (new)
22 a. Notes that globally, each year, nearly 1.3 million people die as a result of a road traffic collision; further notes that 90% of road deaths occur in low-and middle-income countries, which claim less than half the world's registered vehicle fleet; highlights the EU is the biggest humanitarian aid donor worldwide and provides half of all international development aid; stresses, therefore, the responsibility of the EU to show leadership at global level and implement the Stockholm Declaration on Road Safety; urges the Commission and the Member States to participate in the annual UN road safety week in May 2021 on reducing speed; calls on the Commission and the Member States to ensure that EU road safety policy objectives applies to all external programming;
Amendment 42 #
2021/0420(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) Transport emissions represent around 25% of the Union’s total greenhouse gas emissions, and these emissions have increased over recent years. The European Green Deal therefore calls for a 90% reduction in greenhouse gas emissions from transport in order for the Union to become a climate-neutral economy by 2050, while working towards the zero-pollution ambition14 . Delivering on the Green Deal should ensure quality job creation and social progress for all. To be socially acceptable, the climate ambition proposed in this regulation should be matched by an equivalent social ambition, in line with the European Pillar of Social Rights. The European Green Deal agenda should be an opportunity to maintain and create quality jobs, promote decent work, raise labour standards, strengthen social dialogue and collective bargaining, tackle discriminations at work, promote gender equality, and workplace democracy. _________________ 14 Commission Communication “Pathway to a Healthy Planet for All EU Action Plan: 'Towards Zero Pollution for Air, Water and Soil'” of 12 May 2021, COM(2021)400 final.
Amendment 44 #
2021/0420(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The realisation of the trans- European transport network creates the enabling conditions in terms of infrastructure basis allowing to make all transport modes more sustainable, affordable and inclusive, to make sustainable alternatives widely available in a multimodal transport system and to put in place the right incentives to drive the transition, notably by ensuring a fair transition, in line with the objectives presented in the Council Recommendation (EU) […] of […] on ensuring a fair transition towards climate neutrality. It is necessary to set mandatory social standards for workers in passenger and freight transport and to take further measures to end wage and social dumping to make urban transport jobs more attractive.
Amendment 46 #
2021/0420(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) The planning, development and operation of the trans-European transport network should enable sustainable forms of transport, provide for improved multimodal and interoperable transport solutions and for an enhanced intermodal integration of the entire logistic chain, thereby contributing to a smooth functioning of the internal market by creating the arteries that are necessary for smooth passenger and freight transport flows across the Union. In addition, the network should aim at strengthening economic, social and territorial cohesion by ensuring accessibility and connectivity for all regions of the Union, including a better connectivity of the outermost regions and other remote, rural, insular, peripheral and mountainous regions as well as sparsely populated areas. The development of the trans-European transport network should also enable seamless, safe and sustainable mobility of goods and persons in all their diversity, and should contribute to further economic growth and competitiveness in a global perspective, by establishing interconnections and interoperability between national transport networks in a resource-efficient and sustainable way. A modal shift is necessary if the EU wants to reach its target of climate neutrality by 2050.
Amendment 54 #
2021/0420(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) The interests of regional and local authorities, as well as those of the public concerned by a project of common interest, should be appropriately taken into account in the planning and construction phase of projects. By giving local authorities a voice in how transport projects are implemented at the level of urban nodes, the transport infrastructure located at the urban node level can absorb transport demand better.
Amendment 59 #
2021/0420(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The core network has been identified on the basis of an objective planning methodology. That methodology has identified the most important urban nodes, ports and airports, as well as border crossing points. Border cities should have the capacity to provide efficient and seamless cross-border daily transport while addressing missing links and bottlenecks, and ensuring better and more sustainable connectivity between European capitals and major cities. In this regard, high-speed train services should be better deployed. Wherever possible, those nodes are to be connected with multimodal links as long as they are economically viable and feasible by 2030. The methodology has ensured the interconnection of all Member States and the integration of the main islands into the core network.
Amendment 72 #
2021/0420(COD)
Proposal for a regulation
Recital 50 a (new)
Recital 50 a (new)
(50 a) Urban Nodes should involve European cities in the governance of TEN-T to reduce bottlenecks at city level Supports all efforts to make Urban cities accessible. Member States should take swift and ambitious action to make cities more inclusive, taking into account all valuable nodes, and thus to accelerate the progress towards the2030 and 2050 objectives for completion of the core and comprehensive network.
Amendment 73 #
2021/0420(COD)
Proposal for a regulation
Recital 52
Recital 52
(52) Member States should establish a national SUMP support programme aimed at promoting the uptake of SUMPs and improving coordination among regions, cities and towns. It should support regions and urban areas to develop high-quality SUMPs and reinforce monitoring and evaluation of the SUMP implementation through legislative measures, guidance, capacity building, assistance and possibly financial support. the Commission should extend the current list of urban nodes to include additional cities located on the TEN-T corridors and to provide more technical and financial support to help new urban nodes create and update their SUMPs. Local authorities' involvement in the governance of TEN-T corridors and the definition of relevant criteria to assess SUMPs could be improved through the creation of collaboration mechanisms.
Amendment 76 #
2021/0420(COD)
Proposal for a regulation
Recital 53
Recital 53
(53) The Mission on Climate-neutral and Smart Cities, set up under the Horizon Europe framework programme, aims to have 100 climate neutral cities in the Union by 2030. The Commission should provide the necessary tools for cities to continue influencing transport behaviours in favour of more sustainable urban mobility. The cities involved in the Mission will act as experimentation and innovation hubs for others to follow by 2050.
Amendment 77 #
2021/0420(COD)
Proposal for a regulation
Recital 54
Recital 54
(54) Multimodal digital mobility services help to enhance the integration of the different transport modes by combining several transport offers into one. Their further development should contribute to nudge behaviours towards the most sustainable modes, public transport and active modes such as walking and cycling. Urban infrastructure planning should be developed in accordance with EU standards on road safety, including safety standards for cycling and walking infrastructure and other active means of transport (such as pedestrian and cycling tracks, lanes, bridges, tunnels, parking areas and fast recharging points for light means of transport batteries) to increase the shift to more sustainable means of transport.
Amendment 83 #
2021/0420(COD)
Proposal for a regulation
Recital 62
Recital 62
(62) Taking stock of the experience with regard to the crisis management during the Covid-19 pandemic25 and in order to avoid traffic disruptions and contingencies in future, Member States should take into account the security and resilience of the transport infrastructure to climate change, natural hazards, human-made disasters and other disruptions affecting the functioning of the Union transport system, when planning infrastructure, highlighting the challenges and best practices in urban mobility that emerged during the pandemic. To that aim, the European Transport Corridors should also include important diversionary lines which can be used in case of congestion or other problems on the principal routes. In addition, due to their multimodal nature, one mode can substitute the other in case of emergencies. _________________ 25 Communication on the implementation of the Green Lanes under the Guidelines for border management measures to protect health and ensure the availability of goods and essential services; C(2020)1897 final (OJ C 96 I, 24.3.2020, p. 1) and Communication of 28 October 2020 from the Commission to the European Parliament, the European Council and the Council on “upgrading the transport Green Lanes to keep the economy going during the COVID-19 pandemic resurgence”; COM(2020)685 final.
Amendment 87 #
2021/0420(COD)
Proposal for a regulation
Recital 73
Recital 73
(73) The achievement of the objectives of the trans-European transport network, in particular with regard to the decarbonisation and digitalisation of the transport system in the Union, requires a robust regulatory framework. Ambitious reforms should be implemented by Member States to address the challenges of sustainable transport as identified in the European Semester. The Recovery and Resilience Facility supports both reforms and investments to make transport more sustainable, reduce emissions, improve safety and efficiency. Financial and non- financial support instruments, such as a dedicated budget under the Connecting Europe Facility to support local and regional authorities to meet the new requirements applicable to urban nodes, are needed. Relevant measures to that effect are included in approved Recovery and Resilience Plans.
Amendment 89 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point f
Article 3 – paragraph 1 – point f
(f) 'urban node' means an functional urban area where elements of the transport infrastructure of the trans- European transport network, such as ports including passenger terminals, airports, railway stations, bus terminals, logistic platforms and facilities and freight terminals, located in and around the urban area, are connected with other elements of that infrastructure and with the infrastructure for regional and local traffic;
Amendment 112 #
2021/0420(COD)
Proposal for a regulation
Article 35 – paragraph 3 – subparagraph 2
Article 35 – paragraph 3 – subparagraph 2
Member States shall consult local and regional authorities of urban nodes, shippers, transport and logistics operators which operate on their territory. They shall take into account the results of the consultation in their analysis.
Amendment 114 #
2021/0420(COD)
Proposal for a regulation
Article 39 – paragraph 1 – point c a (new)
Article 39 – paragraph 1 – point c a (new)
(c a) the fulfilment of climate neutrality by 2050 in line with the Union’s objective of climate neutrality in the Union at the latest by 2050 and the goals of the Paris Agreement;
Amendment 117 #
2021/0420(COD)
Proposal for a regulation
Article 40 – paragraph 1 – point b – point i
Article 40 – paragraph 1 – point b – point i
(i) adoption of a sustainable urban mobility plan (SUMP) in line with Annex V that includes notably measures to integrate the different modes of transport, to promote efficient zero-emission mobility including sustainable and zero-emission urban logistics, to reduce air and noise pollution and that takes long-distance trans-European transport flows into consideration, while meeting current and future challenges and providing smart, efficient, and sustainable transport;
Amendment 118 #
2021/0420(COD)
Proposal for a regulation
Article 40 – paragraph 1 – point c – point i
Article 40 – paragraph 1 – point c – point i
(i) for passenger transport: sustainable, seamless and safe interconnection between rail, road, air, the active modes of transport, public transport, and, as appropriate, inland waterway and maritime infrastructure;
Amendment 120 #
2021/0420(COD)
Proposal for a regulation
Article 41 – paragraph 1 – point b a (new)
Article 41 – paragraph 1 – point b a (new)
(b a) support for modal shift in cities by putting active mobility and public transport at the core of the next EU framework for urban mobility;
Amendment 122 #
2021/0420(COD)
Proposal for a regulation
Article 41 – paragraph 1 – point d a (new)
Article 41 – paragraph 1 – point d a (new)
(d a) increase of accessibility and connectivity between urban, peri-urban and rural areas and unhindered access to smart, sustainable and affordable transport;
Amendment 123 #
2021/0420(COD)
Proposal for a regulation
Article 41 – paragraph 1 – point d b (new)
Article 41 – paragraph 1 – point d b (new)
(d b) creation of cohesion between long- distance, regional, and local traffic through connecting nodes, stimulating new innovative technologies as well as by lowering emissions (pollutant and GHG) and minimising external cost;
Amendment 132 #
2021/0420(COD)
Proposal for a regulation
Annex I – point 1
Annex I – point 1
1. Goals and objectives: A Sustainable Urban Mobility Plan (SUMP) shall have as central goal improving accessibility of the functional urban area and providing high- quality, safe and sustainable low-emission mobility to, through and within the functional urban area; while meeting current and future challenges and providing smart, efficient, and sustainable transport. It shall notably support zero- emission mobility and the implementation of an urban transport system which contributes to a better overall performance of the trans-European transport network, in particular through the development of infrastructure for the seamless circulation of zero-emission vehicles as well as of multimodal passenger hubs to facilitate first and last mile connections and of multimodal freight terminals serving urban nodes.
Amendment 133 #
2021/0420(COD)
Proposal for a regulation
Annex I – point 2
Annex I – point 2
2. Long-term vision and short-term implementation plan: A SUMP shall include a – or be linked to an existing – long term strategy for the future development of transport infrastructure and multi-modal services. It shall also include a delivery plan for the short-term implementation of the strategy. It shall be embedded into an integrated approach for sustainable development of the urban area and linked to relevant land-use and spatial planning. It shall include investments in innovation to meet the challenges of building a modern integrated transport system that meets the challenges of decarbonisation, efficiency, and inclusive growth.
Amendment 134 #
2021/0420(COD)
Proposal for a regulation
Annex I – point 3
Annex I – point 3
3. Integration of the different modes of transport: A SUMP shall promote multimodal transport through the integration of the different modes and measures aimed at facilitating seamless and sustainable mobility. It shall include actions to increase the modal share of the more sustainable forms of transport such as public transport, active mobility, and, as appropriate, inland waterway and maritime transport. It shall also include actions to promote zero-emission mobility, in particular with regard to the greening of the urban fleet, to reduce congestion and to improve road safety in particular of vulnerable road users. It shall stress the social dimension, in which fair and safe working conditions of transport workers need to be taken into account when drafting, implementing and assessing SUMPs.
Amendment 135 #
2021/0420(COD)
Proposal for a regulation
Annex I – point 4
Annex I – point 4
4. Effective functioning of TEN-T: A SUMP should duly take into account the impact of various urban measures on the traffic flows, both passenger and freight, on the trans-European transport network with the aim to ensure seamless transit, bypass, or interconnection through and around the urban nodes, including of zero- emission vehicles. It shall provide financial and technical support for cities qualifying as urban nodes to help them comply with future obligations attached to their new status. It shall in particular include actions to alleviate congestion, improve road safety and remove bottlenecks affecting the traffic flows on the TEN-T. In return TEN-T measures shall take into account effects on regional and local traffic flows, both for passengers and freight.
Amendment 136 #
2021/0420(COD)
Proposal for a regulation
Annex I – point 5
Annex I – point 5
5. Participatory approach: The development and implementation of a SUMP shall be based on an integrated approach with a high level of cooperation, coordination and consultation between the different levels of government and relevant authorities. Citizens as well as representatives of civil society and economic actors shall also be involved. It shall support the creation of a multi-level collaboration platform at the national level to identify and address shortcomings in rural-urban connectivity covering the functional urban areas and assess the possibilities offered by regional mobility plans.
Amendment 222 #
2021/0420(COD)
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
(3a) The freight modal shift is a crucial pillar of the Green Deal and corresponding Sustainable and Smart Mobility Strategy, also in maritime and inland ports this is of importance and these should increase their modal split shares towards more sustainable modes such as rail and inland waterways. However, ports are complex areas in which rail infrastructure is managed differently across Member States in terms of governing bodies. A common EU language on ‘port rail networks’ can help to allow ports to deliver on modal shift ambition.
Amendment 224 #
2021/0420(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The realisation of the trans- European transport network creates the enabling conditions in terms of infrastructure basis allowing to make all transport modes more sustainable, affordable and inclusive, to make sustainable alternativesnd energy-efficiency alternatives, such as hyperloop, widely available in a multimodal transport system and to put in place the right incentives to drive the transition, notably by ensuring a fair transition, in line with the objectives presented in the Council Recommendation (EU) […] of […] on ensuring a fair transition towards climate neutrality. Stresses the need to set mandatory social standards for workers in passenger and freight transport and to take further measures to end wage and social dumping to make urban transport jobs more attractive.
Amendment 244 #
2021/0420(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) The trans-European transport network should be developed and sustained through the creation of new smart and sustainable transport infrastructure, through the maintenance and upgrading of existing infrastructure and through measures promoting its resource- efficient use and resilience.
Amendment 248 #
2021/0420(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) In the implementation of projects of common interest, due consideration should be given to the particular circumstances of the individual project concerned. Where possible, synergies with other policies should be exploited, for instance with tourism aspects by including, within civil engineering structures such as bridges or tunnels, bicycle infrastructure for cycling paths, including the EuroVelo routes, or with security aspects by including new technologies such as sensors in bridges, or with energy aspects by ensuring synergies with the TEN-E network.
Amendment 275 #
2021/0420(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) The interests of regional and local authorities, as well as those of the public concerned by a project of common interest, should be appropriately taken into account in the planning and construction phase of projects. By giving local authorities a voice in how transport projects are implemented at the level of urban nodes, the transport infrastructure located at the urban node level can absorb transport demand better.
Amendment 280 #
2021/0420(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) The comprehensive network should be sufficiently equipped with alternative fuels infrastructure in order to ensure that it effectively supports the transition to zero- emission mobility, i. In line with the milestones set in the Sustainable and Smart Mobility Strategy, it should include safe and secure truck parking areas providing comprehensive services. Those should be extended and financially supported by Union funds.
Amendment 293 #
2021/0420(COD)
Proposal for a regulation
Recital 24 a (new)
Recital 24 a (new)
(24a) Capacity bottlenecks appear in all modes of transport for both passengers and freight traffic hampering the network connectivity and multimodality. Furthermore, the lack of quality of the last mile connections negatively increases bottlenecks urban nodes. Consequently, the TEN-T Regulation needs to urgently address the existing bottlenecks in the TEN-T, particularly in cross-border links, in order to facilitate seamless and efficient transport to better connect people and business across Europe and contribute to the well-functioning of the EU internal market.
Amendment 311 #
2021/0420(COD)
Proposal for a regulation
Recital 30
Recital 30
(30) As stated in the Sustainable and Smart Mobility Strategy, an integration of the Core Network Corridors and of the Rail Freight Corridors into ‘European Transport Corridors’ is needed to increase synergies between infrastructure planning and the operation of transport. The European Transport Corridors should become the instrument for the development of sustainable and multimodal freight and passenger transport flows in Europe and for the development of interoperable high quality infrastructure and operational performance with emphasis on reliability. As such, they should also be the tool to realise the vision of creating a highly competitive rail network across the Union with connections to inland waterways to promote synchro-modality and complementarity across the two modes.
Amendment 317 #
2021/0420(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) In order to establish the trans- European transport network in a coordinated and timely manner, thereby making it possible to maximise network effects, Member States concerned should ensure that appropriate measures are taken to finalise the projects of common interest of the core, the extended core and the comprehensive network by the given deadlines 2030, 2040 and 2050 respectively. To this end, Member States should ensure that there is coherence of the national transport and investment plans with the priorities set out in this Regulation and in the work plans of the European Coordinators. Projects of national plans which are not aligned with the Union transport objectives should not be considered as a priority for receiving Union funds.
Amendment 326 #
2021/0420(COD)
Proposal for a regulation
Recital 34 a (new)
Recital 34 a (new)
(34a) Whenever projects of common interest meet European added value by increasing sustainability, cohesion, efficiency or users’ needs, Member States should ensure that these projects continue to benefit from infrastructure optimization, maintenance, consolidation and upgrading.
Amendment 333 #
2021/0420(COD)
Proposal for a regulation
Recital 37
Recital 37
(37) In order to contribute to the climate reduction targets of the European Green Deal of a 90% cut in greenhouse gas emissions by 2050, measures to mitigate the greenhouse gas impacts of projects of common interest in the form of new, extended or upgraded transport infrastructures should be analysedtaken into account.
Amendment 335 #
2021/0420(COD)
Proposal for a regulation
Recital 38
Recital 38
(38) Cooperation with third countries, including neighbouring countries, is necessary in order to ensure connection and interoperability between the infrastructure networks of the Union and those countries. In view of this, where appropriate, the Union should promote projects of common interest with those countries, and also assessing and ensuringe that the objectives and requirements of the trans- European transport network are complied with in order to ensure the interoperability of the Union network and are aligned with the goal of achieving climate neutrality in the EU by 2050 in order to ensure level playing field in transport, in particular by preventing carbon leakage.
Amendment 356 #
2021/0420(COD)
Proposal for a regulation
Recital 40 a (new)
Recital 40 a (new)
(40a) Rail port infrastructure is managed and governed differently across ports in EU Members States and this demands particular roll-out of rail requirements. To achieve the objective of improving the rail access route to the port, the rail requirements should be applied up to the rail handover point, where the train is being transferred from the public network to the port rail network. The port managing body should assess the need to implement the rail requirements in other parts of the port rail network.
Amendment 388 #
2021/0420(COD)
Proposal for a regulation
Recital 45
Recital 45
(45) Inland waterways in Europe are characterised by a heterogeneous hydro- morphology which hampers a coherent performance for all waterway stretches. Inland waterways, especially free flowing stretches, may be heavily impacted by climate and weather conditions. In order to ensure reliable international traffic, while respecting the hydro-morphology and applicable environmental legislation, TEN- T requirements should take into account the specific hydro-morphology of each waterway (for example free-flowing or regulated rivers) as well as the objectives of environmental and biodiversity policies. Such an approach should be considered at river basin levelcorridor level in close cooperation with Member States and infrastructure managers. In addition to the corridors, good connection to smaller inland waterways and their guaranteed navigability is key to promote inland waterways for end-to-end logistical solutions.
Amendment 400 #
2021/0420(COD)
Proposal for a regulation
Recital 46
Recital 46
(46) Being the entry and exit points for the land infrastructure of the trans- European transport network, maritime ports play an important role as cross-border multimodal nodes which serve not only as transport hubs, but also as gateways for trade, industrial clusters and energy hubs, for example with regard to the deployment of off-shore wind installations. Given the strategic role of ports for resilient supply chains, for the diversification of energy supply and for energy security, its importance for the respective Member State, in terms of cohesion, geopolitical position, energy transition and added- value to the region, should be considered in addition to traffic volumes for the inclusion in the TEN-T network;
Amendment 406 #
2021/0420(COD)
Proposal for a regulation
Recital 46 a (new)
Recital 46 a (new)
(46a) Maritime ports play a key role in the import, export, storage, distribution and production of energy. Synergies between TEN-T and TEN-E should be maximised to ensure the coherence and comprehensiveness of the networks. The importance of maritime ports for energy security, energy supply and distribution should be considered when assessing their role for the TEN-T network;
Amendment 412 #
2021/0420(COD)
Proposal for a regulation
Recital 46 a (new)
Recital 46 a (new)
(46a) Maritime ports have a strategic role in the logistics supply chain, the diversification of energy supply and storage and consequently, in EU's strategic autonomy. They are also crucial in geopolitical and cohesion terms, something which should be considered in addition to traffic volumes for their identification in the TEN-T network.
Amendment 426 #
2021/0420(COD)
Proposal for a regulation
Recital 49
Recital 49
(49) The trans-European transport network should ensure efficient multimodality in order to allow better and more sustainable modal choices to be made for passengers and freight and in order to enable large volumes to be consolidated for transfers over long distances. Multimodal terminals should play a key role to meet this objective. Insufficient punctuality has been a major obstacle to making multimodality an attractive option for the transport of freight and passengers. Efficient management of traffic flows as well as the increase in capacity of the infrastructure will enable rail to play its full part in improving the functioning of the intermodal transport chain.
Amendment 440 #
2021/0420(COD)
Proposal for a regulation
Recital 52
Recital 52
(52) Member States should establish a national SUMP support programme aimed at promoting the uptake of SUMPs and improving coordination among regions, cities and towns. It should support regions and urban areas to develop high-quality SUMPs and reinforce monitoring and evaluation of the SUMP implementation through legislative measures, guidance, capacity building, assistance and possibly financial support. The Commission should extend the current list of urban nodes to include additional cities located on the TEN-T corridors and to provide more technical and financial support to help new urban nodes create and update their SUMPs; local authorities involvement in the governance of TEN-T corridors and the definition of relevant criteria to assess SUMPs should be improved through the creation of collaboration mechanisms.
Amendment 447 #
2021/0420(COD)
Proposal for a regulation
Recital 54
Recital 54
(54) Multimodal digital mobility services help to enhance the integration of the different transport modes by combining several transport offers into one. Their further development should contribute to nudge behaviours towards the most sustainable modes, public transport and active modes such as walking and cycling. Highlights that urban infrastructure planning should be developed in accordance with EU standards on road safety, including standards for safety of cycling and walking infrastructure and other active modes of transport(pedestrian and cycling tracks, lanes, bridges, tunnels, parking areas and fast recharging points for light means of transport batteries) to increase the shift to more sustainable modes of transport.
Amendment 488 #
2021/0420(COD)
Proposal for a regulation
Recital 67 a (new)
Recital 67 a (new)
(67a) EU border regions cover 40% of the EU's territory and account for 30% of the EU's population. By connecting border regions more effectively the EU will become more integrated in a tangible way and offer citizens the possibility of enjoying sustainable cross-border mobility services. European Transport Coordinators should analyse mobility needs in EU cross-border regions and in coordination with the relevant regional and local authorities, and should establish "cross-border mobility plans". These plans should include targeted measures to improve the coordination and frequency of rail and public transport services between these regions, address missing links and bottlenecks, enhance the performance of services and the capacity of the infrastructures and improve the affordability of the cross-border services.
Amendment 517 #
2021/0420(COD)
Proposal for a regulation
Recital 77
Recital 77
(77) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission as regards implementing acts which specify reference water levels and minimum requirements per river basin (good navigation status)corridor, which define a single entity for the construction and management of cross- border infrastructure projects of common interest, which establish a methodology for the urban mobility data to be collected by Member States and implementing acts for each work plan of the European Transport Corridors and the two horizontal priorities as well as for the implementation of specific sections of the European Transport Corridor or for the implementation of specific transport infrastructure requirements of the European Transport Corridor or of the horizontal priorities. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council32 . __________________ 32 Regulation (EU) No 182/2011 of the European Parliament and of the Council of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by Member States of the Commission's exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).
Amendment 552 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point f
Article 3 – paragraph 1 – point f
(f) 'urban node' means an functional urban area where elements of the transport infrastructure of the trans-European transport network, such as ports including passenger terminals, airports, railway stations, bus terminals, logistic platforms and facilities and freight terminals, located in and around the urban area, are connected with other elements of that infrastructure and with the infrastructure for regional and local traffic;
Amendment 572 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point m a (new)
Article 3 – paragraph 1 – point m a (new)
(ma) ‘port rail access routes’ means those parts of the public rail network directly connected to a rail handover point;
Amendment 574 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point m b (new)
Article 3 – paragraph 1 – point m b (new)
(mb) ‘rail handover point’ means the designated point(s)where trains are being transferred between the public rail network and the port rail network, which is typically, but not exclusively, a marshalling yard or a multimodal terminal and can be located inside or outside the port area. The rail handover points are defined jointly by the port managing body and the national rail infrastructure manager;
Amendment 576 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point m c (new)
Article 3 – paragraph 1 – point m c (new)
(mc) ‘port rail network’ means the specific rail infrastructure inside the port area, or outside the port area and under the management of the port managing body, which is used for the purpose of rail freight operations;
Amendment 577 #
2021/0420(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point n a (new)
Article 3 – paragraph 1 – point n a (new)
(na) ‘hyperloop’ is a mode of land transportation capable of high speed and driverless operations, in which a vehicle is guided through a low-pressure tube or system of tubes, for passengers and/or cargo.
Amendment 630 #
2021/0420(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point a – point ii
Article 4 – paragraph 2 – point a – point ii
(ii) enabling greater use of more sustainable modes of transport, including particular by further developing a long- distance rail passenger network, including at high speed, and a fullyn interoperable rail freight network, a reliable inland waterway and short-sea shipping network across the Unionfor passenger and freight across the Union and also by promoting active modes of transport;
Amendment 638 #
2021/0420(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point a – point ii
Article 4 – paragraph 2 – point a – point ii
(ii) enabling greater use of more sustainable modes of transport, including by further developing a long-distance rail passenger network at high speed and a fully interoperable rail freight network, a reliable inland waterway and short-sea shipping network across the Union and supporting new network technologies such as hyperloop;
Amendment 646 #
2021/0420(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point a – point v a (new)
Article 4 – paragraph 2 – point a – point v a (new)
(va) contribution to the deployment of decarbonisation technologies and optimization of synergies with the TEN-E Regulation.
Amendment 697 #
2021/0420(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point e
Article 5 – paragraph 1 – point e
(e) the optimisation of infrastructure use, in particular through efficient capacity and traffic management and the shift towards more sustainable mobility patterns, including the development of sustainable, attractive and efficient multimodal transport services;
Amendment 699 #
2021/0420(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point f
Article 5 – paragraph 1 – point f
(f) the taking into account of possible synergies with other networks, in particular the trans-European energy ornetwork categories, including but not limited to the CO2 network category, and telecommunication networks;
Amendment 717 #
2021/0420(COD)
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
3. The environmental assessment of plans and projects shall be carried out in accordance with Council Directive 92/43/EEC49 , Directives 2000/60/EC50 , 2001/42/EC51 , 2002/49/EC52 , 2009/147/EC53 and 2011/92/EU of the European Parliament and of the Council54 . For the projects of common interest for which the environmental assessment has not yet been carried out at the date of entry into force of this Regulation, it should also include the assessment of the compliance with the “do no significant harm” principle. Member States should ensure that any project of common interest in their territory complies with the “do no significant harm” principle, unless no reasonable alternative exists, with particular attention to alternative transport modes. __________________ 49 Council Directive 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora (OJ L 206, 22.7.1992, p. 7). 50 Directive 2000/60/EC of the European Parliament and of the Council of 23 October 2000 establishing a framework for Community action in the field of water policy (OJ L 327, 22.12.2000, p. 1). 51 Directive 2001/42/EC of the European Parliament and of the Council of 27 June 2001 on the assessment of the effects of certain plans and programmes on the environment (OJ L 197, 21.7.2001, p. 30). 52 Directive 2002/49/EC of the European Parliament and of the Council of 25 June 2002 relating to the assessment and management of environmental noise (OJ L 189 18.7.2002, p. 12). 53 Directive 2009/147/EC of the European Parliament and of the Council of 30 November 2009 on the conservation of wild birds (OJ L 20, 26.1.2010, O. 7). 54 Directive 2011/92/EU of the European Parliament and of the Council of 13 December 2011 on the assessment of the effects of certain public and private projects on the environment (OJ L 26, 28.1.2012, p. 1).
Amendment 733 #
2021/0420(COD)
Proposal for a regulation
Article 8 – paragraph 4 a (new)
Article 8 – paragraph 4 a (new)
4a. Member States will take all necessary actions in order that projects shall continue to benefit from the upgrading of the existing infrastructure so as to ensure sufficient capacity and sustainable utilization to meet customers’ needs. Any decision of a Member State aiming at discontinuing investment or at downsizing an existing infrastructure, shall be based on a thorough and extensive socio-economic cost-benefit analysis, justifying that there is no more market demand for that infrastructure.
Amendment 758 #
2021/0420(COD)
Proposal for a regulation
Article 10 – paragraph 1 – point a
Article 10 – paragraph 1 – point a
(a) be as specified in the maps in Annex I and in the lists in Annex II, which should exclusively represent the final goals of the network, i.e. nodes and itineraries, with their implementation deadlines (2030, 2040 or 2050). The TENtec system should reflect the evolution of the network in accordance with Article 55;
Amendment 768 #
2021/0420(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point a
Article 12 – paragraph 1 – point a
(a) increasing freight and passenger transport activity of more sustainable modes of transport in view of a reduction of GHG emissionthe share of more sustainable modes of transport for freight and passengers, in particular in view of a reduction of GHG emissions and pollution and of an increase of social and economic benefits from transport;
Amendment 788 #
2021/0420(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point g
Article 12 – paragraph 1 – point g
(g) keeping existing infrastructure operational and improving or maintaining its quality in terms of safety, security, efficiency of the transport system and, transport operations and safe and secure truck parking areas, climate and disaster resilience, environmental performance, and the continuity of traffic flows;
Amendment 790 #
2021/0420(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point i a (new)
Article 12 – paragraph 1 – point i a (new)
(ia) ensuring synergies between the trans-European transport network and energy networks, in order to connect local production of clean energy with mobility applications as well as the deployment of other technologies contributing to the decarbonisation of the economy;
Amendment 795 #
2021/0420(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point i b (new)
Article 12 – paragraph 1 – point i b (new)
(ib) removing barriers for active modes when infrastructure is being built or upgraded.
Amendment 818 #
2021/0420(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point d
Article 13 – paragraph 1 – point d
(d) the development of a safe and secure road network, with sufficient alternative fuel infrastructures and safe and secure truck parking areas;
Amendment 833 #
2021/0420(COD)
Proposal for a regulation
Article 14 – paragraph 1 – point d
Article 14 – paragraph 1 – point d
(d) the rail access routes and last mile rail connections to multimodal freight terminals connected by rail, including in inland and maritime ports and airports, and rail service facilities, or in the case of inland and maritime ports, the port rail access routes until the rail handover point;
Amendment 836 #
2021/0420(COD)
Proposal for a regulation
Article 14 – paragraph 1 – point d a (new)
Article 14 – paragraph 1 – point d a (new)
(da) the port rail networks until the rail handover point(s), where the trains are transferred to the public rail network;
Amendment 839 #
2021/0420(COD)
Proposal for a regulation
Article 14 – paragraph 2
Article 14 – paragraph 2
2. The technical equipment associated with railway lines may include electrification systems, equipment for the boarding and alighting of passengers and the loading and unloading of cargo in stations and terminals, as well as innovative technologies in their deployment phase. It also include equipment and facilities, in so far they are not covered by in corresponding TEN-E Regulation, necessary to ensure the safe and efficient transport of carbon dioxide towards its permanent storage site via rail.
Amendment 841 #
2021/0420(COD)
Proposal for a regulation
Article 15 – paragraph 2 – introductory part
Article 15 – paragraph 2 – introductory part
2. Member States shall ensure that the railway infrastructure of the comprehensive network, including connections referred to in Article 14(1), point (d), and where relevant connections referred to in Article14(1), point (da),by 31 December 2050:
Amendment 880 #
2021/0420(COD)
Proposal for a regulation
Article 16 – paragraph 2 – introductory part
Article 16 – paragraph 2 – introductory part
2. Member States shall ensure that the railway infrastructure of the extended core network, including connections referred to in Article 14(1),point (d) and where relevant connections referred to in Article14(1), point (da), by 31 December 2040:
Amendment 925 #
2021/0420(COD)
Proposal for a regulation
Article 16 a (new)
Article 16 a (new)
Amendment 1040 #
2021/0420(COD)
Proposal for a regulation
Article 19 – paragraph 1 – point g
Article 19 – paragraph 1 – point g
(g) developing innovative alternative fuels technologies for railways, such as hydrogen and battery electric applications for sections that are exempted from the electrification requirement.
Amendment 1059 #
2021/0420(COD)
Proposal for a regulation
Article 20 – paragraph 2
Article 20 – paragraph 2
2. Equipment associated with inland waterways may include equipment for the loading and unloading of cargos and storage of goods in inland ports. Associated equipment may include, in particular, propulsion and operating systems which reduce pollution, such as water and air pollution, energy consumption and carbon intensity. It may also include waste reception facilities, shore-side electricity power supply and other alternative fuels infrastructure for supply and generation and used oil collection facilities, as well as equipment for ice-breaking, hydrological services and dredging of the fairway, port and port approaches to ensure year-round navigability. It also include equipment and facilities, in so far they are not covered by in corresponding TEN-E Regulation, necessary to ensure the safe and efficient transport of carbon dioxide towards its permanent storage site via rail.
Amendment 1072 #
2021/0420(COD)
Proposal for a regulation
Article 22 – paragraph 2
Article 22 – paragraph 2
2. Member States shall ensure that the inland waterway network, including connections referred to in Article 20(1), point (e), is maintained to enable efficient, reliable and safe navigation for users by ensuring minimum waterway requirements and levels of service and, by preventing the deterioration of these minimum requirements and protecting the current status of parts of the network that already exceed the minimum requirements or any of its defined underlying criteria (Good Navigation Status).
Amendment 1075 #
2021/0420(COD)
Proposal for a regulation
Article 22 – paragraph 3 – introductory part
Article 22 – paragraph 3 – introductory part
3. Member States shall by 31 December 2030 in particular ensure that:
Amendment 1078 #
2021/0420(COD)
Proposal for a regulation
Article 22 – paragraph 3 – point a – paragraph 2
Article 22 – paragraph 3 – point a – paragraph 2
The reference water levels shall be established on the basis of the number of days per year on which the actual water level exceeded the specified reference water level. TAfter consultation of the Member States, and if applicable river navigation commissions, concerned, the Commission shall adopt implementing acts in accordance with article 54(1) specifying the reference water levels referred to in the previous subparagraph per river basin. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 59(3)per waterway and where appropriate per waterway sections as well as the number of days per year referred to in paragraph 3(b), except when river navigation commissions are competent to adopt binding resolutions to setting reference water levels.
Amendment 1083 #
2021/0420(COD)
Proposal for a regulation
Article 22 – paragraph 3 – point a – paragraph 2 a (new)
Article 22 – paragraph 3 – point a – paragraph 2 a (new)
When specifying the reference water levels as well as the number of days per year referred to in paragraph 3 (b), the requirements which are set out in international conventions and in agreements concluded between Member States shall be referred to. Rivers, canals and lakes meeting the minimum specifications of paragraph3(a) are assigned to a European Transport Corridor.
Amendment 1087 #
2021/0420(COD)
Proposal for a regulation
Article 22 – paragraph 3 – point a – paragraph 3 a (new)
Article 22 – paragraph 3 – point a – paragraph 3 a (new)
Member States shall ensure that any inland waterway infrastructure, for which the environmental assessment has not yet been carried out at the date of entry into force of this Regulation, does not constitute a barrier to longitudinal and lateral connectivity of free-flowing rivers, so as to support the objective of the EU Biodiversity Strategy for 2030 to restore at least 25 000 km of rivers into free-flowing rivers.
Amendment 1104 #
2021/0420(COD)
Proposal for a regulation
Article 23 – paragraph 1 – point c
Article 23 – paragraph 1 – point c
(c) the promotion of sustainable, safezero- emission, safe, reliable, digital, autonomous and secure inland waterway transport, including within urban nodes and in addition in the development of smart inland waterway infrastructure;
Amendment 1106 #
2021/0420(COD)
Proposal for a regulation
Article 23 – paragraph 1 – point d
Article 23 – paragraph 1 – point d
(d) modernisation and expansion of the capacity of the infrastructure (including sufficient mooring and rest places) necessary for transport operations within as well as outside the port area;
Amendment 1108 #
2021/0420(COD)
Proposal for a regulation
Article 23 – paragraph 1 – point e
Article 23 – paragraph 1 – point e
(e) promoting and developing measures to improve the environmental performance of inland waterway transport and transport infrastructure, including zero and low emissions (greenhouse gasses and pollutants) vessels and measures to mitigate impacts on water bodies and water-dependent biodiversity, in accordance with the applicable requirements under Union law or relevant international agreements.
Amendment 1140 #
2021/0420(COD)
Proposal for a regulation
Article 24 – paragraph 4 a (new)
Article 24 – paragraph 4 a (new)
4a. (e) It is a critical node for the supply of energy in the EU and is instrumental to reach the ambitions of REPowerEU and the Green Deal; it is facilitating the operations and maintenance of installations generating more than 1000 MW renewable energy or enabling at least 10% of the national renewable energy production
Amendment 1168 #
2021/0420(COD)
Proposal for a regulation
Article 27 – paragraph 1 – point b
Article 27 – paragraph 1 – point b
(b) construction, maintenance or upgrading basic port infrastructure, such as internal basins, sustainable alternative fuels infrastructure, quay walls, berths, jetties, docks, dykes, backfills and land reclamation;
Amendment 1191 #
2021/0420(COD)
Proposal for a regulation
Article 28 – paragraph 1 – point e a (new)
Article 28 – paragraph 1 – point e a (new)
(ea) access routes and last mile connection to multimodal passenger hubs, including infrastructure for active modes;
Amendment 1289 #
2021/0420(COD)
Proposal for a regulation
Article 35 – paragraph 3 – subparagraph 2
Article 35 – paragraph 3 – subparagraph 2
Member States shall consult local and regional authorities of urban nodes, shippers, transport and logistics operators which operate on their territory. They shall take into account the results of the consultation in their analysis.
Amendment 1331 #
2021/0420(COD)
Proposal for a regulation
Article 40 – paragraph 1 – point b – point i
Article 40 – paragraph 1 – point b – point i
(i) adoption of a sustainable urban mobility plan (SUMP) in line with Annex V that includes notably measures to integrate the different modes of transport, including active modes, to promote efficient zero-emission mobility including sustainable and zero-emission urban logistics and public transport, to promote affordability and accessibility to all users and address mobility poverty, to reduce air and noise pollution and that takes long- distance trans-European transport flows into consideration;
Amendment 1335 #
2021/0420(COD)
Proposal for a regulation
Article 40 – paragraph 1 – point b – point ii
Article 40 – paragraph 1 – point b – point ii
(ii) collection and submission to the Commission of urban mobility data per urban node covering at minimum greenhouse gas emissions, congestion, accidents and injuries, modal share and access to mobility serviceibility and affordability to mobility services, including data on mobility poverty, as well as data on air and noise pollution. Thereafter these data shall be submitted every year;
Amendment 1337 #
2021/0420(COD)
Proposal for a regulation
Article 40 – paragraph 1 – point b – point ii a (new)
Article 40 – paragraph 1 – point b – point ii a (new)
(iia) the adoption of concrete measures, such as the deployment of ICT tools and ITS systems and the collection of other relevant data, to allow optimised itineraries for vehicles with a view to improving the management of traffic flows, reducing congestion and air pollution and improving road safety.
Amendment 1341 #
2021/0420(COD)
Proposal for a regulation
Article 40 – paragraph 1 – point c – point i
Article 40 – paragraph 1 – point c – point i
(i) for passenger transport: sustainable, seamless and safe interconnection between rail, road, air, the active modes of transport, including where possible EuroVelo infrastructure, and, as appropriate, inland waterway and maritime infrastructure;
Amendment 1345 #
2021/0420(COD)
Proposal for a regulation
Article 40 – paragraph 1 – point c – point iii
Article 40 – paragraph 1 – point c – point iii
(iii) for freight transport: sustainable, seamless and safe interconnection between rail, road, and, as appropriate, inland waterway, air and maritime infrastructure as well as appropriate connections with logistics platforms and facilitie, facilities and safe and secure truck parking areas;
Amendment 1364 #
2021/0420(COD)
Proposal for a regulation
Article 41 – paragraph 1 – point c
Article 41 – paragraph 1 – point c
(c) promotion of efficient and, low- noise and zero emission transport and mobility, including greening urban fleets and the establishment of low-emission mobility zones;
Amendment 1374 #
2021/0420(COD)
Proposal for a regulation
Article 43 – paragraph 1 – introductory part
Article 43 – paragraph 1 – introductory part
1. Member States shall promote projects of common interest which both provide efficient freight transport services that use the infrastructure of the trans- European transport network and contribute to reducing carbon dioxideGHG emissions and other negative environmental and socio- economic impacts, and which aim to:
Amendment 1376 #
2021/0420(COD)
Proposal for a regulation
Article 43 – paragraph 1 – point b
Article 43 – paragraph 1 – point b
(b) promote the deployment of innovative transport services, including short-sea shipping links, network technologies such as hyperloop, ICT systems for transport and the development of the ancillary infrastructure necessary to achieve mainly environmental and safety- related goals of those services, as well as the establishment of relevant governance structures;
Amendment 1390 #
2021/0420(COD)
Proposal for a regulation
Article 44 – paragraph 1 – point b
Article 44 – paragraph 1 – point b
(b) make possible the decarbonisation of all transport modes by stimulating energy efficiency, introduce zero and low emission solutions, including hydrogen and electricity supply systems, as well as other new solutions such as sustainable fuels, and provide corresponding infrastructure. Such infrastructure may include grid access and other facilities necessary for the energy supply, may take account of the infrastructure-vehicle interface and may encompass ICT systems for transport. Transport infrastructure may serve as energy hub to serve different transport modes; in order to connect local production of clean energy with zero emission mobility applications. Transport infrastructure may also contribute to the deployment of other technologies accelerating the decarbonisation of the economy.
Amendment 1396 #
2021/0420(COD)
Proposal for a regulation
Article 44 – paragraph 1 – point e
Article 44 – paragraph 1 – point e
(e) improve the operation, management, accessibility, interoperability, multimodality and efficiency of the network, including through the development of multimodal digital mobility services and the development of infrastructure that allows for seamless multimodality, such as high-speed rail and city train/tram/hyperloop connection at airports;
Amendment 1398 #
2021/0420(COD)
Proposal for a regulation
Article 44 – paragraph 1 – point f
Article 44 – paragraph 1 – point f
(f) promote efficient ways to provide accessible and comprehensible information to all users and providers of transport services regarding interconnections, interoperability and multimodality and regarding the environmental impacts of their transport choices;
Amendment 1451 #
2021/0420(COD)
Proposal for a regulation
Article 50 – paragraph 2 – point a
Article 50 – paragraph 2 – point a
(a) modal integration with a particular view to strengthen the most environmentally friendly transport modes, notably rail, inland waterways and short- sea shipping and hyperloop;
Amendment 1452 #
2021/0420(COD)
Proposal for a regulation
Article 50 – paragraph 2 – point b
Article 50 – paragraph 2 – point b
(b) interoperability and continuity of the network;
Amendment 1457 #
2021/0420(COD)
Proposal for a regulation
Article 50 – paragraph 2 – point c
Article 50 – paragraph 2 – point c
(c) a coordinated development of infrastructure, in particular in cross-border sections, notably in view of developing a fully interoperable rail freight system as well as an accessible for all users long- distance rail passenger network at high speed across the Union;
Amendment 1459 #
2021/0420(COD)
Proposal for a regulation
Article 50 – paragraph 2 – point d
Article 50 – paragraph 2 – point d
(d) supporting the coordinated and integrated development and deployment of innovative solutions for the digitalisation and interoperability of transport.
Amendment 1490 #
2021/0420(COD)
Proposal for a regulation
Article 51 – paragraph 7 – point b
Article 51 – paragraph 7 – point b
(b) monitor administrative, operational and interoperability aspects of passenger traffic on the rail passenger lines of the European Transport Corridors, including monitoring the performance and accessibility of rail passenger services.
Amendment 1492 #
2021/0420(COD)
Proposal for a regulation
Article 51 – paragraph 7 – point b a (new)
Article 51 – paragraph 7 – point b a (new)
(ba) analyse the cross-border mobility needs in EU cross-border regions and encourage Member States, in cooperation with the relevant regional and local authorities, to jointly establish "cross- border mobility plans" with targeted measures in order to, among others, increase the network connectivity index, foster the coordination and frequency of rail and public transport services between regions, address missing links and bottlenecks, enhance the performance of passenger rail services and infrastructure and improve the affordability of the cross- border services.
Amendment 1553 #
2021/0420(COD)
Proposal for a regulation
Article 53 – paragraph 3 – point c a (new)
Article 53 – paragraph 3 – point c a (new)
(ca) an analysis of the state of play of cross-border sections with a view of identifying challenges and proposing concrete measures to comply with the dates set out in this Regulation and the coherence of the financial programming of the Member States concerned to achieve this aim.
Amendment 1561 #
2021/0420(COD)
Proposal for a regulation
Article 53 – paragraph 3 – point f
Article 53 – paragraph 3 – point f
(f) a plan with intermediate targets for the removal of physical, technical, digital, operational and administrative barriers between and within transport modes paying particular attention to the improvement of accessibility for all users, and for the enhancement of efficient multimodal transport with particular attention to cross-border sections and national missing links.
Amendment 1581 #
2021/0420(COD)
Proposal for a regulation
Article 56 – paragraph 1 – subparagraph 1 – point b
Article 56 – paragraph 1 – subparagraph 1 – point b
(b) exclude maritime ports and airports from the comprehensive network, if it is demonstrated that the average of their traffic volume over the last six years is below 85% of the relevant threshold and after initiating a monitoring procedure taking into account qualitative indicators such as their strategic location and contribution of the EU strategic autonomy and any cyclical factors explaining the decline in traffic flow;
Amendment 1587 #
2021/0420(COD)
Proposal for a regulation
Article 56 – paragraph 1 – subparagraph 1 – point b a (new)
Article 56 – paragraph 1 – subparagraph 1 – point b a (new)
(ba) include maritime ports in the core network at the request of a Member State when maritime ports comply with Article 25 paragraphs (1) and (2) and have a geopolitical strategic importance and European added value in terms of emergency supply chains, geopolitical importance, military mobility and energy security.
Amendment 1645 #
2021/0420(COD)
Proposal for a regulation
Annex 1 – part 11/23
Annex 1 – part 11/23
Add the following to the comprehensive network: - Zwolle (NL) - Münster (DE) rail passenger line
Amendment 1646 #
2021/0420(COD)
Proposal for a regulation
Annex 1 – part 11/23
Annex 1 – part 11/23
Amendment 1647 #
2021/0420(COD)
Proposal for a regulation
Annex 1 – part 11/23
Annex 1 – part 11/23
Add the following to the extended core network: - Amsterdam (NL) - Groningen (NL) - Bremen (DE) rail passenger line
Amendment 1648 #
2021/0420(COD)
Proposal for a regulation
Annex 1 – part 11/23
Annex 1 – part 11/23
Add the following to the Extended Core network: - Include the railway connection ‘Lelylijn’ from Amsterdam to Groningen (NL)
Amendment 1795 #
2021/0420(COD)
Add the following to the corridor North Sea - Baltic Corridor : - Zwolle (NL) - Münster (DE) rail passenger line
Amendment 1828 #
2021/0420(COD)
Proposal for a regulation
Annex V – point 1
Annex V – point 1
1. Goals and objectives: A Sustainable Urban Mobility Plan (SUMP) shall have as central goal improving accessibility of the functional urban area to all users with particular attention to persons with disabilities or reduced mobility, and providing high- quality, safe and sustainable low-emission mobility to, through and within the functional urban area. It shall notably support zero-emission mobility and the implementation of an urban transport system which contributes to a better overall performance of the trans- European transport network, in particular through the establishment of low-emission mobility zones, the development of infrastructure for the seamless circulation of zero-emission vehicles as well as of multimodal passenger hubs to facilitate first and last mile connections and of multimodal freight terminals serving urban nodes.
Amendment 1835 #
2021/0420(COD)
Proposal for a regulation
Annex V – point 3
Annex V – point 3
3. Integration of the different modes of transport: A SUMP shall promote multimodal accessible transport through the integration of the different modes and measures aimed at facilitating seamless and sustainable mobility. It shall include actions to increase the modal share of the more sustainable forms of transport such as public transport, active mobility, and, as appropriate, inland waterway and maritime transport. It shall also include actions to promote zero-emission mobility, in particular with regard to the greening of the urban fleet, to reduce congestion and to improve road safety in particular of vulnerable road users. establishment of low-emission mobility zones, the greening of the urban fleet, to reduce congestion, to improve accessibility for all users with particular attention to persons with disabilities or reduced mobility, as well as to improve road safety in particular of vulnerable road users in accordance with EU road safety standards, including standards for safety of cycling infrastructure.
Amendment 1839 #
2021/0420(COD)
Proposal for a regulation
Annex V – point 4
Annex V – point 4
4. Effective functioning of TEN-T: A SUMP should duly take into account the impact of various urban measures on the traffic flows, both passenger and freight, on the trans-European transport network with the aim to ensure seamless transit, bypass, or interconnection through and around the urban nodes, including of zero- emission vehicles. It shall in particular include actions to alleviate congestion, improve road safety and remove bottlenecks affecting the traffic flows on the TEN-T. In return TEN-T measures should take into account effects on regional and local traffic flows, both for passengers and freight.
Amendment 1851 #
2021/0420(COD)
Proposal for a regulation
Annex V – point 1
Annex V – point 1
1. Goals and objectives: A Sustainable Urban Mobility Plan (SUMP) shall have as central goal improving accessibility of the functional urban area to all users with particular attention to persons with disabilities or reduced mobility, and providing high- quality, safe and sustainable low-emission mobility to, through and within the functional urban area. It shall notably support zero-emission mobility and the implementation of an urban transport system which contributes to a better overall performance of the trans- European transport network, in particular through the establishment of low-emission mobility zones, the development of infrastructure for the seamless circulation of zero-emission vehicles as well as of multimodal passenger hubs to facilitate first and last mile connections and of multimodal freight terminals serving urban nodes.
Amendment 1858 #
2021/0420(COD)
Proposal for a regulation
Annex V – point 3
Annex V – point 3
3. Integration of the different modes of transport: A SUMP shall promote multimodal accessible transport through the integration of the different modes and measures aimed at facilitating seamless and sustainable mobility. It shall include actions to increase the modal share of the more sustainable forms of transport such as public transport, active mobility, and, as appropriate, inland waterway and maritime transport. It shall also include actions to promote zero-emission mobility, in particular with regard to the greening of the urban fleet, to reduce congestion and to improve road safety in particular of vulnerable road users. establishment of low-emission mobility zones, the greening of the urban fleet, to reduce congestion, to improve accessibility for all users with particular attention to persons with disabilities or reduced mobility, as well as to improve road safety in particular of vulnerable road users in accordance with EU road safety standards, including standards for safety of cycling infrastructure.
Amendment 1862 #
2021/0420(COD)
Proposal for a regulation
Annex V – point 4
Annex V – point 4
4. Effective functioning of TEN-T: A SUMP should duly take into account the impact of various urban measures on the traffic flows, both passenger and freight, on the trans-European transport network with the aim to ensure seamless transit, bypass, or interconnection through and around the urban nodes, including of zero- emission vehicles. It shall in particular include actions to alleviate congestion, improve road safety and remove bottlenecks affecting the traffic flows on the TEN-T. In return TEN-T measures should take into account effects on regional and local traffic flows, both for passengers and freight.
Amendment 162 #
2021/0223(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) LNG is likely to play a continued role in maritime transport, where there is currently no economically viable zero- emission powertrain technology available. The Communication on the Smart and Sustainable Mobility Strategy points to zero-emission seagoing ships becoming market ready by 2030. Fleet conversion should take place gradually due to the long lifetime of the ships. Given the transitional role of LNG, the availability of LNG bunkering infrastructure in ports should be demand driven, in particular as regards new public investments. Therefore, current LNG deployment should be sufficient to respond to market demand, and additional public funded for LNG infrastructure should not be required. Contrary to maritime transport, for inland waterways, with normally smaller vessels and shorter distances, zero- emission powertrain technologies, such as green hydrogen and electricity, should enter the markets more quickly. LNG is expected to no longer play a significant role in that sector. Transport fuels such as LNG need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-LNG) or renewable and low-carbon synthetic gaseous e-fuels (e- gas) for instance. Those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.
Amendment 278 #
2021/0223(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) Shore-side electricity facilities 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, mainly at berth in ports. The public health and climatological benefits of using onshore-power supply (OPS) over other options that use generators on board of vessels (running mostly on fossil fuels) are prominent in terms of air quality for urban areas surrounding ports. 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. In addition, a binding mandate needs to be in place that ensures that: if OPS infrastructure is available, it is used.
Amendment 285 #
2021/0223(COD)
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
(32 a) The landscape of European ports is heterogeneous, with many different elements: sizes, recreational, logistical and industrial activities, traffic segments and trade routes, governance, etc. This diversity can result in different type of demands of on-shore power supply (OPS) infrastructure. It is important that ports exchange best practices on how to tackle this and build cooperating networks to strengthen their transition towards climate neutrality. In addition, it needs to be recognised that different responsibilities between the ports, local/regional/national authorities and other actors (for example electricity net operators) exist when it comes to the effective deployment of OPS infrastructure. It would be best to deploy the OPS infrastructure within a port where it will be most effective and efficient in terms of capacity, usage cases and occupancy rate following the principles of good asset management to ensure a maximum return on investment as well as environmental benefit (GHG emissions & pollutant reductions at berth).
Amendment 294 #
2021/0223(COD)
Proposal for a regulation
Recital 32 b (new)
Recital 32 b (new)
(32 b) The prioritisation of certain segments of shipping for the provision and use of shore-side electricity should not exempt the other segments from contributing to the climate and zero pollution goals. The ultimate goal should be to achieve zero-GHG emission and zero-pollutants at berth for all sea-going vessels and inland-going vessels in EU ports, including in ports outside the TEN- T Network.
Amendment 296 #
2021/0223(COD)
Proposal for a regulation
Recital 32 c (new)
Recital 32 c (new)
(32 c) It is important to avoid stranded assets and make sure that the public and private investments that are made today are future proof and contributing to the climate neutral pathway as set out by the EU Green Deal. The deployment of shore- side electricity (SSE) in maritime ports has to be seen together with the current and future deployment of equivalent alternative zero-GHG emission (and zero- pollutants) technologies to SSE, in particular those technologies that deliver emission and pollutants reductions both at berth and during navigation;
Amendment 299 #
2021/0223(COD)
Proposal for a regulation
Recital 32 d (new)
Recital 32 d (new)
(32 d) To incentivise the use of shore-side electricity (SSE), electricity supplied to vessels in ports should be exempted from taxation in the EU. The reviewed Energy Taxation Directive (XXXX-XXX) should be adjusted accordingly. The sourcing of electricity also needs to be taken into account, to incentivize green sourcing as much as possible.
Amendment 306 #
2021/0223(COD)
Proposal for a regulation
Recital 33
Recital 33
(33) Container ships and passenger ships, being the ship categories which are producing the highest amount of emissions per ship at berth, should as a priority be provided with shore-side electricity supply. In order to take into account power demand characteristics while at berth of different passenger ships, as well as port operational characteristics, it is necessary to distinguish between the passenger ship requirements for ro-ro passenger ships and high speed passenger vessels, and those for other passenger ships. However, this should not limit ports to tackle other segments as well and work towards including all segments in the pathway towards zero-GHG emissions and zero- pollutants at berth.
Amendment 317 #
2021/0223(COD)
Proposal for a regulation
Recital 34 a (new)
Recital 34 a (new)
(34 a) The grid should be upgraded and maintained to be able to handle current and future increased demand of OPS services in ports.
Amendment 319 #
2021/0223(COD)
Proposal for a regulation
Recital 34 b (new)
Recital 34 b (new)
(34 b) This regulation lays down clear onshore power supply infrastructure mandates in European ports. It is important that these mandates are approached from a terminal-point of view perspective. That is, deployment within ports where the maximum return of investment and occupancy rate can be guaranteed to result in the highest environmental benefits (GHG emissions & pollutant reductions).
Amendment 325 #
2021/0223(COD)
Proposal for a regulation
Recital 35
Recital 35
(35) A core network of refuelling points for LNG at, hydrogen and ammonia maritime ports shouldcan be available by 2025. Refuelling points for LNG include LNG terminals, tanks, mobile containers, bunker vessels and bargesAs a transitional fuel, LNG, current deployment should be sufficient to respond to market demand, and additional public funded for LNG infrastructure should not be required. Refuelling points for LNG include LNG terminals, tanks, mobile containers, bunker vessels and barges. It will be important to set the horizon and mind-set of the private sector on climate neutrality. Decisions towards zero-emission future proof fuels and technologies should be welcomed.
Amendment 478 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 58
Article 2 – paragraph 1 – point 58
(58) ‘shore-side electricity supply’ means the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth; through a fixed, floating, or mobile installation.
Amendment 760 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 1 a (new)
Article 6 – paragraph 1 a (new)
1 a. Two years after this regulation enters into force the Commission shall provide a detailed list of industrial clusters and ports for the deployment of hydrogen refuelling stations.
Amendment 814 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
1. 1. Member States shall ensure that a minimumand provide, if necessary, the means that adequate and effective shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports (terminal-point of view perspective). To that end, Member States shall take the necessary measures to ensure that by 1 January 2030:
Amendment 824 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point a
Article 9 – paragraph 1 – point a
(a) TEN-T core and TEN-T comprehensive maritime ports whose average annual number of port calls over theby 1 January 2025, maritime ports have sufficient shore-side power output to meet at least three years90% of demand by seagoing container ships above 5000 gross tonnes, in the previous three years, is above 50 have sufficient shore-side power output to meet at least 90% of that demandnd passenger ships above 400 gross tonnes;
Amendment 832 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point b
Article 9 – paragraph 1 – point b
(b) TEN-T core and TEN-T comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes, in the previous three years, is above 40by 1 January 2030, maritime ports have sufficient shore-side power output to satisfy at least 90% of that demand by tankers and refrigerated bulk carriers;
Amendment 843 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point c
Article 9 – paragraph 1 – point c
(c) TEN-T core and TEN-T comprehensive maritime ports whose average annual number of port calls over the last three years by passenger ships other than ro-ro passenger ships and high-speed passenger craftby 1 January 2035, maritime ports have sufficient shore-side power output to meet at least 90% of demand by ships above 50400 gross tonnes, in the previous three years, is above 25 have sufficient shore-side power output to meet at least 90% of that demand other than seagoing container ships, passenger ships, tankers and refrigerated bulk carriers.
Amendment 849 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 a (new)
Article 9 – paragraph 1 a (new)
1 a. Member States shall ensure that sufficient grid infrastructure is made available to meet the requirements set out in Article 9, Paragraph 1a-c.
Amendment 855 #
2021/0223(COD)
2. For the determination of the number of port callsdemand the following port calls shall not be taken into account:
Amendment 878 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. Where the maritime port of the TEN-T core network and the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources.
Amendment 900 #
2021/0223(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
1. Member States shall ensure that an appropriate number of refuelling points for LNG are put in place at TEN-T core maritime ports referred to in paragraph 2, to enable seagoing ships to circulate throughout the TEN-T core network by 1 January 2025. Member States shall cooperate with neighbouring Member States where necessary to ensure adequate coverage of the TEN-T core networkat maritime ports is available by 1 January 2025, for hydrogen and/or ammonia, or LNG where there is demand for seagoing ships. Member States shall cooperate with neighbouring Member States where necessary to ensure adequate coverage. As a transitional fuel, LNG current deployment should be sufficient to respond to market demand, and additional public funded for LNG infrastructure should not be required.
Amendment 909 #
2021/0223(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. Member States shall designate in their national policy frameworks TEN-T core maritime ports that shall provide access to the refuelling points for LNG, hydrogen and ammonia referred to in paragraph 1, also taking into consideration actual market needs and developments. As a transitional fuel, LNG current deployment should be sufficient to respond to market demand, and additional public funded for LNG infrastructure should not be required.
Amendment 916 #
2021/0223(COD)
Proposal for a regulation
Article 11 – paragraph 2 a (new)
Article 11 – paragraph 2 a (new)
Amendment 1007 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Amendment 1067 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 – point e
Article 15 – paragraph 4 – point e
(e) the number of refuelling points for LNGprivate funded LNG, publicly or privately funded hydrogen and ammonia at maritime and inland ports of the TEN-T core network and the TEN-T comprehensive network;.
Amendment 1148 #
2021/0223(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b – indent 7
Annex I – paragraph 1 – point 1 – point b – indent 7
– LNGprivate funded LNG, publicly or privately funded hydrogen and ammonia refuelling points at maritime ports of the TEN-T core and TEN-T comprehensive network, including location (port) and capacity per port;
Amendment 45 #
2021/0213(CNS)
Proposal for a directive
Recital 5
Recital 5
(5) Member States should, however, be able to use the energy taxation of motor fuels, heating fuels and electricity for a variety of purposes not necessarily nor specifically or exclusively related to the reduction of greenhouse gases. However, the use of the revenues by the Member States towards the social inclusive green transition should be welcomed.
Amendment 49 #
2021/0213(CNS)
Proposal for a directive
Recital 8
Recital 8
(8) As a party to the United Nations Framework Convention on Climate Change, the Union has ratified the Paris Agreement . The taxation of energy products and, where appropriate, electricity is one of the instruments available for achieving the Paris Agreement objectives. The sourcing of electricity also needs to be taken into account, to incentivize green sourcing as much as possible.
Amendment 56 #
2021/0213(CNS)
Proposal for a directive
Recital 18
Recital 18
(18) Energy products used as a motor fuel for certain purposes and those used as heating fuel are normally taxed at lower levels than those applicable to energy products used as a propellant. Electricity should always be among the least taxed energy sources in view of fostering its use, notably in the transport sector. To that purpose, Member States should endeavour to apply the same level of taxation to electricity used to charge electric vehicles as for heating purposes during the necessary time following the entry into force of this Directive. Considering the maritime transport sector, a tax exemption applying to electricity provided for vessels at berth (OPS) should be in place. Efforts need to be undertaken to source this electricity in a sustainable way.
Amendment 58 #
2021/0213(CNS)
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18 a) Electrification in the transport sector is key, the EV-infrastructure and underlying electricity network needs to be made fit in line with the Green Deal ambitions. In addition, the sourcing of electricity needs to follow the same aspirations of the transition as envisioned by the Green Deal. Green public transport should form the backbone for the transport transition.
Amendment 109 #
2021/0213(CNS)
Proposal for a directive
Article 7 – paragraph 1
Article 7 – paragraph 1
As from 1 January 2023 , the minimum levels of taxation applicable to motor fuels shall be fixed as set out in Table A of Annex I. However, electricity used directly for charging waterborne vessels at berth is exempted from taxation (OPS).
Amendment 139 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 1 – introductory part
Article 15 – paragraph 1 – introductory part
1. Without prejudice to Article 5, Member states shall apply, as a single use, under fiscal control not less than minimum levels of taxation as set out in Tables B and D of Annex I to energy products supplied for use as fuel to vessels, and to electricity used directly for charging electric vessels, for the purposes of intra-EUall waterborne regular service navigation, fishing, passengers and freight transport departing Union ports.
Amendment 145 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 1 – subparagraph 3
Article 15 – paragraph 1 – subparagraph 3
Amendment 150 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 2
Article 15 – paragraph 2
Amendment 154 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 4
Article 15 – paragraph 4
4. Electricity produced on board a vessel shall be exempted from taxation unless generated by fossil fuels as set out in Annex 1, Table A.
Amendment 157 #
2021/0213(CNS)
Proposal for a directive
Article 15 – paragraph 5
Article 15 – paragraph 5
5. Member States mayshall apply under fiscal control total or partial exemptions to electricity directly supplied to vessels berthed in ports (OPS).
Amendment 197 #
2021/0213(CNS)
Proposal for a directive
Annex I – Part B – title
Annex I – Part B – title
B Amending rates to:Gas oil 1,2 (01.01.2023) 1,2 (01.01.2033)Heavy fuel oil 1,2 (01.01.2023) 1,2 (01.01.2033)Kerosene 1,2 (01.01.2023) 1,2 (01.01.2033)Non-sustainable biofuels 1,2 (01.01.2023) 1,2 (01.01.2033)Liquefied Petroleum Gas (LPG) 1,2 (01.01.2023) 1,2 (01.01.2033)Natural Gas 1,2 1,2 Non- sustainable biogas 0,9 (01.01.2023)1,2 (01.01.2033)Non renewable fuels of non- biological origin 0,9 (01.01.2023)1,2 (01.01.2033)Sustainable food and feed crop biofuels 0,6 (01.01.2023) 1,2 (01.01.2033)Sustainable food and feed crop biogas 0,6 (01.01.2023) 1,2 (01.01.2033)Sustainable biofuels 0,6 (01.01.2023) 1,2 (01.01.2033)Sustainable biogas 0,6 (01.01.2023) 1,2 (01.01.2033)
Amendment 54 #
2021/0211(COD)
Proposal for a directive
Recital 14 a (new)
Recital 14 a (new)
(14 a) GHG emissions from the maritime sector have grown and are expected to grow further (IMO). This sector cannot stay behind and needs to take considerable action to reach the EU’s GHG emission reduction goals and climate neutrality by 2050 as set by the Climate Law. In doing so, it is important that all GHG emissions should be taken into account.
Amendment 55 #
2021/0211(COD)
Proposal for a directive
Recital 14 b (new)
Recital 14 b (new)
(14 b) A Maritime Fund should be established to support the deployment and accelerated uptake of zero-emission fuels and technologies in the sector, as well as ensuring a social just transition for its workforce and safeguard vulnerable marine eco-systems.
Amendment 58 #
2021/0211(COD)
Proposal for a directive
Recital 15 a (new)
Recital 15 a (new)
(15 a) For monitoring purposes (carbon leakage), it is important to take into account EU-neighbouring port calls made before or after EU port calls. The Commission should pay attention to potential unintended effects and propose measure to address these. Therefore, the commission should set up a strong monitoring scheme.
Amendment 68 #
2021/0211(COD)
Proposal for a directive
Recital 17
Recital 17
(17) In the European Green Deal, the Commission stated its intention to take additional measures to address greenhouse gas emissions from the maritime transport sector through a basket of measures to enable the Union to reach its emissions reduction targets. In this context, Directive 2003/87/EC should be amended to include the maritime transport sector in the EU ETS in order to ensure this sector contributes to the increased climate objectives of the Union as well as to the objectives of the Paris Agreement, which requires developed countries to take the lead by undertaking economy-wide emission reduction targets, while developing countries are encouraged to move over time towards economy-wide emission reduction or limitation targets.49 Considering that emissions from international aviation outside Europe should be capped from January 2021 by global market-based action while there is no action in place that caps or prices maritime transport emissions, it is appropriate that the EU ETS covers a shareall of the emissions from voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country, with the third country being able to decide on appropriate action in respect of the other share of emissions. The extension of the EU ETS to the maritime transport sector should thus include halfl of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, hand alfl of the emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and emissions at berth in a port under the jurisdiction of a Member State. This approach has been noted as a practical way to solve the issue of Common but Differentiated Responsibilities and Capabilities, which has been a longstanding challenge in the UNFCCC context. The coverage of a share of the emissions from both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of the EU ETS, notably by increasing the environmental impact of the measure compared to a geographical scope limited to voyages within the EU, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Unionraising pressure at IMO level to undertake action for a fitting and climate-effective global measure. The European institutions should facilitate and strengthen international acceptance for such a measure which is in line with the international target of staying below the 1.5°C threshold (Paris Agreement). To ensure a smooth inclusion of the sector in the EU ETS, the surrendering of allowances by shipping companies should be gradually increased with respect to verified emissions reported for the period 2023 to 20254. To protect the environmental integrity of the system, to the extent that fewer allowances are surrendered in respect of verified emissions for maritime transport during those years, once the difference between verified emissions and allowances surrendered has been established each year, a corresponding a number of allowances should be cancelled. As from 20265, shipping companies should surrender the number of allowances corresponding to all of their verified emissions reported in the preceding year. __________________ 49 Paris Agreement, Article 4(4).
Amendment 80 #
2021/0211(COD)
Proposal for a directive
Recital 18
Recital 18
(18) The provisions of Directive 2003/87/EC as regards maritime transport activities should be kept under review in light of future international developments and efforts undertaken to achieve the objectives of the Paris Agreement, including the second global stocktake in 2028, and subsequent global stocktakes every five years thereafter, intended to inform successive nationally determined contributions. In particular, the Commission should report any time before the second global stocktake in 2028 - and therefore no later than by 30 September 2028 - to the European Parliament and to the Council on progress in the IMO negotiations concerning a global market- based measure. In its report, the Commission should analyse the International Maritime Organization instruments and, assess, as relevant, how to implement those instruments in Union law through a revision of Directive 2003/87/EC. In its report, the Commission should include proposals as appropriate. Furthermore, the European Commission should advocate rigorously on the international level for the acceptance of an ambitious and climate effective international measure.
Amendment 84 #
2021/0211(COD)
Proposal for a directive
Recital 19
Recital 19
(19) The Commission should review the functioning of Directive 2003/87/EC in relation to maritime transport activities in the light of experience of its application, including in relation to possible evasive practices, and should then propose measures to ensure its effectiveness. The Commission should set up a monitoring scheme specifically assessing potential evasive practices and draft a list of potential business activities that do not fall under significant business activities performed at neighbouring EU port calls.
Amendment 87 #
2021/0211(COD)
Proposal for a directive
Recital 20
Recital 20
(20) The person or organisation responsible for the compliance with the EU ETS should be the shipping company, defined as the shipowner or any other organisation or person, such as the manager or the bareboat charterer, that has assumed the responsibility for the operation of the ship from the shipowner and that, on assuming such responsibility, has agreed to take over all the duties and responsibilities imposed by the International Management Code for the Safe Operation of Ships and for Pollution Prevention. This definition is based on the definition of ‘company’ in Article 3, point (d) of Regulation (EU) 2015/757, and in line with the global data collection system established in 2016 by the IMO. In line with the polluter pays principle, the shipping company could, by means of a contractual arrangement, hold the entity that is directly responsible for the decisions affecting the CO2 emissions of the ship accountable for the compliance costs under this Directive. This entity would normally be the entity that is responsible for the choice of fuel, route and speed of the ship. Compliance of the ship, which is a shared responsibility between the ship owner and the operator, needs to be monitored and enforced. The Commission is called upon to assess potential compliance loopholes, propose measures and formally review this Directive relating to this topic in 2027 if significant issues of compliance have been found.
Amendment 101 #
2021/0211(COD)
Proposal for a directive
Recital 33
Recital 33
(33) The scope of the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC should be extended to support innovation in low-carbon technologies and processes that concern the consumption of fuels in the sectors of buildings and road transport. In addition, the Innovation Fund should serve to support investments to accelerate the decarboniseation of the maritime transport sector towards a climate neutral pathway, including investments in R&D for sustainable zero- emission alternative fuels, such as green hydrogen and green ammonia that are produced from renewables, as well as zero-emission propulsion technologies like wind technologies or other zero-emission technologies, including refuelling and recharging infrastructure for such zero- emission alternatives in ports. Considering that revenues generated from penalties raised in Regulation xxxx/xxxx(EU) [FuelEU Maritime]52 are allocated to the Innovation Fund as external assigned revenue in accordance with Article 21(5) of the Financial Regulation, the Commission should ensure that due consideration is given to support for innovative projects aimed at accelerating the development and deployment of sustainable renewable and low carbzero-emission fuels in the maritime sector, as specified in Article 21(1) of Regulation xxxx/xxxx(EU) [FuelEU Maritime]. To ensure sufficient funding is available for innovation within this extended scope, the Innovation Fund should be supplemented with 50 million allowances, stemming partly from the allowances that could otherwise be auctioned, and partly from the allowances that could otherwise be allocated for free, in accordance with the current proportion of funding provided from each source to the Innovation Fund. __________________ 52[add ref to the FuelEU Maritime Regulation].
Amendment 121 #
2021/0211(COD)
Proposal for a directive
Recital 44
Recital 44
(44) In order to establish the necessary implementation framework and to provide a reasonable timeframe for reaching the 2030 target, emissions trading in the two new sectors should start in 2025. During the first year, the regulated entities should be required to hold a greenhouse gas emissions permit and to report their emissions for the years 2024 and 2025. The issuance of allowances and compliance obligations for these entities should be applicable as from 2026 for use by commercial actors and 2028 for use by non-commercial households. This sequencing will allow starting emissions trading in the sectors in an orderly and efficient manner as well as ensuring a just transition. It would also allow the EU funding and Member State measures to be in place to ensure a socially fair introduction of the EU emissions trading into the two sectors so as to mitigate the impact of the carbon price on vulnerable households and transport users.
Amendment 122 #
2021/0211(COD)
Proposal for a directive
Recital 44 a (new)
Recital 44 a (new)
(44 a) The transition towards a sustainable and smart transport sector should be designed socially, in which solidarity within and between member states is key and those affected the most by transport poverty are not left behind. This is a responsibility of the European Union as well as every Member State to provide effective support measures and invest in structural solutions to provide transport alternatives.
Amendment 123 #
2021/0211(COD)
Proposal for a directive
Recital 44 b (new)
Recital 44 b (new)
(44 b) The transport modal shift targets as put forward in the Green Deal & Sustainable and Smart Mobility Strategy require a significant behavioural change and mental shift in both the private sector as well as with households. For this, it is important that more environmentally friendly transport modes are reliable and a level playing field is created as compared to the road option. Public transport should form the mobility backbone and needs to be reliable, safe, accessible, inclusive and affordable.
Amendment 124 #
2021/0211(COD)
Proposal for a directive
Recital 44 c (new)
Recital 44 c (new)
(44 c) Considering the link with the other Fit for 55 files (AFIR & CO2 standards for new cars and vans) which regulate the deployment of EV infrastructure as well as indirectly stimulate the creation of a second hand EV car market which is needed to become more socially accessible, the inclusion of the transport sector in ETS might be more socially designed by phasing-in first the commercial sector (2026), followed by a later phase-in of the households (2028). However, this might impose technical and administrative challenges. Therefore, the Commission needs to define how to distinguish between commercial and non- commercial end-use of fuels, with the aim of including as many commercial actors as possible without leading to a price impact on vulnerable households and in an administratively feasible way avoiding loopholes. In addition, the Commission is required to monitor for such potential loopholes and suggest measures to address these.
Amendment 125 #
2021/0211(COD)
Proposal for a directive
Recital 44 d (new)
Recital 44 d (new)
(44 d) The ETS road pricing might be felt extra hard for those who are car dependent and have no transport alternatives. It is important to socially correct and temporary price corridors (between which the EU ETS 2 price can vary before corrective measures are automatically taken) can be introduced as a corrective mechanism for households until 2030. These price corridors can be adjusted overtime, where the design would be to correct more in the early years and decrease the correction as the deployment of alternative public transport and EV infrastructure (as well as the development of the second-hand market) is increased.
Amendment 126 #
2021/0211(COD)
Proposal for a directive
Recital 44 e (new)
Recital 44 e (new)
(44 e) Sudden price hikes in fossil fuels can lead to negative social impacts on households. A stable and gradual price increase of fossil fuels allows to anticipate, plan and invest in structural solutions. To socially correct ETS road, a counterbalancing mechanism for global oil and gas market price fluctuations can be introduced.
Amendment 127 #
2021/0211(COD)
Proposal for a directive
Recital 44 f (new)
Recital 44 f (new)
(44 f) Fuel suppliers should be encouraged to invest in more sustainable alternatives and not merely transfer all costs to end-users. To this extend and to design a more social ETS for the road sector, a corrective measure is put forward that complies fuel suppliers to submit cost breakdown data to the European Commission. The difference between the price that is passed-on to the end-consumer for the allowances and the maximum proportion of costs that can be passed-on should be directly fed into the Social Climate Fund. The Commission shall ensure compliance with this principle.
Amendment 148 #
2021/0211(COD)
Proposal for a directive
Recital 48
Recital 48
(48) The total quantity of allowances for the new emissions trading should follow a linear trajectory to reach the 2030 emissions reduction target, taking into account the cost-efficient contribution of buildings and road transport of 43 % emission reductions by 2030 compared to 2005. The total quantity of allowances should be established for the first time in 20265, to follow a trajectory starting in 2024 from the value of the 2024 emissions limits (1 109 304 000 CO2t), calculated in accordance with Article 4(2) of Regulation (EU) 2018/842 of the European Parliament and of the Council59 on the basis of the reference emissions for these sectors for the period from 2016 to 2018. The Commission should determine what share of that total quantity of allowances is to be used by commercial actors and base the cap from 2025 to 2027 only on emissions by commercial actors. Accordingly, the linear reduction factor should be set at 5,15 %. From 2028, the total quantity of allowances should be set on the basis of the average reported emissions for both commercial and non-commercial end use for the years 2024, 2025 and 2026, and should decrease by the same absolute annual reduction as set from 2024, which corresponds to a 5,43 % linear reduction factor compared to the comparable 2025 value of the above defined trajectory. If those emissions are significantly higher than this trajectory value and if this divergence is not due to small-scale differences in emission measurement methodologies, the linear reduction factor should be adjusted to reach the required emissions reduction in 2030. __________________ 59Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 156, 19.6.2018, p. 26).
Amendment 236 #
2021/0211(COD)
Proposal for a directive
Recital 67 a (new)
Recital 67 a (new)
(67 a) The Commission should carry out a new in-depth impact assessment covering all Fit for 55 legislations that apply to the maritime sector (cumulative). This overarching assessment should cover the economic impact, environmental impact and social impact. It needs to be undertaken early on during implementation of the different legislations and expanded with a periodical monitoring scheme. In particular, potential compliance or enforcement loopholes should be analysed and monitored. However, it may not delay the implementation of the different files.
Amendment 242 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2003/87/EC
Article 2 – paragraph 2
Article 2 – paragraph 2
2. This Directive shall apply without prejudice to any requirements pursuant to Directive 2010/75/EU of the European Parliament and of the Council(*). This directive applies to ships from 400 gross tonnage and above in respect of GHG emissions released during their voyages from their last port of call to a port of call under the jurisdiction of a Member State and from a port of call under the jurisdiction of a Member State to their next port of call, as well as within ports of call under the jurisdiction of a Member State.
Amendment 247 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point d
Article 1 – paragraph 1 – point 2 – point d
Proposal for a directive
Article 3 – point v
Article 3 – point v
(v) ‘shipping company’ means the shipowner or any other organisation or person, such as the manager or the bareboat charterer, that has assumed the responsibility for the operation of the ship from the shipowner and that, on assuming such responsibility, has agreed to take over all the duties and responsibilities imposed by the International Management Code for the Safe Operation of Ships and for Pollution Prevention, set out in Annex I to Regulation (EC) No 336/2006 of the European Parliament and of the Council(*); The compliance of the ship is a shared responsibility of the operator as well as the registered owner; The commission shall monitor from the start of the implementation to the maritime sector on potential loopholes that are issues of compliance and propose measures to address these early on in the implementation phase; The Commission needs to review the Directive in 2027 specifically relating to compliance of the ship, if loopholes are found.
Amendment 270 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2003/87/EC
Article 3a
Article 3a
Articles 3b to 3f shall apply to the allocation and issue of allowances in respect of the aviation activities listed in Annex I. Articles 3g to 3gef shall apply in respect of the maritime transport activities listed in Annex I.
Amendment 275 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2003/87/EC
Article 3g – paragraph 1
Article 3g – paragraph 1
1. The allocation of allowances and the application of surrender requirements in respect of maritime transport activities shall apply in respect of fiftyone hundred percent (5100 %) of the GHG emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, fiftyone hundred percent (5100 %) of theGHG emissions from ships performing voyages departing from a port outside the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State, one hundred percent (100 %) of GHG emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port under the jurisdiction of a Member State and one hundred percent (100 %) of GHG emissions from ships at berth in a port under the jurisdiction of a Member State. Following actions need to be taken by the Commission relating to the potential risks of carbon leakage: a) The Commission shall establish a list of Union and non-Union ports that pose a significant risk of carbon leakage, define the criteria of inclusion of Union ports into that list and update the list annually. b) The Commission is empowered to adopt delegated acts in accordance with paragraph a) to supplement this Directive concerning the criteria to classify a non- Union port that poses a significant risk of carbon leakage and draw up a list of non- Union ports accordingly. c) If significant effects are found, the Commission needs to propose measures to address these. d) The Commission needs to establish a clear definition of the term ‘business leakage’ and define criteria, this can be incorporated in the in-depth impact assessment.
Amendment 289 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/83/EC
Article 3ga – paragraph 1 – point a
Article 3ga – paragraph 1 – point a
(a) 230 % of verified emissions reported for 2023;
Amendment 291 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point b
Article 3ga – paragraph 1 – point b
(b) 4560 % of verified emissions reported for 2024;
Amendment 292 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point c
Article 3ga – paragraph 1 – point c
Amendment 297 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 1 – point d
Article 3ga – paragraph 1 – point d
(d) 100 % of verified emissions reported for 20265 and each year thereafter.
Amendment 302 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
To the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport for the years 2023, 2024 and 20254, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10.
Amendment 313 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd b (new)
Article 3gd b (new)
Amendment 317 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd a (new)
Article 3gd a (new)
1. Where the ultimate responsibility for the purchase of the fuel or the operation of the ship is assumed, pursuant to a contractual arrangement, by an entity other than the shipping company, Member States shall ensure that entity shall be is responsible under the contractual arrangement for covering the costs arising from the implementation of this Directive. 2. For the purposes of this Article, ‘operation of the ship’ means determining the cargo carried by, or the route and speed of, the ship. 3. Member States shall take the necessary measures to ensure that the shipping company has appropriate and effective means of recovering the costs referred to in paragraph 1 in accordance with Article 16 of this Directive.
Amendment 330 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ge – paragraph 2
Article 3ge – paragraph 2
2. The Commission shall monitor the implementation of this Chapter and possible trends as regards companies seeking to avoid being bound by the requirements of this Directive. If appropriate, the Commission shall propose measures to prevent such avoidance.; In addition, the Commission shall conduct yearly an in-depth and coherent assessment looking into the cumulated impact of all Fit for 55 proposals (FuelEU Maritime, AFIR, ETD, RED,…) that apply to the sector;
Amendment 334 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gf (new)
Article 3gf (new)
Member States may exclude from the EU ETS vessels that have reported to the competent authority of the Member States under Regulation (EU) 2015/757 emissions of less than 1000 tonnes of carbon dioxide equivalent in the previous year, provided that the Member State concerned: a) notifies the Commission of each such vessel and to the extent that fewer allowances are surrendered compared to the verified emissions from maritime transport for the years 2023, 2024, 2025 and the years thereafter, once the difference between verified emissions and allowances surrendered has been established in respect of each year, a corresponding quantity of allowances shall be cancelled rather than auctioned pursuant to Article 10. b) notifies the Commission of each such vessel before the list of installations pursuant to Article 11(1) is to be submitted or at the latest when that list is submitted to the Commission;
Amendment 409 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30a – paragraph 1a (new)
Article 30a – paragraph 1a (new)
Road transport fuels for non-commercial end-users (households) should be excempted until the first of January 2028. The Commission shall in a delegated act specify how to administratively and technically separate between commercial and non-commercial end use of the fuel and recalculate the Union wide quantity of allowances based on this scope. In doing so, the Commission needs to minimise administrative costs and account for a gradual approach for households, socially correcting with a price corridors mechanism and counterbalancing mechanism for global oil and gas market price fluctuations (sharp price peaks)
Amendment 412 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30b – paragraph 2 – point c
Article 30b – paragraph 2 – point c
(c) the end use(s) of the fuels, including if used by commercial actors or households, released for consumption for the activity referred to in Annex III;
Amendment 414 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30c – paragraph 2
Article 30c – paragraph 2
2. The Union-wide quantity of allowances issued under this Chapter each year from 2028 shall decrease in a linear manner beginning from 2025 on the basis of the average emissions reported under this Chapter for the years 2024 to 2026, including both commercial and non- commercial use of the fuels. The quantity of allowances shall decrease by a linear reduction factor of 5,43 %, except if the conditions of point 1 of Annex IIIa apply, in which case, the quantity shall decrease with a linear reduction factor adjusted in accordance with the rules set out in point 2 of Annex IIIa. By 30 June 2027, the Commission shall publish the Union-wide quantity of allowances for the year 2028, including both commercial and non- commercial use of the fuels, and, if required, the adjusted linear reduction factor.
Amendment 417 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 2 – subparagraph 1
Article 30d – paragraph 2 – subparagraph 1
2. The auctioning of the allowances under this Chapter shall start in 2026 with a volume corresponding to 130 % of the auction volumes for 2026 established on the basis of the Union-wide quantity of allowances for commercial use for that year and the respective auction shares and volumes pursuant to paragraph 3, 5 and 6. The additional volumes to be auctioned shall only be used for surrendering allowances pursuant to Article 30e(2) and be deducted from the auction volumes for the period from 2028 to 2030. The conditions for these early auctions shall be set in accordance with paragraph 7 and Article 10(4).
Amendment 419 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 3a (new)
Article 30d – paragraph 3a (new)
3 a. At least 25% of the total quantity of allowances covered by this Chapter shall be auctioned and the equivalent of the revenues generated shall be allocated to the EU budget for use in the Social Climate Fund established by [Social Climate Fund Regulation].
Amendment 422 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – introductory part
Article 30d – paragraph 5 – point b – introductory part
(b) measures intended to accelerate the uptake of zero-emission vehicles or to provide financial support for the deployment of fully interoperable refuelling and recharging infrastructure for zero-emission vehicles orand measures to encourage a shift to accessible, affordable, safe and inclusive public forms of transport and improve multimodality, or to provide financial support (including a road modal shift to more environmentally-friendly modes), and to provide financial support and invest in structural solutions in order to address social aspects concerning low and middle- income transport users.
Amendment 424 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – subparagraph 2
Article 30d – paragraph 5 – point b – subparagraph 2
Member States shall use a part of their auction revenues generated in accordance with this Article to address social aspects of the emission trading under this Chapter with a specific emphasis on vulnerable households, vulnerable micro-enterprises and vulnerable transport users as defined under Regulation (EU) 20…/nn [Social Climate Fund Regulation](*). Any use of revenues without the primary objective being to address social aspects of emissions trading but instead support decarbonisation should also be spent in a way that contributes to addressing social aspects by ensuring that the measures taken are primarily for the benefit of lower-income households. Where a Member State submits to the Commission a [Social Climate Plan] pursuant to that Regulation, the Member State shall use those revenues inter alia to finance that plan.
Amendment 427 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – subparagraph 3
Article 30d – paragraph 5 – point b – subparagraph 3
Member States shall be deemed to have fulfilled the provisions of this paragraph if they have in place and implement fiscal or financial support policies or regulatory policies, which leverage financial support, established for the purposes set out in the first subparagraph and, which have a value equivalent to the revenues generated from the auctioning of allowances referred to in this Chapter and can demonstrate concrete progress towards reducing mobility poverty in line with targets and indicators defined in the Social Climate Fund Regulation.
Amendment 431 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
2. Member States shall ensure that each regulated entity monitors for each calendar year as from 2025 the emissions corresponding to the quantities of fuels released for consumption pursuant to Annex III, including the reporting of the separation for commercial and non- commercial use. They shall also ensure that each regulated entity reports these emissions to the competent authority in the following year, starting in 2026, in accordance with the acts referred to in Article 14(1).
Amendment 432 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30f – paragraph 2a (new)
Article 30f – paragraph 2a (new)
2 a. The Commission together with an appointed scientific committee can determine for a period of every six months (spring/summer and autumn/winter) minimum and maximum price commodity ranges for global oil and gas prices. If a global unforeseen shock in such prices leads to a brief price peak that exceeds or subceed these min-max ranges, this can be corrected – from a social impact point of view – via the Market Stability Reserve. However, any injection of allowances from the MSR through this mechanism should be deducted from the auctioning volumes of the following years. The measure could be introduced when non- commercial end-users (households) are introduced to the road ETS.
Amendment 433 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30f – paragraph 2b (new)
Article 30f – paragraph 2b (new)
2 b. Member States shall ensure that each regulated entity monitors for each calendar year from 2026 the share of costs that go into the prices at the pump for diesel and petrol, including the share of costs that are related to the surrender of allowances and passed on to the final consumer for the quantities of fuels released for consumption pursuant to Annex III. The regulated entities shall pass on no more than 50% of the costs related to the surrender of allowances. Member States shall also ensure that each regulated entity reports those costs to the competent authority in the following year, starting in 2027, in accordance with the acts referred to in Article 14(1). The Commission shall report annually on the share of costs that are related to the surrender of allowances and passed on in excess to the final consumer for each regulated entity. If a regulated entity has passed on more than 50% of the costs related to the surrender of allowances, they shall pay the cost of the surrender of allowances in accordance with the excess amount as a penalty into the Social Climate Fund.
Amendment 437 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 1
Article 30h – paragraph 1
1. Where, for more than three consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than twice the average price of allowance during the six preceding consecutive months in the auctions for the allowances covered by this Chapter55 euro per tonne of CO2, the Commission shall, as a matter of urgency, adopt a decision to release 50 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814, unless if before 2028 when only 20 million allowances should be released. If the price stays above 55 euro per tonne of CO2 for another three consecutive months, the Commission shall adopt a decision to release another 50 million allowances, unless if before 2028 where only 20 million allowances should be released.
Amendment 440 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 2
Article 30h – paragraph 2
2. Where, for more than three consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is moreless than three times the average price of allowance during the six preceding consecutive months in the auctions for the allowances covered by this Chapter35 euro per tonne of CO2, the Commission shall, as a matter of urgency, adopt a decision to release 1cancel 50 million allowances covered by this Chapter fromto the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814, unless if before 2028 where only 20 million allowances should be cancelled. If the price stays below 35 euro per tonne of CO2 for another three consecutive months, the Commission shall adopt a decision to cancel another 50 million allowances, unless if before 2028 where only 20 million allowances should be cancelled.
Amendment 443 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 2a (new)
Article 30h – paragraph 2a (new)
2a. On the basis of an assessment by the Commission and the appointed scientific committee of the expected energy market fluctuations for diesel and petrol commodity prices prior to the application of this Chapter, additional allowances from the Market Stability Reserve could be released in order to protect consumers against very high commodity prices during energy crises and to prevent rebound effects when commodity prices are very low due to external energy market factors.
Amendment 445 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30 i – paragraph 1
Article 30 i – paragraph 1
By 1 January 2028, the Commission shall report to the European Parliament and to the Council on the implementation of the provisions of this Chapter with regard to their effectiveness, administration and practical application, including on the application of the rules under Decision (EU) 2015/1814 and use of allowances of this Chapter to meet compliance obligations of the compliance entities covered by Chapters II, IIa and III. Where appropriate, the Commission shall accompany this report with a proposal to the European Parliament and to the Council to amend this Chapter. By 31 October 2031 the Commission should assess the feasibility of integrating the sectors covered by Annex III in the Emissions Trading System covering the sectors listed in annex 1 of Directive 2003/87/EC.’’In particular, the Commission shall, where appropriate, amend Article 30h to harmonise the methodology set out in that Article with Decision (EU) 2015/1814 and present appropriate thresholds to safeguard against both threshold effects and price volatility of both the EU ETS 2 price and variations in commodity prices, in due time for it to enter into force on 1 January 2030.;
Amendment 459 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 1a (new)
Article 3 – paragraph 1 – point 1a (new)
Regulation (EU) 2015/757
Article 3 – point c
Article 3 – point c
(1 a) In Article 3, point (c) is replaced by the following: (c) ‘voyage’ means any movement of a ship that originates from or terminates in a port of call or structures situated on the continental shelf of that Member State (off-shore supply services) and that serves the purpose of transporting passengers, or cargo for commercial purposes; or performing service activities for offshore installations.
Amendment 467 #
2021/0211(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 6
Article 3 – paragraph 1 – point 6
Regulation (EU) 2015/757
Article 10 – points ea and k
Article 10 – points ea and k
6. In Article 10, first subparagraph, the following point (k) is added:s (ea) and (k) are added: (ea) aggregated CO2 emissions from all voyages which departed from, and arrived at, ports included in the carbon leakage list under Article 3gf(2) of the Directive [2003/87]; (k) total aggregated CO2 emissions to be reported under Directive 2003/87/EC in relation to maritime transport activities.
Amendment 475 #
2021/0211(COD)
Proposal for a directive
Annex I – paragraph 1 – point c – point vii
Annex I – paragraph 1 – point c – point vii
Maritime tTransport" Maritime transport activities of ships covered by Regulation (EU) 2015/757 of the European Parliament and of the Council performing voyages with the purpose of transporting passengers or, cargo for commercial purposes or performing service activities for offshore installations.
Amendment 100 #
2021/0210(COD)
Proposal for a regulation
Recital 2
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 motivatincrease the use of sustainably produced renewable and low-carbspeed up the large-scale development and usage of zero-emission fuels, included in the maritime transport sector. The necessary technology development and deployment has to happen by 2030 to prepare for much more rapid change thereafter. __________________ 19 COM(2020) 563 final 20 COM(2020) 562 final
Amendment 113 #
2021/0210(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) In order to produce an effect on all the activities of the maritime transport sector, it is appropriate that this Regulation covers a share of the voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country. This Regulation should thus apply to half of the energy used by a ship performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, half of the of the energy used by a ship performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State, the entirety of the energy used by a ship performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and the energy used at berth in a port under the jurisdiction of a Member State. Such coverage of a share of the energy used by a ship in both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of this Regulation, including by increasing the positive impact on the environment of such framework. Simultaneously, such framework limits the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. In order to ensure smooth operation of maritime traffic, a level playing field among maritime transport operators and among ports, and avoid distortions in the internal market, all journeys arriving or departing from ports under jurisdiction of Member States, as well as the stay of ships in those ports should be covered by uniform rules contained in this Regulation. The Commission should set up a monitoring scheme specifically assessing carbon leakage, potential evasive practices and draft a list of potential business activities that do not fall under significant business activities performed at neighbouring EU port calls. In doing so, if significant carbon leakage and evasive practices are reported, the Commission should come up with proposed measures to tackle these issues.
Amendment 119 #
2021/0210(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) In order to ensure a coherent legislative frame work for the use and deployment of alternative fuels, the proposal for this Regulation should be aligned with the proposal for a Regulation (Alternative Fuels Infrastructure Regulation), the proposal for a revision of Directive 2003/87/EC (EU ETS) and the proposal for a revision of Directive 2003/96/EC (Energy Taxation Directive). This alignment should ensure that the requirements for the provision of shore- side electricity (SSE) in ports is accompanied by rules mandating the use of SSE by ships.
Amendment 125 #
2021/0210(COD)
Proposal for a regulation
Recital 4 b (new)
Recital 4 b (new)
(4b) Every year over a period of five years as from the entry into force of the FuelEU Maritime Regulation, the EU Commission should evaluate the impact of FuelEU Maritime on EU ports exposed to competition from non-EU ports. A list of those ports shall be established, their emissions monitored and the evolution of the volumes tracked in order to determine whether variations are due to market conditions or can be attributed to carbon leakage. Should the cargo diversion be caused by the introduction of FuelEU Maritime, the EU Commission will have to thoroughly evaluate the loss of competitiveness and allocate additional funding for clean port infrastructure and for the greening of superstructure such as new clean mobile service equipment.
Amendment 127 #
2021/0210(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) The rules laid down in this Regulation should apply in a non- discriminatory manner to all ships regardless of their flag. For reasons of coherence with Union and international rules in the area of maritime transport, this Regulation should not apply to warships, naval auxiliaries, fish-catching or fish-processing ships, or government ships used for non-commercial purposes.
Amendment 132 #
2021/0210(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The person or organisation responsible for the compliance with this Regulation should be the shipping company, defined as the shipowner or any other organisation or person, such as the manager or the bareboat charterer, that has assumed the responsibility for the operation of the ship from the shipowner and that, on assuming such responsibility, has agreed to take over all the duties and responsibilities imposed by the International Management Code for the Safe Operation of Ships and for Pollution Prevention. This definition is based on the definition of ‘company’ in Article 3, point (d) of Regulation (EU) 2015/757 of the European Parliament and of the Council21 , and in line with the global data collection system established in 2016 by the International Maritime Organization (IMO). In line with the polluter pays principle, the shipping company cshould, by means of a contractual arrangement, hold the entity that is directly responsible for the decisions affecting the greenhouse gas intensity of the energy used by the ship accountable for the compliance costs under this Regulation. This entity would normally be the entity that is responsible for the choice of fuel, route and speed of the ship. The Commission is called upon to assess potential compliance loopholes, propose measures and formally review this Directive relating to this topic in 2027 if significant issues of compliance have been found. __________________ 21 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).
Amendment 136 #
2021/0210(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) In order to limit the administrative burden, in particular that of smaller operators, this Regulation should not apply to wooden ships of a primitive build and ships not propelled by mechanical means and focus on ships with a gross tonnage above 5 000400 as ships above 5 000 gross tonnage. Even though these latter ships represent only approximately 55% of all ships calling at ports under the Regulation (EU) 2015/757 of the European Parliament and of the Council, they are responsible for 90% of the carbon dioxide (CO2) emissions from the maritime sectorand to avoid incentives to game the system by building smaller ships just below the threshold.
Amendment 138 #
2021/0210(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) The development and deployment of new fuels and energy solutions requires a coordinated approach to match supply, demand and the provision of appropriate distribution infrastructure. While the current European regulatory framework already partly addresses fuel production with Directive (EU) 2018/2001 of the European Parliament and of the Council22 and distribution with Directive 2014/94/EU of the European Parliament and of the Council23 , there is also a need for a tool that establishes increasing levels of demand of renewable and low-carbon maritime fuels. Development of innovative technologies should ensure consistency with the co-programmed Partnership on Zero Emissions Waterborne Transport in the framework of Horizon Europe, coordinated by the Waterborne Technology Platform. Close cooperation and coordination between all relevant port stakeholders is crucial to ensure the effective deployment and use of alternative fuels and the optimal alignment between the provision of SSE and other alternative equivalent technologies that perform equivalent in terms of GHG emissions and air pollution, in line with the requirements of the present Regulation and Regulation XXXX-XXX (AFIR), thus avoiding stranded assets and continuity of investment in sustainable and zero- emission assets. Ship operators should in due time inform the ports they call at about their technical aspects and demands to use SSE or other equivalent technologies. Moreover, they should give the port of call the adequate information as concerns power needs during the given call, in particular when those exceed the estimated needs for this ship category. Such a dialogue between a port and its users should lead to an effective uptake of sustainable transitional fuels and technologies in view of achieving the green transition of the maritime sector. A consultation mechanism between the port and the shipping operators should therefore be developed at the level of the individual port to ensure a well- coordinated approach between the port and the shipping operators concerning the use of SSE, the power needs, and other alternative technologies in application of the requirements foreseen in this Regulation. In addition, best practices and lessons learned on effective consultation mechanisms should be shared between ports. __________________ 22 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2001, p. 82). 23 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1).
Amendment 143 #
2021/0210(COD)
Proposal for a regulation
Recital 9
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. The successful utilization of zero emission fuels does not justify the use of inefficient systems leading to a waste of resources and energy. A specific regulatory approach dedicated to the deployment of renewable and low-carbon marine fuels and substitute sources of energy, such as wind or electricity, is therefore necessary. This should be consistent with a climate goal-based and future-proof approach and implemented in a technology neutral and cost-effective manner. Stressing the need of energy efficiency solutions to completely decarbonising the sector.
Amendment 153 #
2021/0210(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Policy intervention to stimulate demand of renewable and low-carbon maritime fuels should be goal-based and respect the principle of technological neutrality. Accordingly, limitsambitious limits, in line with the Paris Agreements threshold to remain below 1.5°C, should be set on the greenhouse gas intensity of the energy used on-board by ships without prescribing the use of any particular fuel or technology. At the same time, a distinction has to be made to particularly incentivise development and large-scale uptake of zero emission fuels that are needed to reach eventual full coverage of the market.
Amendment 155 #
2021/0210(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Development and deployment of renewable and low carbon 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 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 e- fuels should be eligible. In particular, sustainable maritime fuels produced from feedstock listed in Part B of Annex IXfrom renewable energy sources as per article 27 (3) of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise martime transport already in the short termshould be eligible.
Amendment 159 #
2021/0210(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11a) Shipping has been recognised by the EU Hydrogen strategy as a main sector for the upscaling of sustainable fuels derived from renewable hydrogen. As shipping has to compete for scarce renewable hydrogen supplies with other sectors, in which other, more efficient solutions like direct electrification can be deployed, additional measures should be established to encourage the uptake of renewable fuels of non-biological origin in the maritime sector, as they need to be firmly upscaled to achieve zero emissions of shipping by 2050.
Amendment 160 #
2021/0210(COD)
Proposal for a regulation
Recital 11 b (new)
Recital 11 b (new)
(11b) The Commission has identified additional incentives for synthetic fuels as an important element to bridge the price gap to fossil fuels and biofuels in the Impact Assessment to this regulation. The Commission recognises that a dedicated instruments for synthetic fuels would have positive impacts on innovation, the shipping, shipbuilding and marine equipment industries. This innovation push needs to be unlocked already before 2030, to accelerate the reduction of greenhouse gases and to safeguard high quality jobs in European shipbuilding and connected sectors. A minimum quota for renewable fuels of non-biological origin can generally increase the predictability of the regulatory framework, thereby minimising an important barrier to the deployment of renewable fuels of non- biological origin.
Amendment 165 #
2021/0210(COD)
Proposal for a regulation
Recital 13
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. To do so, sufficient monitoring, reporting and verification of biofuels used in shipping shall be ensured. In accordance with Article 31a of Directive XXXX-XXX (Renewable Energy Directive REDIII), the Union database for tracing fuels should be used to establish which fuels are compliant with the requirements set out in Article 4 of 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. This also applies to intermediate crops and other crops grown primarily for energy purposes on agricultural land as well as palm fatty acid distillates that are made by product of palm oil.
Amendment 168 #
2021/0210(COD)
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) Used Cooking Oil can be a sustainable, waste-based fuel. However, there has been evidence of fraud in third countries on illegitimate labelling of used cooking oil. Regarding the international character of this Regulation, enforcement and control of sustainability standards of bunkered biofuels is even more difficult than for imported biofuels. Therefore, used cooking oil should be considered to have the same emission factors as the least favourable pathway.
Amendment 169 #
2021/0210(COD)
Proposal for a regulation
Recital 13 b (new)
Recital 13 b (new)
(13b) To prevent fraud regarding international bunkering of renewable hydrogen and hydrogen-derived fuels and to enable the international trade of renewable hydrogen, the EU should accelerate works on international renewable hydrogen standards and robust tracking, certification and verification systems for renewable fuels of non- biological origin.
Amendment 171 #
2021/0210(COD)
Proposal for a regulation
Recital 14
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 limitsambitious limits (in line with the Paris Agreement to stay below the 1.5°C threshold) for the greenhouse gas intensity of the energy used on-board by ships until 2050 both during navigation and at berth. Those limits should become more ambitious over time to reflect the expected technology development and increased production of marine sustainable renewable and low carbon fuels.
Amendment 173 #
2021/0210(COD)
Proposal for a regulation
Recital 14 a (new)
Recital 14 a (new)
(14a) The development and production of sustainable maritime fuels should be exponentially increased in the coming years. The EU and the Member States should invest in the research and production of sustainable maritime fuel projects as they present both an environmental and an industrial opportunity. The production of sustainable maritime fuels should be concentrated inside the Union, creating industrial, labour and research opportunities in all the Member States. As there is an urgent need to support research and innovation for maritime fuels, an EU research centre for alternative marine fuels and technologies could be created. This centre will coordinate the sector stakeholders involved in the development of sustainable renewable fuels and possibly co-finance investment and research, development and deployment through the ETS maritime revenues.
Amendment 178 #
2021/0210(COD)
Proposal for a regulation
Recital 15
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 base and mon the fuel consumption reported by shipitoring entities and consider the relevant emission factors of these fuels on the basis of the information provided by the EU maritime fuel suppliers. The use of substitute sources of energy, such as wind or electricity, should also be reflected in the methodology.
Amendment 179 #
2021/0210(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) IWhereas, in order to provide a more complete picture of the environmental performance of the various energy sources, the GHG performance of fuels should be assessed on a well-to-wake basis, taking into account the impacts of energy production, transport, distribution and use on-board and accounting for the footprint of the various stages of the well- to-tank emissions.. This is to incentivise technologies and production pathways that provide a lower GHG footprint and real benefits compared to the existing conventional fuels.
Amendment 180 #
2021/0210(COD)
Proposal for a regulation
Recital 17
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. This shall consider the performance of fossiall fuels should however only be assessed through the use of default emission factors as provided for by this Regulatincluding fossil fuels emission.
Amendment 183 #
2021/0210(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) A comprehensive approach on all the most relevant GHG emissions (CO2, BC, CH4 and N2O) is necessary to promote the use of energy sources providing a lower GHG footprint overall. In order to reflect the global warming potential of methane and nitrous oxides, the limit set by this Regulation should therefore be expressed in terms of ‘CO2 equivalent’.
Amendment 184 #
2021/0210(COD)
Proposal for a regulation
Recital 18 a (new)
Recital 18 a (new)
(18a) According to the IPCC Assessment Report 1a, the world risks overshooting the 1.5°C temperature limit within the next 20 years. Therefore, it is appropriate to calculate the Global Warming Potential of Methane, Black Carbon and Nitrous Oxide on a 20years’ timeframe to avoid underestimating the real short-time effect on global warming. __________________ 1a IPCC, 2021: Climate Change 2021: The Physical Science Basis. Contribution of Working Group I to the Sixth Assessment Report of the Intergovernmental Panel on Climate Change.
Amendment 185 #
2021/0210(COD)
Proposal for a regulation
Recital 18 b (new)
Recital 18 b (new)
(18b) Black carbon is both an air pollutant and short-lived climate forcer that forms along with particulate matter (PM) during combustion, with a significant warming effect. In an October 2021 Communication, the EU undertook to “lead the drive for Zero Emission and Zero Pollution shipping in the Arctic Ocean, in line with our Green Deal objectives and the Fit for 55 package
Amendment 186 #
2021/0210(COD)
Proposal for a regulation
Recital 18 c (new)
Recital 18 c (new)
(18c) Methane has an atmospheric lifetime of about 12 years, and is more than 80 times more damaging for global warming than CO2 over a period of 20 years after its release. Therefor the GWP20 of methane should be used in the GHG equations from Annex I to better reflect the actual climate impact of methane emissions.
Amendment 188 #
2021/0210(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) The use of renewable energy sources and alternative propulsion, such as wind and solar energy, can be quick wins on the short term and 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.
Amendment 190 #
2021/0210(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Air pollution produced by ships (sulphur oxides, nitrogen oxides and particulate matter) at berth is a significant concern for coastal areas and port cities. Therefore, specific and stringent obligations should be imposed to reduce emissions at berth from ships that draw power from their engines during their stay in port. According to the data collected within the framework of Regulation (EU) 2015/757 in 2018, passenger ships and containerships are the ship categories producing the highest amount of emissions per ship at berth. Accordingly, emissions from these categories of ships should be addressed as a priority. In addition, it is welcomed to incentive more categories of ships. However, it should be recognised that shore-side electricity (SSE) does not address emissions during navigation, including navigation in the port, highlighting the need for additional measures to address shipping emissions during navigation. Ships calling on ports in the EU should contribute to significantly lowering emissions and air pollution both at navigation and at berth.
Amendment 193 #
2021/0210(COD)
Proposal for a regulation
Recital 21
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. Efforts need to be undertaken to source the electricity to use for OPS in a sustainable way. 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 shipensure the abatement of air pollution at berth as well as the economic viability return on investment of OPS infrastructure through mandating the use of OPS to achieve effective GHG emission and air pollution reductions. Mandate the use of OPS by the most polluting ships (first priority, however, expanding scope to more ship categories) while Directive 2014/94/EU should ensure that ports deploy zero-emission (and zero air pollutant) infrastructure on a large scale and needs to avoid fossil fuel lock-ins by infrastructure. A parallel obligation on ports within this regulation to cater for the necessary infrastructure will be necessary, also to prevent unfair competition between ports.
Amendment 197 #
2021/0210(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) In addition to OPS, other technologies might be capable of offering equivalent environmental benefits in ports(GHG emissions and air pollutants reductions) in ports and their surrounding areas.. When the use of an alternative technology is demonstrated to be equivalent to the use of OPS, only then a ship should be exempted from its use of OPS.
Amendment 199 #
2021/0210(COD)
Proposal for a regulation
Recital 23
Recital 23
(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 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. However, ports should facilitate and maximise the use of OPS in their business as usual operations (planning and asset management).
Amendment 202 #
2021/0210(COD)
Proposal for a regulation
Recital 24
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. As of 2035, ship operators should plan carefully their port calls toVessels and ports should apply available and future standardisation requirements to shore power installations on-board and in ports, ensuring that the systems cannot be incompatible. As 2030, ship operators should make sure that they can carry out their activities without emitting air pollutants and GHG at berth and compromise the environment and human health in coastal areas and port cities. A very 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.
Amendment 208 #
2021/0210(COD)
Proposal for a regulation
Recital 25
Recital 25
(25) A robust monitoring, reporting and verification system should be put in place by this Regulation in order to trace compliance and enforcement with its provisions. Such system should apply in a non- discriminatory way to all ships and require third party verification in order to ensure the accuracy of the data submitted within this system. In order to facilitate achieving the objective of this Regulation, any data already reported for the purpose of Regulation (EU) 2015/757 should be used, when necessary, for verifying compliance with this Regulation in order to limit administrative burden imposed on companies, verifiers and maritime authorities.
Amendment 211 #
2021/0210(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) CA robust certification and monitoring of fuels is essential to achieve the objectives of this Regulation and guarantee the environmental integrity of the renewable and low-carbon fuels that are expected to be deployed in the maritime sector. Such certification should be undertaken by means of a transparent and non-discriminatory procedure. With a view to facilitating certification and limiting the administrative burden, the certification of biofuels, biogas, renewable fuels of non-biological origin and recycled carbon fuel should rely on the rules established by Directive (EU) 2018/2001. This approach of certification should also apply to fuels bunkered outside the Union, which should be considered as imported fuels, in a similar way as Directive (EU) 2018/2001. When companies intend to depart from the default values provided for by that Directive or this new framework, this should only be done when values can be certified by one of the voluntary schemes recognised under Directive (EU) 2018/2001 (for well-to-tank values) or by means of laboratory testing or direct emissions measurements (tank-to-wake).
Amendment 212 #
2021/0210(COD)
Proposal for a regulation
Recital 27 a (new)
Recital 27 a (new)
(27a) Close cooperation and coordination between all relevant port stakeholders is crucial to ensure the effective deployment and use of alternative fuels and the optimal alignment between the provision of SSE and other alternative equivalent technologies that perform equivalent in terms of GHG emissions and air pollution, in line with the requirements of the present Regulation and Regulation XXXX-XXX (AFIR), thus avoiding stranded assets and continuity of investment in sustainable and zero- emission assets. Ship operators should in due time inform the ports they call at about their technical aspects and demands to use SSE or other equivalent technologies. Moreover, they should give the port of call and the Member States/relevant authorities the adequate information as concerns power needs during the given call, in particular when those exceed the estimated needs for this ship category. Such a dialogue between a port and its users should lead to an effective uptake of sustainable transitional fuels and technologies in view of achieving the green transition of the maritime sector.
Amendment 213 #
2021/0210(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) Verification by accredited verifiers should ensure the accuracy and completeness of the monitoring and reporting by companies and the compliance with this Regulation. In order to ensure impartiality and effectiveness, verifiers should be independent and competent legal entities and should be accredited and overseen by national accreditation bodies established pursuant to Regulation (EC) No 765/2008 of the European Parliament and of the Council24 . The respective competent administering authority is defined in this Regulation and sets out the penalties to be paid by non-compliant companies. __________________ 24 Regulation (EC) No 765/2008 of the European Parliament and of the Council of 9 July 2008 setting out the requirements for accreditation and market surveillance relating to the marketing of products and repealing Regulation (EEC) No 339/93 (OJ L 218, 13.8.2008).
Amendment 215 #
2021/0210(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) Based on the data and information monitored and reported by companies and controlling bodies, the verifiers should calculate and establish the yearly average greenhouse gas intensity of energy used on-board by a ship and the ship’s balance with respect to the limit, including any compliance surplus or deficit, as well as the respect of the requirements to use on- shore power supply at berth. The verifier should notify this information to the company concerned. Where the verifier is the same entity as the verifier for the purpose of Regulation (EU) 2015/757, such notification could be done together with the verification report under that Regulation. Such information should be then reported by the company concerned to the Commission.
Amendment 218 #
2021/0210(COD)
Proposal for a regulation
Recital 31
Recital 31
(31) Compliance with this Regulation would depend on elements that could be beyond control of the company, such as issues related to fuel availability or fuel quality. Therefore, companies should be allowed the flexibility of rolling-over a compliance surplus from one year to another, for up to three consecutive years, or borrowing an advance compliance surplus, within certain limits, from the following year. The use of OPS at berth, being of high importance for local air quality in port cities and coastal areas should not be eligible for similar flexibility provisions.
Amendment 219 #
2021/0210(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) In order to avoid technology lock-in and continue supporting the deployment of most performant solutions, companies should be allowed to pool the performances of different ships and use the possible over-performance of one ship to compensate for the under-performance of another ship. This creates a possibility to reward overcompliance and incentivatizes investment in more advanced technologies and stimulate investments in the production of new green ships. Therefore, the system needs to be review every three years considering the impact on the EU ships market and the effective production of new green ships. The possibility to opt for pooled compliance should remain voluntary and subject to agreement of the concerned companies until 31 December 2039.
Amendment 222 #
2021/0210(COD)
Proposal for a regulation
Recital 35
Recital 35
(35) Without prejudice to the possibility of complying through the flexibility and pooling provisions, the ships that do not meet the limits on the yearly average greenhouse gas intensity of the energy used on-board shall be subject to a penalty that has dissuasive effect. The penalty should be proportionate to the extent of the non- compliance and remove any economic advantage of non-compliance, thus preserving a level playing field in the sector. It should be based olarger than the amount and cost of renewable and low-carbon fuel that the ships should have used to meet the requirements of the Regulation. If non- compliance persists, potential exclusion to EU ports can be considered.
Amendment 225 #
2021/0210(COD)
Proposal for a regulation
Recital 36
Recital 36
(36) The penalty imposed for each non- compliant port call should be proportionate to the cost of using the electricity and at sufficient level to have a dissuasive effect from the use of more polluting energy sources. The penalty should be based on the power installed on board the vessel, expressed in megawatts, multiplied by a fixed penalty in EUR per hour of stay at berth. Due to lack of accurate figures on the cost of providing OPS in the Union, this rate should be based on the EU average electricity price for non-household consumers multiplied by a factor of twofour to account for other charges related to the provision of the service, including among others connection costs and investment recovery elements.
Amendment 228 #
2021/0210(COD)
Proposal for a regulation
Recital 37
Recital 37
(37) The revenues generated from the payment of penalties should be used exclusively to promote the distribution and use of renewable and low-carbon fuels in the maritime sector and; help maritime operators to meet their climate and environmental goals; finance/co-finance green infrastructure and if necessary superstructure investments in the EU ports as well as to support redeployment, re-skilling and up-skilling of workers, in quality social dialogue with social partners, safeguard vulnerable marine eco-systems in port areas. For this purpose these revenues should be allocated to the theOcean Fund and Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC. Part of the Revenues generated from penalties for non- compliance under FuelEU Maritime should be reinvested in the European shipping sector, incl. the European Maritime Technology Sector. These revenues should also be used to help ports to fund the necessary investments inshore-side electricity (SSE), and, where relevant, the production of electricity in ports.
Amendment 231 #
2021/0210(COD)
Proposal for a regulation
Recital 37 a (new)
Recital 37 a (new)
(37a) Investments in new skills are critical to ensure that workers are prepared and protected in the process of introducing new fuels and their handling procedures. Therefore part of the revenues should be invested in safety, training and protecting measures for workers using new maritime fuels.
Amendment 232 #
2021/0210(COD)
Proposal for a regulation
Recital 37 b (new)
Recital 37 b (new)
(37 b) The upskilling and reskilling of workers in the shipbuilding and maritime technology sector remains vital, in particular in relation to green and digital skills. The EU Pact for Skills for the sector should ensure that stakeholders, including employers, trade unions, universities and vocational training providers, can prepare the workforce for the technological changes of the future and ensure that no worker or region is left behind.
Amendment 233 #
2021/0210(COD)
Proposal for a regulation
Recital 37 c (new)
Recital 37 c (new)
(37c) Quality social dialogue at all levels and adherence to the EU Directive on European Worker’s Councils is essential for achieving a just transition towards an innovative shipping industry with quality jobs.
Amendment 234 #
2021/0210(COD)
Proposal for a regulation
Recital 37 d (new)
Recital 37 d (new)
(37d) Member States shall carry out detailed Employment Impact Assessments (EIA) evaluating the impact that the obligations outlined in this directive have on jobs and working conditions both at national and regional levels.
Amendment 235 #
2021/0210(COD)
Proposal for a regulation
Recital 37 e (new)
Recital 37 e (new)
(37e) Delivering on the Green Deal should ensure quality job creation and social progress for all. To be socially acceptable, the climate ambition proposed in this regulation should be matched by an equivalent social ambition, in line with the European Pillar of Social Rights. The European Green Deal agenda should be an opportunity to maintain and create quality jobs, promote decent work, raise labour standards, strengthen social dialogue and collective bargaining, tackle discriminations at work, promote gender equality, and workplace democracy. In order to achieve these objectives Just Transition mechanisms must complement all proposed actions in the framework of the Green Deal and the “Fit for 55” package.
Amendment 237 #
2021/0210(COD)
Proposal for a regulation
Recital 39
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, calculation of the amounts of penalties or in case of repeated violations 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.
Amendment 239 #
2021/0210(COD)
Proposal for a regulation
Recital 40
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, and modalities for the payment of penalties setting out labelling system for the environmental performance of ships. 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.
Amendment 242 #
2021/0210(COD)
Proposal for a regulation
Recital 42
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 preferablneeds to be encourage as it could be regarded as more effective due to its broader scope. In this context, and with a view to facilitating the development of climate-effective and ambitious 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 aproachThe EU must continue and increase its efforts to promote more ambitious maritime decarbonization targets (that are in line with the Paris Agreement of staying below 1.5°C) within the IMO. However, the EU should not wait for the lack of action at the IMO level and lead on the international maritime level. Where an agreement on a global climate- effective approach, in line with the EU Green Deal and Climate Law ambition, is reached on matters of relevance to this Regulation, the Commission should review the present Regulation with a view to aligning it, where appropriate, with the international rules.
Amendment 247 #
2021/0210(COD)
Proposal for a regulation
Recital 42 a (new)
Recital 42 a (new)
(42a) To ensure an international level playing field and maximise environmental integrity of legislation on sustainable renewable fuels, the European Commission and Members States should promote within the IMO and other international organisations robust tracking and verification systems for biofuels and renewable fuels of non- biological origin. Furthermore, the European Commission should advocate rigorously on the international level for the acceptance of an ambitious and climate effective international measure.
Amendment 248 #
2021/0210(COD)
Proposal for a regulation
Recital 42 b (new)
Recital 42 b (new)
(42b) As new sustainable alternative fuels and technologies are being further developed this regulation should be thoroughly evaluated in 2027. The Commission should carry out a new in- depth impact assessment covering all Fit for 55 legislations that apply to the maritime sector (cumulative). This overarching assessment should cover the economic impact, environmental impact and social impact. It needs to be undertaken early on during implementation of the different legislations and expanded with a periodical monitoring scheme. In particular, potential compliance or enforcement loopholes should be analysed and monitored. However, it may not delay the implementation of the different files.
Amendment 250 #
2021/0210(COD)
Proposal for a regulation
Recital 43
Recital 43
(43) The uptake of renewable and low- carbon fueldevelopment and large-scale uptake of zero emission fuels technologies and substitute sources of energy by ships arriving at, within or departing from ports under the jurisdiction of a Member State across the Union, is not an objective that can be sufficiently achieved by the Member States without risking to introduce barriers to the internal market and distortions of competition between ports and between maritime operators. This objective can be better achieved by introducing uniform rules at Union level that create economic incentives for maritime operators to continue operating unimpededly while meeting obligations on the use of renewable and low-carbon fuels. Accordingly, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve that objective,
Amendment 255 #
2021/0210(COD)
Proposal for a regulation
Recital 43 a (new)
Recital 43 a (new)
(43a) Recognizing the importance to address the specific needs of islands and remote areas of the Union and with a view to ensure connectivity, flexibility should be provided to the passenger maritime cabotage sector, as prescribed in Council Regulation (EEC) No 3577/92, in order to adapt to the scheme without compromising the current level of transport services.
Amendment 266 #
2021/0210(COD)
Proposal for a regulation
Article 1 – paragraph 1 – subparagraph 1
Article 1 – paragraph 1 – subparagraph 1
in order to increase consistent use of renewable and low-carbon fuels and substitute sources of energy across the Union, in line with the Union’s objective of climate neutrality in the Union at the latest by 2050 and the goals of the Paris Agreement while ensuring the smooth operation of maritime traffic and avoiding distortions in the internal market.
Amendment 268 #
2021/0210(COD)
Proposal for a regulation
Article 2 – paragraph 1 – introductory part
Article 2 – paragraph 1 – introductory part
This Regulation applies to marine fuel suppliers and to all ships above aof 400 gross tonnage of 5000,and above regardless of their flag in respect to:
Amendment 281 #
2021/0210(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point c
Article 2 – paragraph 1 – point c
(c) a halfthe entirety of the energy used on voyages departing from or arriving to a port of call under the jurisdiction of a Member State, where the last or the next port of call is under the jurisdiction of a third country.
Amendment 283 #
2021/0210(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point c a (new)
Article 2 – paragraph 1 – point c a (new)
(ca) all the fuels purchased in EU ports.
Amendment 293 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point a
Article 3 – paragraph 1 – point a
(a) ‘greenhouse gas emissions’ means the release of carbon dioxide (CO2), black carbon (BC) equivalent emissions, methane (CH4) and nitrous oxides (N2O) into the atmosphere;
Amendment 297 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point e a (new)
Article 3 – paragraph 1 – point e a (new)
(ea) ‘marine fuel supplier’ means a fuel supplier as defined in Article 2, second paragraph, point 38 of Directive (EU) 2018/2001, supplying marine fuel at Union port;
Amendment 300 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point f
Article 3 – paragraph 1 – point f
(f) ‘food and feed crops’ means food and feed crops as defined in Article 2, point (40), of Directive (EU) 2018/2001; including intermediate crops and other crops grown primarily for energy purposes on agricultural land excluding residues and wastes, palm fatty acid distillates, animal fats category III and molasses.
Amendment 313 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point m
Article 3 – paragraph 1 – point m
(m) ‘ship at berth’ means a ship at bin a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757; e jurisdiction of a Member State which is securely moored at the main berth/terminal, where it is loading and unloading and/or embarking/disembarking passengers, including the time spent when not engaged in these cargo/passenger operations; in case of cruise vessels, hoteling is included;
Amendment 321 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point r
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 floating and mobile, feeding the ship main distribution switchboard for powering hotel, service workloads or charging secondary batteries;
Amendment 323 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point s a (new)
Article 3 – paragraph 1 – point s a (new)
(sa) The administering authority in respect of a shipping company shall be:
Amendment 324 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point s b (new)
Article 3 – paragraph 1 – point s b (new)
(sb) in the case of a shipping company registered in a Member State, the Member State in which the shipping company is registered;
Amendment 325 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point s c (new)
Article 3 – paragraph 1 – point s c (new)
(sc) in the case of a shipping company that is not registered in a Member State, the Member State with the greatest estimated number of port calls from voyages performed by that shipping company in the last two monitoring years and falling within the scope set out in Article 2;
Amendment 326 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point s d (new)
Article 3 – paragraph 1 – point s d (new)
(sd) in the case of a shipping company that is not registered in a Member State and that did not carry out any voyage falling within the scope set out in Article 2 in the preceding two monitoring years, the administering authority shall be the Member State from where the shipping company has started its first voyage falling within the scope set out in Article 2;
Amendment 327 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point u
Article 3 – paragraph 1 – point u
(u) ‘FuelEU certificate of compliance’ means a certificate specific to a ship, issued to a company by a verifierthe administering authority in respect of a shipping company, which confirms that that ship has complied with this Regulation for a specific reporting period;
Amendment 333 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point y
Article 3 – paragraph 1 – point y
(y) ‘least favourable pathway’ means the most carbongreenhouse gas-intensive production pathway used for any given fuel;
Amendment 335 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point z
Article 3 – paragraph 1 – point z
(z) ‘CO2 equivalent’ means the metric measure used to compute the emissions from CO2, BC, CH4 and N2Oon the basis of their global-warming potential, by converting amounts of BC, CH4 and N2O to the equivalent amount of carbon dioxide with the same global warming potential; 20 years after the emission into the atmosphere (“GWP 20”) ;
Amendment 338 #
2021/0210(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point ee a (new)
Article 3 – paragraph 1 – point ee a (new)
(eea) The definition of the Arctic for the purposes of this Regulation is that set out in the Artic Council’s Arctic Human Development Reports – AHDR.
Amendment 345 #
2021/0210(COD)
Proposal for a regulation
Article 4 – title
Article 4 – title
Greenhouse gas intensity limit of energy used on-board by a ship and minimum share of renewable fuels of non-biological origin
Amendment 346 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 1 a (new)
Article 4 – paragraph 1 a (new)
1a. Marine fuel suppliers shall ensure that enough volumes of compliant renewable fuels are available in Union ports in order to enable ships to meet the minimum share of renewable fuels of non-biological origin in Article 4 paragraph 2b.
Amendment 349 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 2 – indent 1
Article 4 – paragraph 2 – indent 1
— -26% from 1 January 2025;
Amendment 351 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 2 – indent 2
Article 4 – paragraph 2 – indent 2
— -613% from 1 January 2030;
Amendment 354 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 2 – indent 3
Article 4 – paragraph 2 – indent 3
— -1326% from 1 January 2035;
Amendment 358 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 2 – indent 4
Article 4 – paragraph 2 – indent 4
— -2659% from 1 January 2040;
Amendment 360 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 2 – indent 5
Article 4 – paragraph 2 – indent 5
— -759% from 1 January 2045;
Amendment 362 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 2 – indent 6
Article 4 – paragraph 2 – indent 6
— -75100% from 1 January 2050.
Amendment 365 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1
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 fleet average greenhouse gas intensity of the energy used on-board by ships in 2020 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 and II to thatis Regulation.]
Amendment 369 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
Amendment 372 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 2 b (new)
Article 4 – paragraph 2 b (new)
2b. From1 January 2030, the share of RFNBOs used on board by a ship shall not be inferior to 6% of the total energy used during a reporting period. Ships may make use of compliance pooling provisions defined at articles 17 and 18, and are subject to penalties for non- compliance as defined at article 20 and Annex V.
Amendment 375 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 3
Article 4 – paragraph 3
3. The greenhouse gas intensity of the energy used on-board by a ship and minimum share of renewable fuels of non-biological origin shall be calculated as the amount of greenhouse gas emissions per unit of energy according to the methodology specified in Annex I.
Amendment 382 #
2021/0210(COD)
Proposal for a regulation
Article 4 – paragraph 4 a (new)
Article 4 – paragraph 4 a (new)
4a. By 1 January 2025, the Commission shall adopt a delegated act in accordance with Article 26 to amend Annex II in order to differentiate the well- to-tank emission factors of fuels in the category “Fossil” on the basis of its origin, specifying and including at least the respective emissions of upstream, transportation, and in case of LNG additionally the emissions of liquefaction, storage, and ship loading.
Amendment 385 #
2021/0210(COD)
Proposal for a regulation
Article 4 a (new)
Article 4 a (new)
Article 4 a New minimum share of renewable fuels of non-biological origin 1. From 1 January 2030, the share of RFNBOs used on board by a ship shall not be inferior to 6% of the total energy used during a reporting period. The Commission is empowered to adopt delegated acts in order to establish an appropriate compliance system, including flexible system of transfer of excess compliance units, a platform to facilitate their transfer, and penalties. 2. Marine fuel suppliers shall ensure that enough volumes of compliant renewable fuels are available in Union ports in order to enable ships to meet the greenhouse intensity limits in Article 4 (2) and the minimum share of renewable fuels of non-biological origin in Article 4 (a) paragraph 1.
Amendment 399 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
1. From 1 January 2030, aA ship at berth in a port of call under the jurisdiction of a Member State shall connect to on- shore power supply and use it for all energy needs while at berth.
Amendment 405 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point a
Article 5 – paragraph 2 – point a
(a) containpassenger ships by January 2025;
Amendment 406 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point b
Article 5 – paragraph 2 – point b
(b) passenger ships.containerships oil tankers, refrigerated bulk carriers by 1 January 2030;
Amendment 408 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point b a (new)
Article 5 – paragraph 2 – point b a (new)
(b a) all remaining ships as defined by article 2, by 1 January 2035;
Amendment 413 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 2 a (new)
Article 5 – paragraph 2 a (new)
2a. As from 1 January [2028] and without prejudice to the exemption of paragraph 3 (a)of this Article, ships covered in Paragraph 2 of this Article which are at berth in a port of call under the jurisdiction of a Member State shall connect o shore side electricity and use it for all its energy needs in cases where these ships have an onshore power installation on board and there is an operational fixed SSE infrastructure in place at berth.
Amendment 425 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 3 – point d
Article 5 – paragraph 3 – point d
Amendment 433 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 3 – point e
Article 5 – paragraph 3 – point e
Amendment 444 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 5 a (new)
Article 5 – paragraph 5 a (new)
5a. The port of call shall ensure the provision of sufficient shore-side electricity supply for ships is provided, in line with the requirements set out in [AFIR COM/2021/559 final] and that the shore installation allows for the use of most commonly used on-board on-shore power equipment.
Amendment 445 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 5 b (new)
Article 5 – paragraph 5 b (new)
5b. Ship operators shall inform/consult the port managing body and/or where relevant the terminal operator and/or competent authority in due time about the current and future demand for shore-side electricity supply and/or any of equivalent technologies foreseen in Annex III of this Regulation; Port managing bodies, or where relevant, the terminal operator or the competent authority, shall coordinate with the ship operators about the technical specifications foreshore-side electricity (SSE), the standardisation of shore-side electricity installations onboard and potential incompatibilities between the shore-side electricity provided at berth and the shore-side electricity installations onboard vessels, and where relevant, the possible use of other equivalent technologies specified in Annex III. Ship operators shall provide all information available about the power needed during certain call at berth, in particular when the needs exceed the estimated power needs for such a vessel.
Amendment 447 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
Amendment 457 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 7 a (new)
Article 5 – paragraph 7 a (new)
7a. By 1 January 2025, the Commission shall adopt an implementing act laying down the applicable technologies to use Renewable fuels of non-biological origin in ports as referred to in Paragraph 3 (b) and specified in Annex III.
Amendment 460 #
2021/0210(COD)
Proposal for a regulation
Article 5 a (new)
Article 5 a (new)
Article 5 a OPEN LOOP EXHAUST GAS CLEANING SYSTEMS The discharge of waste from open loop exhaust gas cleaning systems (“scrubbers”) into open waters on journeys that fall under the scope of this Regulation shall be prohibited as of 1 January 2027. By 1 January 2024, the Commission shall adopt delegated act laying down the detailed requirements to comply with this obligation.
Amendment 478 #
2021/0210(COD)
Proposal for a regulation
Article 9 – title
Article 9 – title
Certification of biofuels, biogas, renewable liquid and gaseous transport fuels of non- biological origin and recycled carbonother fuels
Amendment 481 #
2021/0210(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point a
Article 9 – paragraph 1 – point a
(a) greenhouse gas emission factors of biofuels and biogas tshatll comply with the sustainability and greenhouse gas saving criteria set out in Article 29 of Directive (EU) 2018/2001 and shall be determined according to the methodologies set out in that Directive;
Amendment 485 #
2021/0210(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point b
Article 9 – paragraph 1 – point b
(b) greenhouse gas emissions factors of renewable fuels of non-biological origin and recycled carbon fuel tshatll comply with the greenhouse gas emission savings thresholds set out in Article 27(3) of Directive (EU) 2018/2001 shall be determined according to the methodologies set out in that Directive;
Amendment 486 #
2021/0210(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point c
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 including intermediate crops and other crops grown primarily for energy purposes on agricultural land as well as palm fatty acid distillates, used cooking oil and animal fats of category III shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;
Amendment 492 #
2021/0210(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point d a (new)
Article 9 – paragraph 1 – point d a (new)
(d a) any other fuels that do not comply with the minimum greenhouse gas saving criteria set out in Article 29 of Directive (EU) 2018/2001 shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuels.
Amendment 498 #
2021/0210(COD)
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. 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 in accordance with Article 26, in order to supplement this Regulation by establishing the rules on conducting the laboratory testing and direct emissions measurementin accordance with Article 30(5) and (6) of the Directive (EU) 2018/2001. For actual values related to RFNBOs, the values should be developed in accordance with Annex V of the Directive (EU) 2018/2001 and forthcoming delegated acts on additionality and GHG methodology for RFNBOs.
Amendment 505 #
2021/0210(COD)
Proposal for a regulation
Article 11 – paragraph 2 – point d a (new)
Article 11 – paragraph 2 – point d a (new)
(d a) the use of distillates or other cleaner alternative fuels or methods of propulsion when operating MRV voyages covered by this Regulation in or near the Arctic.
Amendment 509 #
2021/0210(COD)
Proposal for a regulation
Article 12 – paragraph 1
Article 12 – paragraph 1
1. The verifier shall identify potential risks related to the monitoring and reporting process by comparing reported amount, type and emission factor of the energy used on-board by ships with estimated data based on ship tracking data and characteristics such as the installed engine power. Where significant deviations are found, the verifier shall carry out further analyses.
Amendment 519 #
2021/0210(COD)
Proposal for a regulation
Article 14 – paragraph 1 – point e
Article 14 – paragraph 1 – point e
(e) the amount of each type of substitute source of energy including fuels, electricity, wind and solar energy consumed at berth and at sea.
Amendment 538 #
2021/0210(COD)
Proposal for a regulation
Article 16 – title
Article 16 – title
Compliance database and reporting and publication of information
Amendment 540 #
2021/0210(COD)
Proposal for a regulation
Article 16 – paragraph 1
Article 16 – paragraph 1
1. The Commission shall develop, ensure functioning and update an electronic compliance database for the monitoring of compliance with Articles 4 and 5 and storage and publication of information submitted by companies under paragraph 3 of this Article. The compliance database shall be used to keep a record of the compliance balance of the ships the use of the exemptions set out in Article 5.3 and the use of the flexibility mechanisms set out in Articles 17 and 18 penalties incurred under Article 20, as well as data submitted as per paragraph 3.. It shall be accessible to the companies, the verifiers, the competent authorities and the Commission. and general public in a transparent and user-friendly manner.
Amendment 544 #
2021/0210(COD)
Proposal for a regulation
Article 16 – paragraph 3
Article 16 – paragraph 3
3. By 30 April of each year, the company shall record in the compliance database for each of its ships the information referred to in Article 15(2), as ascertained by the verifierand calculated by the verifier, the use of the flexibility mechanisms set out in Articles 17 and 18, the yearly exceptions called under Article 5(3), if any, together with information allowing to identify the ship, the company, as well as the identity of the verifier that carried out the assessment.
Amendment 547 #
2021/0210(COD)
Proposal for a regulation
Article 16 – paragraph 3 a (new)
Article 16 – paragraph 3 a (new)
3a. By 30 June each year, the Commission shall make publicly available the information recorded by the company in the compliance database as per paragraph 3. The information should be in a downloadable format without anonymization or further aggregation.
Amendment 548 #
2021/0210(COD)
Proposal for a regulation
Article 17 – paragraph 1
Article 17 – paragraph 1
1. Where the ship has a compliance surplus for the reporting period, the company may bank it to the same ship’s compliance balance for the following reporting period. The company shall record the banking of the compliance surplus to the following reporting period in the compliance database subject to approval by its verifier. The company may no longer bank the compliance surplus once the FuelEU certificate of compliance has been issued. The unused compliance surplus for the following reporting period shall have a validity of three years.
Amendment 549 #
2021/0210(COD)
Proposal for a regulation
Article 17 – paragraph 1 a (new)
Article 17 – paragraph 1 a (new)
1a. Banking of compliance surplus shall be limited to ships using only renewable fuels of non-biological origin, as defined in article 9(1) b), or zero- emission technologies as defined in annex III.
Amendment 556 #
2021/0210(COD)
Proposal for a regulation
Article 18 – paragraph 1
Article 18 – paragraph 1
1. The compliance balances of two or more ships, which are verified by the same verifier, may be pooled for the purposes of fulfilling the requirements of Article 4 until December 2039. A ship’s compliance balance may not be included in more than one pool in the same reporting period. A ship with an excess compliance balance may participate in the pool provided it uses renewable fuels of non-biological origin, as defined in article 9(1) b), or zero-emission technologies as defined in Annex III.
Amendment 560 #
2021/0210(COD)
Proposal for a regulation
Article 20 – paragraph 1
Article 20 – paragraph 1
1. Where on 1 May of the year following the reporting period the ship has a compliance deficit, the company shall pay a penalty. The verifieradministering entity of a shipping company shall calculate the amount of the penalty on the basis of the formula specified Annex V.
Amendment 561 #
2021/0210(COD)
Proposal for a regulation
Article 20 – paragraph 2
Article 20 – paragraph 2
2. The company shall pay a penalty for each non-compliant port call. The verifieradministering entity of a shipping company shall 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. The company shall pay a penalty for each MRV voyage covered by this Regulation and transiting the Arctic that does not use distillates or other cleaner alternative fuels or method of propulsion for the entirety (or only a part thereof) of the relevant MRV voyage. The penalty will be set at double the cost of the difference for the entire MRV journey between the cost of the fuel used and the distillate cost.
Amendment 567 #
2021/0210(COD)
Proposal for a regulation
Article 20 – paragraph 3
Article 20 – paragraph 3
3. Notwithstanding Article 19(1), the verifier shall issue a FuelEU certificate of compliance once the penalties referred to in paragraphs 1 and 2 of this Article have been paid. The administering entity shall issue a FuelEU certificate of compliance through the payment of penalties to a company for a maximum of two consecutive years. For the second consecutive year of non-compliance the penalty calculated on the basis of the formula specified in Annex V shall be doubled, after which in the following reporting periods the verifier shall not issue a FuelEU certificate of compliance. The actions referred to in this Article as well as the proof of the financial payments in accordance with Article 21 shall be recorded in the FuelEU certificate of compliance.
Amendment 571 #
2021/0210(COD)
Proposal for a regulation
Article 20 – paragraph 4
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. Regarding the formula referred to in paragraph 1 of this Article, the resulting penalty must be larger than the amount and cost of renewable and low-carbon fuel that the ships should have used to meet the requirements of this Regulation. The Commission shall monitor whether such condition is fulfilled on a half-yearly basis.
Amendment 577 #
2021/0210(COD)
Proposal for a regulation
Article 21 – paragraph 1
Article 21 – paragraph 1
1. The penalties referred to in Article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector including safety, training and protecting measures for workers using new maritime fuels. Projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector, facilitate the construction of appropriate bunkering facilities or electric connection ports in ports, or adaptation of superstructure if required, and support the development, testing and deployment of the most innovative European technologies in the fleet to achieve significant emission reductions. Part of the Revenues should be reinvested in the European shipping sector, including the European Maritime Technology Sector.
Amendment 588 #
2021/0210(COD)
Proposal for a regulation
Article 21 – paragraph 2
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. 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. The 75% of the revenues generated from the auctioning of allowances referred to in Article 21 (2) shall be used through the Ocean Fund as stated in 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.
Amendment 594 #
2021/0210(COD)
Proposal for a regulation
Article 21 – paragraph 2 a (new)
Article 21 – paragraph 2 a (new)
2a. The 25% of the remaining revenues shall be implemented in accordance with the rules applicable to the Innovation Fund;
Amendment 595 #
2021/0210(COD)
Proposal for a regulation
Article 21 – paragraph 2 b (new)
Article 21 – paragraph 2 b (new)
2b. The total of the revenues generated from the provisions of Directive 2003/87/EC as regards maritime transport activities shall be used through the Ocean Fund amending Dir 2003/87and Regulation 2015/57
Amendment 597 #
2021/0210(COD)
Proposal for a regulation
Article 22 a (new)
Article 22 a (new)
Article 22 a Environmental performance labelling of ships So as to incentivise emissions reductions and increase the transparency of information, the Commission shall set up a holistic Union labelling system for the environmental performance of ships which shall apply to the ships covered by this Regulation. By 1 July 2023, the Commission shall adopt delegated acts in accordance with Article 26 to supplement this Regulation by setting out the detailed provisions of the functioning of the Union labelling system for the environmental performance of ships as well as the technical standards which constitute its basis.
Amendment 613 #
2021/0210(COD)
Proposal for a regulation
Article 28 – paragraph 1 – introductory part
Article 28 – paragraph 1 – introductory part
1. The Commission shall report to the European Parliament and the Council, by 1 January 203027 and every five years thereafter, 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. The Commission shall consider possible amendments to:
Amendment 618 #
2021/0210(COD)
Proposal for a regulation
Article 28 – paragraph 1 – point b
Article 28 – paragraph 1 – point b
(b) the extensions of the ships types to which Article 5(1) applies;
Amendment 621 #
2021/0210(COD)
Proposal for a regulation
Article 28 – paragraph 1 – point c a (new)
Article 28 – paragraph 1 – point c a (new)
(c a) the pooling of compliance referred to in Article 18;
Amendment 625 #
2021/0210(COD)
Proposal for a regulation
Article 28 – paragraph 1 – point c b (new)
Article 28 – paragraph 1 – point c b (new)
(c b) the inclusion of black carbon emissions within the scope of this regulation.
Amendment 629 #
2021/0210(COD)
Proposal for a regulation
Article 28 – paragraph 1 a (new)
Article 28 – paragraph 1 a (new)
1a. By 1 January 2023 the Commission shall produce a report on the social impacts as well as the employment and training needs up to 2030 and 2050 in relation to this Regulation.
Amendment 636 #
2021/0210(COD)
Proposal for a regulation
Annex I – equation 1
Annex I – equation 1
GHG intensity WtT TtW index GHG intensity ∑ni fuelMi × CO2eq WtT,i × LCVi + ∑ckEk × CO2eqelectricity,k ∑ni fuel∑m j j engine ( ( Mi,j × [ 1 ― 1 1 C ) 100 engine slip j × (CO2eq,TtW,j) + ( 1 1 C 100 engine slip j ) × CO2eq TtW, slippage,j ] index [ gCO2eq MJ ] ∑ni fuelMi × LCVi × 𝐦𝐮𝐥𝐭𝐢 + ∑ckEk + ∑ni fuelMi × LCVi × 𝐦𝐮𝐥𝐭𝐢 + ∑lkEk = =
Amendment 643 #
2021/0210(COD)
Proposal for a regulation
Annex I – table 1 – row 5
Annex I – table 1 – row 5
c Index corresponding to the nNumber of electrical charging points
Amendment 644 #
2021/0210(COD)
Proposal for a regulation
Annex I – table 1 – row 6
Annex I – table 1 – row 6
m Index corresponding to the nNumber of energy consumers
Amendment 645 #
2021/0210(COD)
Proposal for a regulation
Annex I – table 1 – row 6 a (new)
Annex I – table 1 – row 6 a (new)
N fuel Number of fuels delivered to the ship in the reference period
Amendment 646 #
2021/0210(COD)
Proposal for a regulation
Annex I – table 1 – row 6 b (new)
Annex I – table 1 – row 6 b (new)
MULT Multiplier applied to fuel i
Amendment 649 #
2021/0210(COD)
Proposal for a regulation
Annex I – table 1 – row 17
Annex I – table 1 – row 17
GWPCO2,GWP N2O,𝐆𝐖𝐏𝐂𝐇𝟒, ,GWP N2O CO2, CH4, and N2O Global Warming Potential over 100 years; CH4 Global Warming Potential over 20 years
Amendment 651 #
2021/0210(COD)
Proposal for a regulation
Annex I – table 1 – row 17 a (new)
Annex I – table 1 – row 17 a (new)
T&P Transportation and Processing
Amendment 652 #
Amendment 658 #
2021/0210(COD)
Proposal for a regulation
Annex I – paragraph 4 – subparagraph 1
Annex I – paragraph 4 – subparagraph 1
For the purpose of this regulation: 𝒄 - the term 𝒄 ∑𝑘𝐸𝑘 × 𝐶𝑂2𝑒𝑞 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑖𝑡𝑦, 𝑘 𝒄𝒌 in the numerator of Equation (1) shall be set to zero. - the term MULT in the denominator of Equation (1) shall be set to 1. The term MULT in the denominator of Equation (1) shall be set to 5 for the volumes of RFNBOs above the minimum share defined in article 4.2 (bis).
Amendment 665 #
2021/0210(COD)
Proposal for a regulation
Annex II – table
Annex II – table
LNG Otto (dual fuel 3,1 medium speed) 2,755 LNG Otto MEPC245 (66) LNG 0,0491 128,5 29 (dual fuel 0 0,00011 1,7 Regulation (EU) slow speed) 2015/757 LNG Diesel (dual fuel 0.2 slow speed) LBSI N/A
Amendment 667 #
2021/0210(COD)
Proposal for a regulation
Annex II – table
Annex II – table
LNG Otto (dual fuel 3,1 medium Bio-LNG speed) Main Ref. to 2,755 LNG Otto products / Directive MEPC245 (66), 0,05 (dual fuel 0,00005 0 0,000181 1,7 wastes / (EU) Regulation (EU) slow speed) Feedstock 2018/2001 2015/757 mix LNG Diesel 0.2 (dual fuels) LBSI N/A
Amendment 688 #
2021/0210(COD)
Proposal for a regulation
Annex V – paragraph 4 – table
Annex V – paragraph 4 – table
Penalty = (C- compliance balance) / GHGIEactual) x conversion factor from MJ to tonnes / (LCVVLSFO*1000*3000€/t) Where: of LCVVLSFO (= 41.0 MJ / kg) x EUR 2400 /kg
Amendment 42 #
2021/0205(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Over the past decades, air transport has played a crucial role in the Union's economy and in the everyday lives of Union citizens, as one of the best performing and most dynamic sectors of the Union economy. It has been a strong driver for economic growth, jobs, trade and tourism, as well as for connectivity and mobility for businesses and citizens alike, particularly within the Union aviation internal market. Growth in air transport services has significantly contributed to improving connectivity and cohesion within the Union, including its regions, and with third countries, and has been a significant enabler of the Union economy.
Amendment 48 #
2021/0205(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) From 2020, air transport has been one of the hardest hit sector by the COVID-19 crisis. With the perspective of an end to the pandemic in sight, it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. At the same time, emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. Therefore, it is necessaryimperative 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.
Amendment 57 #
2021/0205(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) The air transport market is subject to strong competition between economic actors across the Union, for which a level playing field is indispensable. The stability and prosperity of the air transport market and its economic actors relies on a clear and harmonised policy framework where aircraft operators, airports and other aviation actors can operate on the basis of equal opportunities. It is essential to ensure air connectivity within the Union by stakeholders from the Union. This to avoid dependence on third country stakeholders and safeguard air transport business and jobs, but also to retain an air transport and infrastructure security in line with the Union security. 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, job opportunities for workers, and a loss of air connectivity for citizens and businesses.
Amendment 70 #
2021/0205(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The Communication on a Sustainable and Smart Mobility Strategy10 adopted by the Commission in December 2020 sets a course of action for the EU transport system to achieve its green and digital transformation and become more resilient. The decarbonisation of the air transport sector is a necessary and challenging process, especially in the short term. Technological advancements, 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, such as electric- or hydrogen powered aircrafts, 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. However, this potential is currently largely untapped. _________________ 10 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: Sustainable and Smart Mobility Strategy – putting European transport on track for the future (COM/2020/789 final), 9.12.2020.
Amendment 79 #
2021/0205(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Sustainable aviation fuels are liquid, drop-in fuels, fully fungible with conventional aviation fuel and 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. Sustainable aviation fuels are technologically ready to play an important role in reducing emissions from air transport already in the very short term. They are expected to account for a 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, such as electricity or liquid hydrogen are promising technologies that are expected to progressively contribute to the decarbonisation of air transport, beginning with short-haul flights.
Amendment 102 #
2021/0205(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) The present Regulation should apply to aircraft engaged in civil aviation, carrying out commercial air transport flights. It should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian, search, rescue, disaster relief or medical purposes, as well as customs, police and fire-fighting operations. Indeed, flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. Due to the nature of their operations, they may not always be in a position to fulfil obligations under this Regulation, as it may represent unnecessary burden. In order to cater for a level playing field across the EU aviation single market, this regulation should cover the largest possible share of commercial air traffic operated from airports located on EU territory. At the same time, in order to safeguard air connectivity for the benefits of EU citizens, businesses and regions, it is important to avoid imposing undue burden on air transport operations at small airports. A threshold of yearly passenger air traffic and freight traffic should be defined, below which airports would not be covered by this Regulation; however, tThe scope of the Regulation should be to 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 territoryll airports in the Union in the long term.
Amendment 148 #
2021/0205(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) With the introduction and ramp-up of sustainable aviation fuels at Union airports, practices of fuel tankering may be exacerbated as a consequence of aviation fuel costs increases. Tankering practices are unstainable and should be avoided as they undermine the Union’s efforts to reduce environmental impacts from transport. Those would be contrary to the aviation decarbonisation objectives as increased aircraft weight would increase fuel consumption and related emissions on a given flight. Tankering practices also put at risk the level playing field in the Union between aircraft operators, and also between airports. This Regulation should therefore require aircraft operators to refuel prior to departure from a given Union airport. The amount of fuel uplifted prior to departures from a given Union airport should be commensurate with the amount of fuel necessary to operate the flights departing from that airport, taking into account the necessary compliance with fuel safety rules. The requirement ensures that equal conditions for operations in the Union applying equally to Union and foreign operators, while ensuring high level of environmental protection. As the Regulation does not define a maximum share of sustainable aviation fuels in all aviation fuels, Member States, 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 tankering.
Amendment 160 #
2021/0205(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) Airports covered by this Regulation should ensure that all the necessary infrastructure is provided stakeholders, such as airport managing bodies and/or other parties involved in fuel supply, covered by this Regulation should facilitate 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 to provide information on the infrastructure available allowing for seamless distribution and refuelling of aircraft operators with sustainable aviation fuels. The role of the Agency should allow airports and airlines to have a common focal point, in the event where technical clarification is necessary on the availability of fuel infrastructure.
Amendment 196 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 1
Article 3 – paragraph 1 – indent 1
— ‘Union airport’ means an airport as defined in Article 2(21) of Directive 2009/12/EC of the European Parliament and of the Council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period, andich is not situated in an outermost region, as listed in Article 349 of the Treaty on the Functioning of the European Union; _________________ 13 Directive 2009/12/EC of the European Parliament and of the Council of 11 March 2009 on airport charges
Amendment 201 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2
Article 3 – paragraph 1 – indent 2
Amendment 264 #
2021/0205(COD)
Proposal for a regulation
Article 4 – paragraph 1 a (new)
Article 4 – paragraph 1 a (new)
Without prejudice to the first paragraph, Member States may introduce higher colume shares than the minimum values set out in Annex I, provided that the volume shares are transparent, non- discriminatory and proportionate to the objective. 6 months before a Member State introduces such measures, it shall inform the aircraft operators, aviation fuel suppliers, the Agency and the Commission.
Amendment 299 #
2021/0205(COD)
Proposal for a regulation
Article 6 – title
Article 6 – title
6 Obligations of Union airports to provide the infrastructure at Union airports
Amendment 308 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 1
Article 6 – paragraph 1
Union airports stakeholders, such as airport managing bodies and/or other 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 necessaryfacilitate for the delivery, storage and uplifting of such fuels.
Amendment 316 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 2
Article 6 – paragraph 2
Where aircraft operators report difficulties to the European Union Aviation Safety Agency (‘the Agency’) in accessing aviation fuels containing sustainable aviation fuels at a given Union airport for lack of adequate airport infrastructure, the Agency may request the Union airport stakeholders to provide the information necessary to prove compliance with paragraph 1. The Union airport stakeholders concerned shall provide the information without undue delay.
Amendment 325 #
2021/0205(COD)
Proposal for a regulation
Article 6 – paragraph 3
Article 6 – paragraph 3
The Agency shall assess the information received and inform the Commission if such information allows to conclude that the Union airport stakeholders does not fulfil its obligations. Union airport stakeholders shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the Regulation or after the year when they exceed one of the thresholds in Article 3(a).
Amendment 403 #
2021/0205(COD)
(b) The amount of sustainable aviation fuel and of synthetic aviation fuel supplied at Union level in aggregate, by Member State and by Union airport;
Amendment 70 #
2021/0203(COD)
Proposal for a directive
Recital 4 a (new)
Recital 4 a (new)
(4a) In order to ensure that all sectors of the economy, including the transport sector, contribute to achieving the Union 2030 climate target and the objective of climate neutrality by 2050 at the latest, the Union should phase out fossil fuels and replace them by sustainable alternatives. Energy efficiency savings should be sustainable and go hand in hand with the Union climate objectives. Therefore, energy savings from policy measures regarding the use of direct fossil fuel combustion should not be eligible energy savings under the energy savings obligation.
Amendment 110 #
2021/0203(COD)
Proposal for a directive
Recital 50
Recital 50
(50) When designing policy measures to fulfil the energy savings obligation, Member States should respect the climate and environmental standards and priorities of the Union and comply with the principle of ‘do no significant harm’ within the meaning of Regulation (EU) 2020/85271 . Member States should not promote activities that are not environmentally sustainabledetrimental such as use of solid fossil fuels. The energy savings obligation aims at strengthening the response to climate change by promoting incentives to Member States to implement a sustainable and clean policy mix, which is resilient, and mitigates climate change. Therefore, energy savings from policy measures regarding the use of direct fossil fuels combustion causing direct and indirect harmful emission will not be eligible energy savings under energy savings obligation as of transposition of this Directive. It will allow aligning the energy savings obligation with the objectives of the European Green Deal, the Climate Target Plan, the Renovation Wave Strategy, and mirror the need for action identified by the IEA in its net zero report72 . The restriction aims at encouraging Member States to spend public money into future-proof, sustainable technologies only. It is important that Member States provide a clear policy framework and investment certainty to market actors. The implementation of the calculation methodology under energy savings obligation should allow all market actors to adapt their technologies in a reasonable timeframe. Where Member States support the uptake of efficient fossil fuel technologies or early replacement of such technology, for example through subsidy schemes or energy efficiency obligation schemes, energy savings may not be eligible anymore under the energy savings obligation. While energy savings resulting, for example, from the promotion of natural gas-based cogeneration would not be eligible, the restriction would not apply for indirect fossil fuel usage, for example where the electricity production includes fossil fuel generation. Policy measures targeting behavioural changes to reduce the consumption of fossil fuel, for example through information campaigns, eco- driving, should remain eligible. The energy savings from policy measures targeting building renovations may contain measures such as a replacement of fossil fuel heating systems together with building fabric improvements, which should be limited to those technologies that allow achieving the required energy savings according to the national building codes established in a Member State. Nevertheless, Member States should promote upgrading heating systems as part of deep renovations in line with the long-term objective of carbon neutrality, i.e. reducing the heating demand and covering the remaining heating demand with a carbon-free energy source. _________________ 71 Regulation (EU) 2020/852 of the European Parliament and of the Council of 18 June 2020 on the establishment of a framework to facilitate sustainable investment, and amending Regulation (EU) 2019/2088, OJ L 198, 22.6.2020, p. 13–43. 72IEA (International Energy Agency) (2021), Net Zero by 2050 A Roadmap for the Global Energy Sector, https://www.iea.org/reports/net-zero-by- 2050.
Amendment 119 #
2021/0203(COD)
Proposal for a directive
Recital 51
Recital 51
(51) Member States' energy efficiency improvement measures in transport are eligible to be taken into account for achieving their end-use energy savings obligation. Such measures include policies that are, inter alia, dedicated to promoting more efficient vehicles, a modal shift to cycling, walking and collective transport, or mobility and urban planning that reduces demand for transport. In addition, schemes which accelerate the uptake of new, more efficient vehicles or policies fostering a shift to fuels with reduced levels of emissions, except policy measures regarding the use of indirect and direct fossil fuel combustion, that reduce energy use per kilometre are also capable of being eligible, subject to compliance with the rules on materiality and additionality set out in Annex V to this Directive. Policy measures promoting the uptake of new fossil fuel vehicles should not qualify as eligible measures under the energy savings obligation.
Amendment 123 #
2021/0203(COD)
Proposal for a directive
Recital 54
Recital 54
(54) Member States and obligated parties should make use of all available means and technologies , except regarding the use of indirect or direct fossil fuel combustion technologies, to achieve the cumulative end-use energy savings required, including by promoting sustainable technologies in efficient district heating and cooling systems, efficient heating and cooling infrastructure and energy audits or equivalent management systems, provided that the energy savings claimed comply with the requirements laid down in Article 8 and Annex V to this Directive. Member States should aim for a high degree of flexibility in the design and implementation of alternative policy measures. Member States should encourage actions resulting in energy savings over the long lifetimes.
Amendment 133 #
2021/0203(COD)
Proposal for a directive
Recital 123
Recital 123
(123) Energy generated on or in buildings from renewable energy technologies reduces the amount of energy supplied from fossil fuels. The reduction of energy consumption and the use of energy from renewable sources in the buildings sector are important measures to reduce the Union's energy dependence and greenhouse gas emissions, especially in view of ambitious climate and energy objectives set for 2030 as well as the global commitment made in the context of the Paris Agreement. For the purposes of their cumulative energy savings obligation Member States may take into account energy savings from policy measures promoting renewable technologies to meet their energy savings requirements in accordance with the calculation methodology provided in this Directive . Energy savings from policy measures regarding the use of indirect or direct fossil fuel combustion should not be counted.
Amendment 212 #
2021/0203(COD)
Proposal for a directive
Annex V – point 2 – point g
Annex V – point 2 – point g
(g) policies with the purpose of encouraging higher levels of energy efficiency of products, equipment, transport systems, vehicles and fuels, buildings and building elements, processes or markets shall be permitted , except those policy measures regarding the use of indirect or direct combustion of fossil fuel technologies that are implemented as from 1 January 2024 ;
Amendment 214 #
2021/0203(COD)
Proposal for a directive
Annex V – point 2 – point h
Annex V – point 2 – point h
(h) Energy savings as a result of policy measures regarding the use of indirect or direct fossil fuel combustion in products, equipment, transport systems, vehicles, buildings or works shall not count towards the fulfilment of energy savings obligation as from 1 January 2024;
Amendment 218 #
2021/0203(COD)
Proposal for a directive
Annex V – point 2 – point k
Annex V – point 2 – point k
(k) for policies that accelerate the uptake of more efficient products and vehicles, except those regarding the use of indirect or direct fossil fuel combustion, full credit may be claimed, provided that it is shown that such uptake takes place before expiry of the average expected lifetime of the product or vehicle, or before the product or vehicle would usually be replaced, and the savings are claimed only for the period until end of the average expected lifetime of the product or vehicle to be replaced;
Amendment 31 #
2021/0200(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The European Green Deal31 combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. Special attention should also be given to regional specifities, namely in outermost regions, considering their insularity and greater vulnerability to climate change and natural disasters. It must therefore be ensured that the transition is just and inclusive, leaving no one behind. __________________ 31 Commission Communication - The European Green Deal, COM(2019) 640 final of 11 December 2019.
Amendment 33 #
2021/0200(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council32 ( ‘European Climate Law’), the Union has enshrined into legislation the target of economy-wide climate neutrality by 2050 at the latest. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55% below 1990 levels by 2030. __________________ 32Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).
Amendment 39 #
2021/0200(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) While emissions trading will also apply to greenhouse gas emissions from road and maritime transport as well as buildings, tThe scope of Regulation (EU) 2018/842 will beis maintained. Regulation (EU) 2018/842 will therefore continue applying to the greenhouse gas emissions from domestic navigation, but not to those from international navigation. Greenhouse gas emissions of a Member State within the scope of Regulation (EU) 2018/842 to be taken into account for compliance checks will continue to be determined upon completion of inventory reviews in accordance with Regulation (EU) 2018/1999 of the European Parliament and the Council34 . __________________ 34Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p. 1).
Amendment 43 #
2021/0200(COD)
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8 a) As outlined in the European Green Deal, the transport sector needs to cut at least 90 % of its emissions by 2050. The decarbonisation of the sector is key for the Union to achieve its target of reducing GHG emissions by 55 percent by 2030 and to achieve its long-term objective of reaching climate neutrality by 2050 at the latest, as set out in the European Climate Law.
Amendment 46 #
2021/0200(COD)
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9 a) Taking into account article 349 of the Treaty on the Functioning of the European Union, the efforts and targets on greenhouse gas emissions reduction must be adapted to the specific reality of the outermost regions, structurally characterised by remoteness, insularity, small size, difficult topography and climate, and economic dependence on a few products.
Amendment 52 #
2021/0200(COD)
Proposal for a regulation
Recital 13
Recital 13
Amendment 58 #
2021/0200(COD)
Proposal for a regulation
Recital 14
Recital 14
Amendment 62 #
2021/0200(COD)
Proposal for a regulation
Recital 14 a (new)
Recital 14 a (new)
(14 a) The existence of flexibilities for Member States to comply with their targets should be limited or deleted, such as the possibility to use credits from the LULUCF or the Safety Reserve, which will strengthen the incentive for Member States to design sufficient emission reductions measures and which puts the sectors covered by this Regulation on a path towards climate neutrality.
Amendment 65 #
2021/0200(COD)
Proposal for a regulation
Recital 16
Recital 16
Amendment 69 #
2021/0200(COD)
Proposal for a regulation
Recital 17
Recital 17
Amendment 72 #
2021/0200(COD)
Proposal for a regulation
Recital 18
Recital 18
Amendment 82 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 a (new)
Article 1 – paragraph 1 – point 2 a (new)
Regulation (EU) 2018/842
Article 2 – paragraph 2
Article 2 – paragraph 2
Amendment 87 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Regulation (EU) 2018/842
Article 4 – paragraph 2
Article 4 – paragraph 2
Amendment 88 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 a (new)
Article 1 – paragraph 1 – point 3 a (new)
Regulation (EU) 2018/842
Article 4 – paragraph 2
Article 4 – paragraph 2
(3a) Article 4, paragraph 2, is replaced by the following: "2. Subject to the flexibilities provided for in Articles 5, 6 and 76 of this Regulation, to the adjustment pursuant to Article 10(2) of this Regulation and taking into account any deduction resulting from the application of Article 7 of Decision No 406/2009/EC, each Member State shall ensure that its greenhouse gas emissions in each year between 2021 and 2029 do not exceed the limit defined by a linear trajectory, starting on the average of its greenhouse gas emissions during 2016, 2017 and 2018 determined pursuant to paragraph 3 of this Article and ending in 2030 on the limit set for that Member State in Annex I to this Regulation. The linear trajectory of a Member State shall start either at five- twelfths of the distance from 2019 to 2020 or in 2020, whichever results in a lower allocation for that Member State. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32018R0842)
Amendment 96 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Amendment 112 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 a (new)
Article 1 – paragraph 1 – point 3 a (new)
Regulation (EU) 2018/842
Article 5
Article 5
Amendment 122 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – introductory part
Article 1 – paragraph 1 – point 5 – introductory part
Regulation (EU) No 2018/842
Article 7
Article 7
(5) Article 7 is amended as follows:deleted.
Amendment 123 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point a
Article 1 – paragraph 1 – point 5 – point a
Regulation (EU) No 2018/842
Article 7 – title
Article 7 – title
Amendment 124 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point b
Article 1 – paragraph 1 – point 5 – point b
Regulation (EU) No 2018/842
Article 7 – paragraph 1
Article 7 – paragraph 1
Amendment 126 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Regulation (EU) 2018/842
Article 8
Article 8
Amendment 131 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)
Article 1 – paragraph 1 – point 5 b (new)
Regulation (EU) 2018/842
Article 9
Article 9
(5 b) Article 9 is replaced by the following: "Article 9 Compliance check 1. In 2027 and 2032, if the reviewed greenhouse gas emissions of a Member State exceed its annual emission allocation for any specific year of the period, taking into account paragraph 2 of this Article and the flexibilities used pursuant to Articles 5, 6 and 76, the following measures shall apply: (a) an addition to the Member State’s greenhouse gas emission figure of the following year equal to the amount in tonnes of CO2 equivalent of the excess greenhouse gas emissions, multiplied by a factor of 1,08, in accordance with the measures adopted pursuant to Article 12; and (b) the Member State shall be temporarily prohibited from transferring any part of its annual emission allocation to another Member Stateusing the flexibilities referred to in Article 5 of this Regulation until it is in compliance with Article 4.; The Central Administrator shall implement the prohibition referred to in point (b) of the first subparagraph in the Union Registry. 2. If the greenhouse gas emissions of a Member State in either the period from 2021 to 2025 or the period from 2026 to 2030 referred to in Article 4 of Regulation (EU) 2018/841 exceeded its removals, as determined in accordance with Article 12 of that Regulation, the Central Administrator shall deduct from that Member State’s annual emission allocations an amount equal to those excess greenhouse gas emissions in tonnes of CO2 equivalent for the relevant years. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32018R0842)
Amendment 135 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation (EU) 2018/842
Article 9 – paragraph 2
Article 9 – paragraph 2
Amendment 139 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)
Article 1 – paragraph 1 – point 6 a (new)
Regulation (EU) 2018/842
Article 11
Article 11
(6 a) Article 11 [...] is deleted Or. enRegulation (EU) 2018/842
Amendment 142 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Regulation (EU) 2018/842
Article 11a (new)
Article 11a (new)
Amendment 144 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 a (new)
Article 1 – paragraph 1 – point 7 a (new)
Regulation (EU) 2018/842
Article 12 – paragraph 1 – point b
Article 12 – paragraph 1 – point b
(7 a) Article 12, paragraph 1, subparagraph (b) is replaced by the following: "(b) flexibilities exercised under Articles 5, 6 and 76; Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32018R0842)
Amendment 145 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 b (new)
Article 1 – paragraph 1 – point 7 b (new)
Regulation (EU) 2018/842
Article 12 – paragraph 1 – point (e)
Article 12 – paragraph 1 – point (e)
(e) the safety reserve under Article 11. 7 b) In Article 12, paragraph 1, point (e) is deleted. Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A32018R0842)
Amendment 149 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 c (new)
Article 1 – paragraph 1 – point 7 c (new)
Regulation (EU) 2018/842
Article 15 – paragraph 2 a (new)
Article 15 – paragraph 2 a (new)
(7 c) The following paragraph is added to article 15: “2a. When drafting the report referred to in the previous paragraph, the Commission shall take into account the advice of the European Scientific Advisory Board on Climate Change, established by Regulation 2021/1119 [European Climate Law], and, when available, of the national climate advisory bodies."
Amendment 152 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Regulation (EU) 2018/842
Annex III
Annex III
(10) The title of Annex III is replaced by the following: ‘TOTAL NET REMOVALS FROM THE CATEGORIES OF LAND COVERED BY REGULATION (EU) 2018/841 THAT MEMBER STATES MAY TAKE INTO ACCOUNT FOR COMPLIANCE FOR THE PERIOD 2021 TO 2030 PURSUANT TO POINT (a) OF ARTICLE 7(1) OF THIS REGULATION’Annex III is deleted.
Amendment 154 #
2021/0200(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Regulation (EU) 2018/842
Annex III
Annex III
Amendment 37 #
2021/0197(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector, which accounts over 70 % of overall GHG emissions from the transport sector and has not been presenting a trend of decreasing emissions.
Amendment 60 #
2021/0197(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 203025 onwards. Those 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, taking advantage of the momentum represented by the record- high sales of zero-emission vehicles in 2021.
Amendment 78 #
2021/0197(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) To ensure alignment with the new Union's climate target for 2030, as well as with the strengthened CO2 standards, an update of the Clean Vehicles Directive should be put forward, including the possibility of extending its scope to include vehicles owned or leased by a private company of a certain fleet size, with the purpose of promoting an increasing demand for zero-emission vehicles. Considering that vehicles from corporate fleets enter the private market faster, it would allow for a faster establishment of a second-hand market for zero-emission vehicles, which will be especially important for regions where the transition will prove more difficult, as well as it would contribute for faster price parity with conventional vehicles across the Union.
Amendment 94 #
2021/0197(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient manner, and it is therefore appropriate to maintawhile considering the need to provide a clear trajectory for the roll-out of these vehicles, ensuring the approach of decreasing target levels in five-year stepscontribution of the road transport sector to the Union's 2030 climate target.
Amendment 98 #
2021/0197(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) With the stricter EU fleet-wide targets from 203025 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, pltogether, considering the updated targets and the increasing share of sales of zero-emissions vehicles. Plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet, as long as they can be classified as low-emission vehicles using accurate data on their real-driving emissions.
Amendment 100 #
2021/0197(COD)
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
(15a) Under Regulation (EU) 2019/631, emission reductions achieved through innovations that are not accounted for in the type approval test are currently accounted for through eco-innovation credits, which can be counted towards the manufacturer’s reduction target. The emission reduction that can be claimed is currently capped at 7 g/km per manufacturer. That cap should be adjusted downwards in line with the targets dates, to ensure that this system remains limited to true innovations and is not incentivising reduced ambitions regarding the sale of zero-emission vehicles.
Amendment 102 #
2021/0197(COD)
Proposal for a regulation
Recital 16 a (new)
Recital 16 a (new)
(16a) The targets set under Regulation 2019/631 are partially achieved by the sales of Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). The emissions of those vehicles are currently accounted through the use of a utility factor established by Commission Regulation EU/2017/11511a, which represents the share of distance travelled using the battery compared to the distance travelled using the combustion engine. However, that utility factor is not based on representative real-world data, but on an estimate. The Commission has been collecting real-world fuel consumption data through on-board fuel consumption meters in passenger cars since 1 January 2021, in accordance with Article 12(2) of Regulation (EU)2019/631. The utility factor for OVC-HEVs should be revised without delay using that data in order to ensure that it reflects real driving emissions. The updated utility factor should apply from 2025 at the latest and should be kept under review to ensure that it remains representative of real emissions. _________________ 1aCommission Regulation (EU)2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type- approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1).
Amendment 104 #
2021/0197(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) The emission reduction effort required to achieve the EU fleet-wide targets is distributed amongst manufacturers by using a limit value curve based on the average mass of the EU fleet of new vehicles and of the manufacturer’s new vehicle fleet. While it is appropriate to maintain this mechanism until 2025, after this date this type of flexibility towards heavier vehicles, which consequently are responsible for more emissions, should be deleted. In any case, it is necessary to prevent that with the stricter EU fleet-wide targets, the specific emission target for a manufacturer would become negative. For that reason, it is necessary to clarify that where such a result occurs, the specific emission target should be set to 0 g CO2/km.
Amendment 106 #
2021/0197(COD)
Proposal for a regulation
Recital 18
Recital 18
Amendment 115 #
2021/0197(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 203025 and beyond should be reviewed in 20268. For this review, all aspects considered in the two yearly reporting should be considered.
Amendment 131 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a (new)
Article 1 – paragraph 1 – point 1 – point -a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4 – point a
Article 1 – paragraph 4 – point a
(-a) paragraph 4, point (a) 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 125 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part A of Annex I; https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32019R0631&from=EN" Or. en
Amendment 139 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a a (new)
Article 1 – paragraph 1 – point 1 – point -a a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4 – point b
Article 1 – paragraph 4 – point b
Amendment 141 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a b (new)
Article 1 – paragraph 1 – point 1 – point -a b (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4a (new)
Article 1 – paragraph 4a (new)
(-ab) the following paragraph 4a is inserted: 4a. From 1 January 2027, 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 45 % reduction of the target in 2021 determined in accordance with point 6.1.1a of Part A of Annex I; (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40 % reduction of the target in 2021 determined in accordance with point 6.1.1a of Part B of Annex I.
Amendment 147 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point i
Article 1 – paragraph 1 – point 1 – point a – point i
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(i) in point (a), the figure “37,5 %” is replaced by ‘575 %’,
Amendment 151 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point ii
Article 1 – paragraph 1 – point 1 – point a – point ii
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(ii) in point (b), the figure “31 %” is replaced by ‘570 %’,
Amendment 168 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point c
Article 1 – paragraph 1 – point 1 – point c
Regulation (EU) 2019/631
Article 1 – paragraph 6
Article 1 – paragraph 6
(c) in paragraph 6, the words “From 1 January 2025,” are replaced by ‘From 1 January 2025 to 31 December 2029,’ is deleted,
Amendment 193 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Regulation (EU) 2019/631
Article 9 – paragraph 3
Article 9 – paragraph 3
(5a) Article 9, paragraph 3 is replaced by the following: "3. The list referred to in paragraph 1 of this Article shall, for the publication by 31 October 2022, also indicate the following: (a) the 2025, 2027 and 2030 EU fleet-wide targets referred to in Article 1(4), 1(4a) and (5), respectively, calculated by the Commission in accordance with points 6.1.1, 6.1.1a and 6.1.2 of Parts A and B of Annex I; (b) the values for a2021, a2025, a2027 and a2030 calculated by the Commission in accordance with points 6.2 of Parts A and B of Annex I. content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)
Amendment 205 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new) Regulation (EU) 2019/631
Article 1 – paragraph 1 – point 6 a (new) Regulation (EU) 2019/631
(6a) Article 11, paragraph 1 is replaced by the following: "1. Upon application by a supplier or a manufacturer, CO2 savings achieved through the use of innovative technologies or a combination of innovative technologies (‘innovative technology packages’) shall be considered. Such technologies shall be taken into consideration only if the methodology used to assess them is capable of producing verifiable, repeatable and comparable results. The total contribution of those technologies to reducing the average specific emissions of CO2 of a manufacturer may be up to: - 7 g CO2/km until and including the year 2024; - 5 g CO2/km from 2025; - 4 g CO2/km from 2027; - 2 g CO2/km from 2030 until and including the year 2034. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend this Regulation by adjusting downwards the cap referred to in the third subparagraph of this paragraph with effect from 2025 onwards to take into account technological developments while ensuring a balanced proportion of the level of that cap in relation to the average specific emissions of CO2 of manufacturers. content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019" Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)
Amendment 210 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 b (new)
Article 1 – paragraph 1 – point 6 b (new)
Regulation (EU) 2019/631
Article 12 – paragraph 3 – subparagraph 1a (new)
Article 12 – paragraph 3 – subparagraph 1a (new)
(6b) In Article 12, paragraph 3, the following subparagraph is inserted: In addition, the Commission shall in particular assess the use of fuel and energy consumption data referred to in paragraph 1 for Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). Using that data, the Commission shall adopt delegated acts in accordance with Article 17 to adapt the utility factors used for OVC-HEVs, in order to ensure that their emissions are representative of real- world driving from 2025 onwards.
Amendment 213 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 7 a (new)
Article 1 – paragraph 1 – point 7 a (new)
Regulation (EU) 2019/631
Article 14 – paragraph 1 – subparagraphs c and d – and paragraph 2
Article 14 – paragraph 1 – subparagraphs c and d – and paragraph 2
(7a) Article 14 is replaced by the following: "Article 14 Adjustment of M0and TM values 1. The M0 and TM0 values referred to in Parts A and B of Annex I shall be adjusted as follows: (a) by 31 October 2020, the M0 value in point 4 of Part A of Annex I shall be adjusted to the average mass in running order of all new passenger cars registered in 2017, 2018, and 2019. That new M0 value shall apply from 1 January 2022 until 31 December 2024; (b) by 31 October 2022, the M0 value in point 4 of Part B of Annex I shall be adjusted to the average mass in running order of all new light commercial vehicles registered in 2019, 2020 and 2021. That new M0 value shall apply in 2024; (c) by 31 October 2022, the indicative TM value for 2025 shall be determined as the respective average test mass of all new passenger cars and new light commercial vehicles registered in 2021; (d) by 31 October 2024, and every second year thereafter, the TMvalue in point 6.2 of Parts A and B of Annex I shall be adjusted to the respective average test mass of all new passenger cars and new light commercial vehicles registered in the preceding two calendar years, starting with 2022 and 2023. The new TM values shall apply from 1 January of the calendar year following the date of the adjustment. content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019" Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)
Amendment 214 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Regulation (EU) 2019/631
Article 14 – paragraph 2
Article 14 – paragraph 2
Amendment 227 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9 a (new)
Article 1 – paragraph 1 – point 9 a (new)
Regulation (EU) 2019/631
Article 14a a (new)
Article 14a a (new)
Amendment 248 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a a (new)
Annex I – paragraph 1 – point 1 – point a a (new)
Regulation (EU) 2019/613
Annex I – Part A – point 6.1.1
Annex I – Part A – point 6.1.1
Amendment 250 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a b (new)
Annex I – paragraph 1 – point 1 – point a b (new)
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.1a (new)
Annex I – Part A – point 6.1.1a (new)
(ab) the following point is inserted: 6.1.1a. EU fleet-wide target for 2027 to 2029 EU fleet-wide target2027 =EU fleet-wide target2021 (1 – reduction factor2027) where: EU fleet-wide target2021 is as defined in point 6.0; reduction factor2027 is the reduction specified in Article 1(4a), point (a).
Amendment 263 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point d a (new)
Annex I – paragraph 1 – point 1 – point d a (new)
Regulation (EU) 2019/631
Annex I – Part A – point 6.2.1
Annex I – Part A – point 6.2.1
(da) Point 6.2.1 is replaced by the following: "6.2.1. Specific emissions reference targets for 2025 to 20296 The specific emissions reference target = EU fleet-wide target2025+ a· (TM – TM) where: EU fleet-wide target2025 is as determined in accordance with point 6.1.1; A2025 is (𝒂𝟐𝟎𝟐𝟏.𝑬𝑼 𝒇𝒍𝒆𝒆𝒕 ― 𝒘𝒊𝒅𝒆 𝒕𝒂𝒓𝒈𝒆𝒕𝟐𝟎𝟐𝟓 where: a is the slope of the best fitting straight line established by applying the linear least squares fitting method to the test mass (independent variable) and the specific emissions of CO2 (dependent variable) of each new passenger car registered in 2021; average emissions is the average of the specific emissions of CO2 of all new passenger cars registered in 2021 of those manufacturers for which a specific emissions target is calculated in accordance with point 4; TM is the average test mass in kilograms (kg) of all new passenger cars of the manufacturer registered in the relevant calendar year; content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019" 𝒂𝒗𝒆𝒓𝒂𝒈𝒆 𝒆𝒎𝒊𝒔𝒔𝒊𝒐𝒏𝒔 𝟐𝟎𝟐𝟏 ) Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)
Amendment 264 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point d b (new)
Annex I – paragraph 1 – point 1 – point d b (new)
Regulation (EU) 2019/631
Annex I – Part A – point 6.2.1 a (new)
Annex I – Part A – point 6.2.1 a (new)
(db) the following point 6.2.1a is added: 6.2.1a. Specific emissions targets for 2027 to 2029 The specific emissions target = EU fleet- widetarget2027 where: EU fleet-wide target2027 is as determined in accordance with point 6.1.1a;
Amendment 269 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.1
Annex I – Part A – point 6.3.1
6.3.1 Specific emissions targets for 2025 to 2029:6
Amendment 271 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.1 – subparagraph 1
Annex I – Part A – point 6.3.1 – subparagraph 1
Specific emissions target = specific emissions reference target · ZLEV factor
Amendment 276 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.1 – subparagraph 2
Annex I – Part A – point 6.3.1 – subparagraph 2
Amendment 278 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Amendment 281 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
the following point 6.3.1a is inserted: ‘6.3.1 a Specific emissions targets for 2027 to 2029 Specific emissions target = EU fleet-wide target2027 Where, EU fleet-wide target2027 is as determined in accordance with point 6.1.1a (new);
Amendment 287 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.2
Annex I – Part A – point 6.3.2
Specific emissions target = EU fleet-wide target2030 + a2030 · (TM-TM0)
Amendment 291 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.2
Annex I – Part A – point 6.3.2
Amendment 293 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.2
Annex I – Part A – point 6.3.2
Amendment 295 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.2
Annex I – Part A – point 6.3.2
Amendment 297 #
2021/0197(COD)
Amendment 299 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.2
Annex I – Part A – point 6.3.2
Amendment 300 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.2
Annex I – Part A – point 6.3.2
Amendment 304 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3
Annex I – Part A – point 6.3.3
Specific emissions target = EU fleet-wide target2035 + a2035 · (TM-TM0)
Amendment 308 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3
Annex I – Part A – point 6.3.3
Amendment 310 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3
Annex I – Part A – point 6.3.3
Amendment 311 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3
Annex I – Part A – point 6.3.3
Amendment 314 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3
Annex I – Part A – point 6.3.3
Amendment 315 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3
Annex I – Part A – point 6.3.3
Amendment 318 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3
Annex I – Part A – point 6.3.3
Amendment 319 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – footnote
Annex I – Part A – footnote
Amendment 328 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point a a (new)
Annex I – paragraph 1 – point 2 – point a a (new)
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.1
Annex I – Part B – point 6.1.1
Amendment 330 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point a b (new)
Annex I – paragraph 1 – point 2 – point a b (new)
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.1a (new)
Annex I – Part B – point 6.1.1a (new)
(ab) the following point is inserted: ‘6.1.1.a. EU fleet-wide target for 2027 to 2029 EU fleet-wide target2027 = EU fleet-wide target2021 (1 – reduction factor2027) where: EU fleet-wide target2021 is as defined in point 6.0; reduction factor2027 is the reduction specified in Article 1(4a), point (b).’
Amendment 342 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point c a (new)
Annex I – paragraph 1 – point 2 – point c a (new)
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.1
Annex I – Part B – point 6.2.1
(ca) Point 6.2.1 is replaced by the following: "6.2.1. Specific emissions reference targets for 2025 to 20296 The specific emissions reference target = EU fleet-wide target2025 + α · (TM – TM0) where: EU fleet-wide target2025 is as determined in accordance with point 6.1.1; α is a2025 where the average test mass of a manufacturer's new light commercial vehicles is equal to or lower than TM0 determined in accordance with point (d) of Article 14(1) and a2025 where the average test mass of a manufacturer's new light commercial vehicles is higher than TM0 determined in accordance with point (d) of Article 14(1); where: A2025 is [EQUATION] a2021 is the slope of the best fitting straight line established by applying the linear least squares fitting method to the test mass (independent variable) and the specific emissions of CO2 (dependent variable) of each new light commercial vehicle registered in 2021; average emissions2021 is the average of the specific emissions of CO2 of all new light commercial vehicles registered in 2021 of those manufacturers for which a specific emissions target is calculated in accordance with point 4; TM0 is the average test mass in kilograms (kg) of all new light commercial vehicles of the manufacturer registered in the relevant calendar year; content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019" Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)
Amendment 343 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point c b (new)
Annex I – paragraph 1 – point 2 – point c b (new)
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.1a (new)
Annex I – Part B – point 6.2.1a (new)
(cb) the following point is inserted: ‘6.2.1.a. Specific emissions reference targets from 2027-2029 The specific emissions reference target = EU fleet-widetarget2027 where: EU fleet- wide target2027 is as determined in accordance with point 6.1.1a;
Amendment 349 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point d
Annex I – paragraph 1 – point 2 – point d
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.2
Annex I – Part B – point 6.2.2
Specific emissions reference target = EU fleet-wide target2030 + α · (TM-TM0)
Amendment 350 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point d
Annex I – paragraph 1 – point 2 – point d
Amendment 351 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point d
Annex I – paragraph 1 – point 2 – point d
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.2
Annex I – Part B – point 6.2.2
Amendment 356 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.3
Annex I – Part B – point 6.2.3
Specific emissions reference target = EU fleet-wide target2035 + α · (TM-TM0)
Amendment 357 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.3
Annex I – Part B – point 6.2.3
Amendment 358 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.3
Annex I – Part B – point 6.2.3
Amendment 361 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e a (new)
Annex I – paragraph 1 – point 2 – point e a (new)
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.1
Annex I – Part B – point 6.3.1
(ea) point 6.3.1 is replaced by the following: "6.3.1. Specific emissions targets for 2025 to 20296 The specific emissions target = (specific emissions reference target – (øtargets– EU fleet-wide target2025)) · ZLEV factor where: specific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1; 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 6.2.1; 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 vehicles 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 vehicles registered in the relevant calendar year ZLEVspecific = X is 15% content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019" (𝒔𝒑𝒆𝒄𝒊𝒇𝒊𝒄 𝒆𝒎𝒊𝒔𝒔𝒊𝒐𝒏 𝟓𝟎 𝒐𝒇 𝑪𝑶𝟐 ) Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)
Amendment 363 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e b (new)
Annex I – paragraph 1 – point 2 – point e b (new)
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.1a (new)
Annex I – Part B – point 6.3.1a (new)
Amendment 371 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – Point 6.3.2
Annex I – Part B – Point 6.3.2
Specific emissions target = specific emissions reference target – (øtargets - EU fleet-wide target2030)
Amendment 375 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – Point 6.3.2
Annex I – Part B – Point 6.3.2
Amendment 378 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – Point 6.3.2
Annex I – Part B – Point 6.3.2
Amendment 385 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point g
Annex I – paragraph 1 – point 2 – point g
Regulation (EU) 2019/631
Annex I – Part B – Point 6.3.3
Annex I – Part B – Point 6.3.3
Specific emissions target = specific emissions reference target – (øtargets - EU fleet-wide target2035)
Amendment 388 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point g
Annex I – paragraph 1 – point 2 – point g
Regulation (EU) 2019/631
Annex I – Part B – Point 6.3.3
Annex I – Part B – Point 6.3.3
Amendment 390 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point g
Annex I – paragraph 1 – point 2 – point g
Regulation (EU) 2019/631
Annex I – Part B – Point 6.3.3
Annex I – Part B – Point 6.3.3
Amendment 159 #
2021/0050(COD)
Proposal for a directive
Recital 1
Recital 1
(1) Articles 2 and 3(3) of the Treaty on European Union enshrine the right to equality between women and men and non-discrimination as one of the essential values and tasks of the Union.
Amendment 161 #
2021/0050(COD)
Proposal for a directive
Recital 2
Recital 2
(2) Articles 8 and 10 of the Treaty on the Functioning of the European Union (‘TFEU’) provide that the Union shall aim to eliminate inequalities, to promote equality between men and women and to combat discrimination based on sex, racial or ethnic origin, religion or belief, disability, age or sexual orientation in all its activities.
Amendment 163 #
2021/0050(COD)
Proposal for a directive
Recital 3 a (new)
Recital 3 a (new)
(3a) Article 157 TFEU dates from 1957 and in the meanwhile social, legal, medical and biological changes and research have recognised in the definition of “sex” the diversity in addition to women and men. For example, in some Member States it is currently possible to legally register a third, often neutral, gender. The Court of Justice also has held that the scope of the principle of equal treatment for men and women cannot be confined to the prohibition of discrimination based on the fact that a person is of one or other sex. In view of its purpose and the nature of the rights which it seeks to safeguard, it also applies to discrimination arising from the gender reassignment of a person. In this regard ‘gender’ shall mean the socially constructed roles, behaviours, activities and attributes that a given society considers appropriate for women and men.[1] A human rights-oriented approach recognises that gender is a matter of individual identity, irrespective of sex and sex characteristics. [1] Istanbul Convention Art 3.c.
Amendment 166 #
2021/0050(COD)
Proposal for a directive
Recital 3 b (new)
Recital 3 b (new)
(3b) Article 157(3) TFEU provides a specific legal basis for the adoption of Union measures to ensure the application of the principle of equal opportunities and equal treatment in matters of employment and occupation, including the principle of equal pay for equal work or work of equal value.
Amendment 168 #
2021/0050(COD)
Proposal for a directive
Recital 3 d (new)
Recital 3 d (new)
(3d) The principle of equal pay for equal work or work of equal value as laid down by Article 157 TFEU and consistently upheld in the case-law of the Court of Justice constitutes an important aspect of the principle of equal treatment between men and women and an essential and indispensable part of the acquis communautaire, including the case-law of the Court concerning sex discrimination. It is therefore appropriate to make further provisions for its implementation.
Amendment 169 #
2021/0050(COD)
Proposal for a directive
Recital 3 e (new)
Recital 3 e (new)
(3e) In accordance with settled case- law of the Court of Justice, in order to assess whether workers are performing the same work or work of equal value, it should be determined whether, having regard to a range of factors including the nature of the work and training and working conditions, those workers may be considered to be in a comparable situation.
Amendment 177 #
2021/0050(COD)
Proposal for a directive
Recital 5
Recital 5
(5) The European Pillar of Social 41 41 Rights , jointly proclaimed by the European Parliament, the Council, and the Commission, incorporates among its principles equality of treatment and opportunities between women and men, and the right to equal pay for work of equal value and equality of opportunities regardless of gender, racial or ethnic origin, religion or belief, disability, age or sexual orientation. _________________ 41 https://ec.europa.eu/commission/priorities/ deeper-and-fairer-economic-and-monetary- union/european-pillar-social- rights/european-pillar-social-rights-20- principles_en
Amendment 179 #
2021/0050(COD)
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
(5a) Principle 8 of the European Pillar of Social Rights also provides for the social partners to be consulted on the design and implementation of economic, employment and social policies according to national practices, they shall be encouraged to negotiate and conclude collective agreements in matters relevant to them, while respecting their autonomy and the right to collective action.
Amendment 181 #
2021/0050(COD)
Proposal for a directive
Recital 6
Recital 6
(6) Directive 2006/54/EC of the European Parliament and of the Council42 provides that for the same work or for work of equal value, direct and indirect discrimination on grounds of sex with regard to all aspects and conditions of remuneration is to be eliminated. In particular, where a job classification system is used for determining pay, it should be based on the same criteria for both men and women in all their diversity and should be drawn up so as to exclude any discrimination on grounds of sex. _________________ 42 Directive 2006/54/EC of the European Parliament and of the Council of 5 July 2006 on the implementation of the principle of equal opportunities and equal treatment of men and women in matters of employment and occupation (OJ L 204, 26.7.2006, p. 23).
Amendment 198 #
2021/0050(COD)
Proposal for a directive
Recital 8 a (new)
Recital 8 a (new)
(8a) The COVID-19 pandemic and its economic and social consequences have had a disproportionate impact on women and gender equality, job losses have been concentrated in low-paying female- dominated sectors and the effects of the pandemic will further widen gender inequalities and the gender pay gap unless the recovery response is gender sensitive. The effects of the COVID-19 pandemic have therefore made it even more pressing to tackle the issue of equal pay for equal work or work of equal value.
Amendment 200 #
2021/0050(COD)
Proposal for a directive
Recital 8 b (new)
Recital 8 b (new)
(8b) Horizontal segregation, including the over-representation of women in low- paying service jobs, is a structural issue that significantly contributes to the gender pay gap and forms complex challenges in achieving good quality jobs, and the principle of equal pay. The COVID-19 pandemic has also proven the value, visibility and recognition of women’s work in front-line services, such as health care, cleaning, childcare, social care and residential care for older people and other adult dependants. Complementary measures to tackle the issue need to focus also on improving working conditions and career-prospects of such jobs.
Amendment 210 #
2021/0050(COD)
Proposal for a directive
Recital 9 a (new)
Recital 9 a (new)
(9a) For a better understanding of this Directive, the expression ‘in all their diversity’ is used in this Directive to express that, where women or men are mentioned, these are heterogeneous categories including in relation to their sex, gender identity, gender expression or sex characteristics. It affirms the commitment to leave no one behind and achieve a gender equal Europe for everyone, regardless of their sex, racial or ethnic origin, religion or belief, disability, age or sexual orientation.
Amendment 224 #
2021/0050(COD)
Proposal for a directive
Recital 11
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 as defined in Directive 2008/104 as well as atypical forms such as zero- hour contracts and sheltered/accompanied work contracts, 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.
Amendment 262 #
2021/0050(COD)
Proposal for a directive
Recital 16
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. The comparator should be the worker of a different sex performing equal work or work of equal value with the highest pay level. 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.
Amendment 314 #
2021/0050(COD)
Proposal for a directive
Recital 23
Recital 23
(23) Employers should make accessible to workers and workers representatives 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.
Amendment 323 #
2021/0050(COD)
Proposal for a directive
Recital 24
Recital 24
(24) All workers should have the right to obtain clear and complete information, up on their request, mean and median pay gap between all workers in the company as well as on their pay and on the pay level, broken down by sex, for the category of workers doing the same work or work of equal value. Employers must inform workers of this right on an annual basis. Employers may also, on their own initiative, opt for providing such information without workers needing to request it.
Amendment 334 #
2021/0050(COD)
Proposal for a directive
Recital 25
Recital 25
(25) Employers with at least 250 workerout exceptions 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).
Amendment 341 #
2021/0050(COD)
Proposal for a directive
Recital 26
Recital 26
(26) Pay reporting should allow employers to evaluate and monitor their pay structures and policies, allowing them to proactively comply with the principle of equal pay. At the same time, the gender- disaggregated data should assist competent public authorities, workers’ representatives and other stakeholders to monitor and address the gender pay gap across sectors (horizontal segregation) and functions (vertical segregation). Employers may wish to accompany the published data by an explanation of any gender pay differences or gaps. In cases where differences in average pay for the same work or work of equal value between female and male workers cannot be justified by objective and gender-neutral factors, the employer should take measures to remove the inequalities.
Amendment 373 #
2021/0050(COD)
Proposal for a directive
Recital 30
Recital 30
(30) Any processing or publication of information under this Directive should comply with Regulation (EU) 2016/679 of the European Parliament and of the Council53 . Specific safeguards should be added to prevent the direct or indirect disclosure of information of an identifiable co-worker. On the other hand, workers should not be prevented from voluntarily disclosing their pay for the purpose of enforcing the principle of equal pay between men and women for equal work or work to which equal value is attributedunder any circumstances, especially not from sharing it with their trade unions or workers’ representatives. _________________ 53 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.
Amendment 386 #
2021/0050(COD)
Proposal for a directive
Recital 33
Recital 33
(33) Involving equality bodies, besides other stakeholders, is instrumental in effectively applying the principle of equal pay. The powers and mandates of the national equality bodies should therefore be adequate to fully cover gender pay discrimination, including any pay transparency or any other rights and obligations laid down in this Directive. The direct involvement of social partners in national equality is necessary to ensure continuous and coordinated involvement of social partners. In order to overcome the procedural and cost- related obstacles that workers who believe to be discriminated against face when they seek to enforce their right to equal pay, equality bodies, as well as associations, organisations, bodies and workers’ representatives or other legal entities with an interest in ensuring equality between men and women, should be able to represent individuals. They should be able to decide to assist workers on their behalf or in their support, which would allow workers who have suffered discrimination to effectively claim their rights and the principle of equal pay to be enforced.
Amendment 390 #
2021/0050(COD)
Proposal for a directive
Recital 34
Recital 34
(34) Equality bodies and workers’ representatives should also be able to represent one or several workers who believe to be discriminated against based on sex in violation of the principle of equal pay for the same work or work of equal value. Bringing claims on behalf of or supporting several workers is a way to facilitate proceedings that would not have been brought otherwise because of procedural and financial barriers or a fear of victimisation and also when workers are facing discrimination on multiple grounds which can be difficult to disentangle. Collective claims have the potential to uncover systemic discrimination and create visibility of equal pay and gender equality in society as a whole. The possibility of collective redress and class actions would motivate pro- active compliance with pay transparency measures, creating peer pressure and increasing employers’ awareness and willingness to act preventively and would address the systemic nature of pay discrimination.
Amendment 396 #
2021/0050(COD)
Proposal for a directive
Recital 35
Recital 35
(35) Member States should ensure the allocation of sufficient resources to equality bodies and labour inspectorates for the effective and adequate performance of their tasks related to pay discrimination based on sex. Where the tasks are allocated to more than one body, Member States should ensure that they are adequately coordinated.
Amendment 414 #
2021/0050(COD)
Proposal for a directive
Recital 40
Recital 40
(40) In accordance with the case-law of the Court, national 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 threfive years.
Amendment 428 #
2021/0050(COD)
(42) Member States should provide for effective, proportionate and dissuasive penalties in the event of infringements of national provisions adopted pursuant to this Directive or national provisions that are already in force on the date of entry into force of this Directive and that relate to the right to equal pay between men and women for the same work or work of equal value. Such penalties should include fines, which should be set at a minimum level having due regard to the gravity and duration of the infringement, to any possible intent to discriminate or serious negligence, and to any other aggravating or mitigating factors that may apply in the circumstances of the case, for instance, where pay discrimination based on sex intersects with other grounds of discrimination. Member States should consider allocating amounts recovered as fines to the equality bodies and monitoring bodies as set out by the Directive for the purpose of effectively carrying out their functions in regard to the enforcement of the right to equal pay, including to bring pay discrimination claims or assist and support victims in bringing such claims.
Amendment 442 #
2021/0050(COD)
Proposal for a directive
Recital 48
Recital 48
(48) In order to ensure proper monitoring of the implementation of the right to equal pay between men and women for the same work or work of equal value, Member States should set up or designate a dedicated monitoring body. This body, which may be part of an existing body pursuing similar objectives, should have specific tasks in relation to the implementation and enforcement of the pay transparency measures foreseen in this Directive and gather certain data to monitor pay inequalities and the impact of the pay transparency measures.
Amendment 463 #
2021/0050(COD)
Proposal for a directive
Article 1 – paragraph 1
Article 1 – paragraph 1
This Directive lays down minimum requirements 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 on the grounds of sex laid down in Article 4 of Directive 2006/54/EC, in particular through pay transparency and reinforced enforcement mechanisms.
Amendment 473 #
2021/0050(COD)
Proposal for a directive
Article 2 – paragraph 2
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, including directly and indirectly employed workers especially those employed via a temporary agency as defined in Directive 2008/104 or platform as well as atypical forms such as zero-hour contracts, sheltered/accompanied work contracts and part-time workers, with consideration to the case-law of the Court of Justice. This Directive applies to workers referred to in the first subparagraph of this paragraph irrespective of their sex, gender identity, gender expression or sexual characteristics for the purpose of complying with the prohibition of discrimination laid down in Article 4 of Directive 2006/54/EC.
Amendment 497 #
2021/0050(COD)
Proposal for a directive
Article 3 – paragraph 1 – point f a (new)
Article 3 – paragraph 1 – point f a (new)
(fa) ‘work of equal value’ means work that is determined to be of equal value in accordance with non-discriminatory and objective gender-neutral criteria as set out in Article4(3) and has to be based on a comparison of two groups of workers which have not been formed in an arbitrary manner. The work performed is comparable, based on an overall assessment of the requirements and nature of work and criteria such as knowledge and skills, responsibility and effort without taking into account working hours for the purpose of clarity. In case professional experience is taken into account in the determination of work of equal value, the party claiming this as a factor shall prove that the higher professional experience generally leads to added value for the work actually performed.
Amendment 502 #
2021/0050(COD)
Proposal for a directive
Article 3 – paragraph 1 – point g
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 by the employer concerned; in consultation with workers representatives.
Amendment 505 #
2021/0050(COD)
Proposal for a directive
Article 3 – paragraph 1 – point g a (new)
Article 3 – paragraph 1 – point g a (new)
Amendment 512 #
2021/0050(COD)
Proposal for a directive
Article 3 – paragraph 1 – point i
Article 3 – paragraph 1 – point i
(i) ‘indirect discrimination’ means the situation where an apparently neutral provision, criterion or practice would put persons of one sex at a particular disadvantage compared with persons of the other sex, unless that provision, criterion or practice is objectively justified by a legitimate aim in accordance with the criteria laid down in Article 4 of this Directive, and the means of achieving that aim are appropriate and necessary;
Amendment 521 #
2021/0050(COD)
Proposal for a directive
Article 3 – paragraph 2 – point a
Article 3 – paragraph 2 – point a
(a) harassment and sexual harassment, within the meaning of Article 1 (c) and Article 2(2) of Directive 2006/54/EC, as well as any less favourable treatment based on a person's rejection of or submission to such conduct, when such harassment or treatment relates to or results from the exercise of the rights provided for in this Directive;
Amendment 529 #
2021/0050(COD)
3. Pay discrimination under this Directive includes discrimination based on a combination of sex and/or any other ground or grounds of discrimination protected under Directive 2000/43/EC or Directive 2000/78/EC.
Amendment 530 #
2021/0050(COD)
Proposal for a directive
Article 3 a (new)
Article 3 a (new)
Article 3 a Prohibition of discrimination 1. In order to achieve the Union’s goal of equal pay for equal work or work of equal value, direct and indirect discrimination on grounds of sex with regard to all aspects and conditions of remuneration shall be eliminated. 2. In particular, where a job classification system is used for determining pay, it shall be based on the same criteria for all workers and so drawn up as to exclude any discrimination on the grounds of sex.
Amendment 532 #
2021/0050(COD)
Proposal for a directive
Article 4 – paragraph 1
Article 4 – paragraph 1
1. Member States shall take the necessary measures after consulting with the social partners and equality bodies to ensure that employers have pay structures in place ensuring that women and men are paid equally for the samerkers are paid equally for the same work or work of equal value without discrimination based on the grounds of sex. Member States may allow social partners to negotiate and conclude collective agreements to secure the enforcement of equal pay between women and men for equal work or work of equal value.
Amendment 548 #
2021/0050(COD)
Proposal for a directive
Article 4 – paragraph 2
Article 4 – paragraph 2
2. Member States shall take the necessary measures ensuring that tools or methodologies are established toand are easily accessible to workers and employers for the purpose of assessing and compareing the value of work in linaccordance with the criteria set out in this Article. These tools or methodologies mayshall include gender-neutral job evaluation and classification systems. These tools or methodologies shall be established with the involvement of the social partners.
Amendment 559 #
2021/0050(COD)
Proposal for a directive
Article 4 – paragraph 3
Article 4 – paragraph 3
3. The tools or methodologies as referred to in paragraph 2 shall allow assessing, in regard to the value of work, whether workers are in a comparable situation, on the basis of objective criteria which shall include educational, professional and training requirements, skills, effort and responsibility, work undertaken and the nature of the tasks involved. Theyand gender neutral criteria. Those gender- neutral criteria shall be agreed with the social partners and shall include but not be limited to: formal and non-formal educational, professional and training requirements, skills, including the knowledge necessary to meet the requirements of a job, interpersonal skills and problem solving, effort, including mental, psycho-social and physical effort, responsibility, including for people, goods and equipment, information and financial resources, and working conditions including those relating to the working environment and the organisational environment. The tools or methodologies referred to in paragraph 2 shall not contain or be based on criteria which are based, whether directly or indirectly, on workers’ sex.
Amendment 562 #
2021/0050(COD)
Proposal for a directive
Article 4 – paragraph 3
Article 4 – paragraph 3
3. The tools or methodologies shall allow assessing, in regard to the value of work, whether workers are in a comparable situation, on the basis of objective criteria which shall include educational, professional and training requirements, skills, effort and responsibility, work undertaken and the nature of the tasks involved. They shall not contain or be based on criteria which are based, whether directly or indirectly, on workers’ sex. Member States shall provide support to employers and the social partners, including training and detailed guidance on establishing the objective, gender- neutral criteria referred to in the first subparagraph of this paragraph and the tools and methodologies referred to paragraph 2.
Amendment 575 #
2021/0050(COD)
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 and cross-sector comparisons based on the data collected by the monitoring body. The assessment shall also not be limited to workers employed at the same time as the worker concerned or to the same sector nor to workers in the same company. Where no real comparator can be established, a comparison with a hypothetical comparator based on the objective and gender-neutral criteria as per article 4 paragraph 3 or the use of other evidence allowing to presume alleged discrimination shall be permitted. Employers shall consult with workers representatives on the establishment of the comparator. The comparator shall facilitate cross-sector comparison.
Amendment 586 #
2021/0050(COD)
Proposal for a directive
Article 4 – paragraph 5
Article 4 – paragraph 5
5. Where a job evaluation and classification system is used for determining pay, it shall be based on the same criteria for both men and womenall workers in all their diversity and drawn up so as to exclude any form of discrimination, especially on grounds of sex, and ensure that skills associated with female dominated jobs are valued. In this regard, Member States shall ensure employers and social partners are provided with the necessary tools and guidance to introduce gender- neutral job evaluation and classification systems for determining pay.
Amendment 597 #
2021/0050(COD)
Proposal for a directive
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Applicants for employment shall have the right to receivereceive automatically from the prospective employer information about the initial pay level or its range, based oncollective agreement applied by the company in relation to the job, where applicable, the initial pay level or its range as well as the average pay level of the job or of work of equal value for which the applicant applied, based on the also stated objective, gender-neutral criteria used to determine pay levels, 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.
Amendment 604 #
2021/0050(COD)
Proposal for a directive
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
1a. Employers shall ensure that vacancy notices, job titles and recruitment processes are gender neutral.
Amendment 620 #
2021/0050(COD)
Proposal for a directive
Article 6 – paragraph 1
Article 6 – paragraph 1
The employer shall make easily accessible to its workers and workers representatives a description of the criteria used to determine pay levels and career progression for workers. These criteria shall be gender-neutral.
Amendment 631 #
2021/0050(COD)
Proposal for a directive
Article 7 – paragraph 1
Article 7 – paragraph 1
1. Workers shall have the right to receive information onreceive annually clear and complete information on the mean and median pay gap between all workers in the company as well as their individual pay level and the average pay levels, broken down by sex, for categories of workers doing the same work as them or work of equal value to theirs, in accordance with paragraphs 3 and 44 and 5. This shall include information on how pay levels were determined, including through an existing job evaluation and/or job classification scheme.
Amendment 643 #
2021/0050(COD)
Proposal for a directive
Article 7 – paragraph 1 a (new)
Article 7 – paragraph 1 a (new)
1a. Workers’ representatives shall have the right to receive information on how pay for each category of worker is determined and average pay levels.
Amendment 650 #
2021/0050(COD)
Proposal for a directive
Article 7 – paragraph 3
Article 7 – paragraph 3
3. Workers shall have the right to receive information as referred to in paragraph 1 whenever they request it. Employers shall provide the information referred to in paragraph 1 within a reasonable period of time and at the latest 2 months upon a worker’s request. The information shall be provided in accessible formats for workers with disabilities upon their requestwriting and the employer shall retain proof of transmission or receipt, in electronic form.
Amendment 659 #
2021/0050(COD)
Proposal for a directive
Article 7 – paragraph 4
Article 7 – paragraph 4
4. Workers shall have the possibilityright to request the information referred to in paragraph 1 through their workers representatives or an equality body.
Amendment 663 #
2021/0050(COD)
Proposal for a directive
Article 7 – paragraph 4 a (new)
Article 7 – paragraph 4 a (new)
4a. The information shall be provided in accessible formats for workers with disabilities
Amendment 665 #
2021/0050(COD)
Proposal for a directive
Article 7 – paragraph 5
Article 7 – paragraph 5
5. Workers shall notunder no circumstances be prevented from disclosing their pay for the purpose of enforcing the principle of equal pay between men and women for equal work or work of equal value. inside and outside the company they are in employment relationship with. Contractual terms and measures aiming at limiting or prohibiting workers from disclosing their pay or average pay levels, especially to their colleagues or trade union, shall be prohibited.
Amendment 669 #
2021/0050(COD)
Proposal for a directive
Article 7 – paragraph 6
Article 7 – paragraph 6
6. Employers may require that any wWorkers having obtained information pursuant to this Article shall notmay use that information for any other purpose than, especially to defend their right to equal pay for the same work or work of equal value and not disseminate the information otherwise. Workers may share such information with their workers representatives and trade unions.
Amendment 680 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – introductory part
Article 8 – paragraph 1 – introductory part
1. Employers with at least 250 workers shall provideout exceptions shall provide to their workers the following information concerning their organisation, in accordance with paragraphs 2, 3, and 5:
Amendment 690 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – point a
Article 8 – paragraph 1 – point a
(a) the pay gap between all female and male workers;
Amendment 697 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – point b
Article 8 – paragraph 1 – point b
(b) the pay gap between all female and male workers in complementary or variable components;
Amendment 702 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – point c
Article 8 – paragraph 1 – point c
(c) the median pay gap between all female and male workers;
Amendment 709 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – point d
Article 8 – paragraph 1 – point d
(d) the median pay gap between all female and male workers in complementary or variable components;
Amendment 713 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – point e
Article 8 – paragraph 1 – point e
(e) the proportion of female and male workersworkers broken down by sex receiving complementary or variable components;
Amendment 716 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – point f
Article 8 – paragraph 1 – point f
(f) the proportion of female and male workersworkers broken down by sex in each quartile pay band;
Amendment 720 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – point g
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.
Amendment 725 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 – point g a (new)
Article 8 – paragraph 1 – point g a (new)
(ga) information on the criteria used to determine pay.
Amendment 730 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 1 a (new)
Article 8 – paragraph 1 a (new)
1a. Employers shall provide the information referred to in paragraph 1 by... [2 years after the entry into force of this Directive] and thereafter as follows: (i) for employers with 1 to 10 workers, at least once every four years; (ii) for employers with 10 to 50 workers, at least once every three years; (iii) for employers with 50 to 250 workers, at least once every two years; (iv) for employers with at least 250 workers, every year.
Amendment 736 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 2
Article 8 – paragraph 2
2. The accuracy of the information shall be confirmed by the employer’s management and workers’ representatives. Employers shall establish in consultation with workers’ representatives on the methods used to calculate the pay gap, median pay gap and average pay levels.
Amendment 741 #
2021/0050(COD)
3. The employer shall publish the information referred to in paragraph 1, points (a) to (f) on an annual basish) in a user-friendly way on its website or shall otherwise makbe made publicly available by the employer. The information referred to in paragraph 1 shall be accessible to persons with disabilities in accordance wit publicly availableh Directive (EU) 2019/882 of the European Parliament and of the Council. Employers shall include that information in their management report where they are required to draw up such a report pursuant to Directive 2013/34/EU. 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.
Amendment 755 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 4
Article 8 – paragraph 4
4. Member States may decide to compile the information set out in paragraph 1, points (a) to (fh) 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.
Amendment 766 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 5
Article 8 – paragraph 5
5. The eEmployers shall provide the information referred to in paragraph 1, point (ga) to (h) to all workers and theiro the workers representatives, as well as to the monitoring body referred to in paragraph 6. ItEmployers shall provide it tothis information to the Trade Unions, the labour inspectorate and the equality body upon their request. The information from the previous four years, if available, shall also be provided upon request.
Amendment 775 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 6
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 (fh) 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.
Amendment 792 #
2021/0050(COD)
Proposal for a directive
Article 8 – paragraph 7 a (new)
Article 8 – paragraph 7 a (new)
7a. The implementation of the Directive shall not be used to reduce existing reporting obligations on employers.
Amendment 799 #
2021/0050(COD)
Proposal for a directive
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
1. Member States shall take appropriate measures to ensure that employers with at least 250 workerout exceptions conduct, in cooperation with their workers’ representatives, a joint pay assessment where both of the following conditions are met:
Amendment 810 #
2021/0050(COD)
Proposal for a directive
Article 9 – paragraph 1 – point a
Article 9 – paragraph 1 – point a
Amendment 816 #
2021/0050(COD)
Proposal for a directive
Article 9 – paragraph 1 – point b
Article 9 – paragraph 1 – point b
Amendment 825 #
2021/0050(COD)
Proposal for a directive
Article 9 – paragraph 2 – point a
Article 9 – paragraph 2 – point a
(a) an analysis of the proportion of female and male workersworkers broken down by sex in each category of workers;
Amendment 827 #
2021/0050(COD)
Proposal for a directive
Article 9 – paragraph 2 – point b
Article 9 – paragraph 2 – point b
(b) detailed information on average female and male workers’ pay levels broken down by sex and complementary or variable components forby each category of workers;
Amendment 828 #
2021/0050(COD)
Proposal for a directive
Article 9 – paragraph 2 – point c
Article 9 – paragraph 2 – point c
(c) identification of any differences in pay levels between female and male workersworkers broken down by sex in each category of workers;
Amendment 832 #
2021/0050(COD)
Proposal for a directive
Article 9 – paragraph 2 – point e
Article 9 – paragraph 2 – point e
(e) measures as a gender action plan to address such differences if they are not justified on the basis of objective and gender-neutral criteria; the company board, where applicable, has to adopt these measures and address the pay gap until the next pay assessment according to Art 8 (1’). In case of failure to act or insufficient action, the board can be fined for not fulfilling its duties.
Amendment 839 #
2021/0050(COD)
Proposal for a directive
Article 9 – paragraph 2 – point f
Article 9 – paragraph 2 – point f
(f) a monitoring report on the effectiveness of any measures mentioned in previous joint pay assessments, the gender action plan included. In case the evaluation shows an insufficiency in the measures adopted, especially if the pay gap does not decrease within the time until the next pay assessment according to art 8 (1’),these need to be adapted in accordance with the provisions set out under this article. Employers and workers’ representatives, shall jointly draw up and agree on the Gender Action Plan referred to in point (e) of the first subparagraph with concrete measures and goals to close the gender pay gap. Where possible, the Gender Action Plan shall be drawn up in cooperation with the equality body. This may include examining the causes of the pay gap from recruitment, promotion, occupational segregation, flexibility and care responsibilities and measures to address the gender gaps. Where applicable, the Gender Action Plan shall be included in the management report drawn up pursuant to Directive 2013/34/EU.
Amendment 842 #
2021/0050(COD)
Proposal for a directive
Article 9 – paragraph 3
Article 9 – paragraph 3
3. Employers shall make the joint pay assessments available to workers,in easily accessible formats to all workers, persons with disabilities included; workers’ representatives, the monitoring body designated pursuant to Article 26, the equality body and the labour inspectorate.
Amendment 854 #
2021/0050(COD)
Proposal for a directive
Article 9 – paragraph 4
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 workersworkers broken down by sex 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.
Amendment 859 #
2021/0050(COD)
Proposal for a directive
Article 9 a (new)
Article 9 a (new)
Article 9 a Collective bargaining and social dialogue 1. Without prejudice to the autonomy of the social partners, Member States shall take measures to guarantee that trade unions can collectively bargain, at the appropriate level, on measures to address pay discrimination and the undervaluation of work predominantly carried out by women, as well as other measures aimed at closing the pay gap. Such measures shall include the development and use of job evaluation and classification systems free from gender bias with the involvement of trade unions. 2. Without prejudice to the autonomy of social partners and in accordance with national law and practice, Member States shall ensure that the transposition, implementation, monitoring, rights and obligations under this Directive are discussed with social partners.
Amendment 860 #
2021/0050(COD)
Proposal for a directive
Article 10 – paragraph 1
Article 10 – paragraph 1
1. To the extent that any information provided pursuant to measures taken under Articles 7, 8, and 9 involves the processing of personal data, it shall be provided in accordance with Regulation (EU) 2016/679. Compliance with this Regulation shall not be used as a reason to deny any information necessary for the enforcement of rights and obligations related to the principle of equal treatment in terms of pay for workers performing an equal work or a work of equal value nor should workers be restricted in their right according to art 7 of this directive to disclose pay, especially not if it comes to sharing their pay levels with workers’ representatives.
Amendment 868 #
2021/0050(COD)
Proposal for a directive
Article 10 – paragraph 3
Article 10 – paragraph 3
3. Member States may decide that, where the disclosure of information pursuant to Articles 7, 8 and 9 would lead to the disclosure, either directly or indirectly, of the pay of an identifiable co- worker, only the workers’ representatives or the equality body shall have access to that information. The representatives or equality body shall advise workers regarding a possible claim under this Directive without disclosing actual pay levels of individual workers doperforming the same work or work of equal value. The monitoring body referred to in Article 26 shall have access to the information without restriction.
Amendment 870 #
2021/0050(COD)
Proposal for a directive
Article 11
Article 11
Amendment 882 #
2021/0050(COD)
Proposal for a directive
Article 12 – paragraph 1
Article 12 – paragraph 1
Member States shall ensure that, after possible voluntary recourse to conciliation for both parties to the conflict, judicial procedures for the enforcement of rights and obligations related to the principle of equal pay between men and women for equal work or work of equal value are available to all workers who consider themselves wronged by a failure to apply the principle of equal pay for equal work or work of equal value. Such procedures shall be easily accessible to workers and to those who act on their behalf, even after the labour relationship in which the discrimination is alleged to have occurred has ended. Recourse to conciliation shall trigger an interruption or suspension of the limitation period referred to in Article 18.
Amendment 889 #
2021/0050(COD)
Proposal for a directive
Article 13 – paragraph 1
Article 13 – paragraph 1
1. Member States shall ensure that associations, organisations, equality bodies and workers’ representatives or other legal entities which have, in accordance with the criteria laid down by national law, a legitimate interest in ensuring equality between men and women, in all their diversity and in tackling discrimination on the ground of sex may engage in any judicial or administrative procedure to enforce any of the rights or obligations related to the principle of equal pay between men and women for equal work or work of equal value. They may act on behalf or in support of a worker who is victim of an infringement of any right or obligation related to the principle of equal pay between men and women for equal work or work of equal value, with the latter’s approval.
Amendment 893 #
2021/0050(COD)
Proposal for a directive
Article 13 – paragraph 2
Article 13 – paragraph 2
2. Equality bodies and workers’ representatives shall also have the right to act on behalf or in support of severalindividual and/or a group of workers, with the latter’s approval or upon notification in accordance with national law and practice.
Amendment 898 #
2021/0050(COD)
Proposal for a directive
Article 13 – paragraph 2 a (new)
Article 13 – paragraph 2 a (new)
2 a. Trade unions shall also have the right to act on behalf of a class of workers in a sector or category.
Amendment 907 #
2021/0050(COD)
Proposal for a directive
Article 14 – paragraph 3
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 arrears.
Amendment 913 #
2021/0050(COD)
Proposal for a directive
Article 15 – paragraph 1 a (new)
Article 15 – paragraph 1 a (new)
The structural or organisational measures referred to in the first paragraph, point (b), may include an obligation to review the pay-setting mechanism based on gender-neutral job evaluation or classification systems, the establishment of an action plan to eliminate the discrepancies discovered, and measures to reduce any unjustified gender pay gaps.
Amendment 925 #
2021/0050(COD)
Proposal for a directive
Article 16 – paragraph 4
Article 16 – paragraph 4
4. This Directive does not prevent Member States from introducing evidential rules which are more favourable to the claimant in proceedings instituted to enforce any of the rights or obligations relating to equal pay between men and women in all their diversity for equal work or work of equal value.
Amendment 929 #
2021/0050(COD)
Proposal for a directive
Article 17 – paragraph 1
Article 17 – paragraph 1
1. Member States shall ensure that in proceedings concerning a claim regarding equal pay between men and women in all their diversity for equal work or work of equal value, national courts or competent authorities are able to order the defendant to disclose any relevant evidence which lies in their control.
Amendment 934 #
2021/0050(COD)
Proposal for a directive
Article 18 – paragraph 1
Article 18 – paragraph 1
1. Member States shall lay down rules applicable to limitation periods for bringing claims regarding equal pay between men and women in all their diversity for equal work or work of equal value. Those rules shall determine when the limitation period begins to run, the duration thereof and the circumstances under which it is interrupted or suspended.
Amendment 937 #
2021/0050(COD)
Proposal for a directive
Article 18 – paragraph 2
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 in all their diversity 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.
Amendment 945 #
2021/0050(COD)
Proposal for a directive
Article 18 – paragraph 3
Article 18 – paragraph 3
3. Member States shall ensure that the limitation periods for bringing claims are set at threfive years at least.
Amendment 960 #
2021/0050(COD)
Proposal for a directive
Article 19 – paragraph 1
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.
Amendment 971 #
2021/0050(COD)
Proposal for a directive
Article 20 – paragraph 2 – introductory part
Article 20 – paragraph 2 – introductory part
2. Member States shall ensure that fines are applied to infringements of the rights and obligations relating to equal pay for the sameequal work or work of equal value. They shall set a minimum level for such fines ensuringpercentage based on the employer’s gross annual turnover as a minimum level for such fines and shall ensure that that minimum level is proportionate and has a real deterrent effect. The level of the fines shall take into account:
Amendment 977 #
2021/0050(COD)
Proposal for a directive
Article 20 – paragraph 2 – point a
Article 20 – paragraph 2 – point a
(a) the gravity and duration of the infringement; and whether there were repeated infringements.
Amendment 979 #
2021/0050(COD)
Proposal for a directive
Article 20 – paragraph 2 – point c
Article 20 – paragraph 2 – point c
(c) any other aggravating or mitigating factor applicable to the circumstances of the case. such as where gender-based pay discrimination intersects with other grounds of discrimination, or relevant mitigating factors
Amendment 982 #
2021/0050(COD)
Proposal for a directive
Article 20 – paragraph 3
Article 20 – paragraph 3
3. Member States shall establish specific penalties to be imposed in case of repeated or serious infringements of the rights and obligations relating to equal pay between men and women, such as the revocation of public benefits or the exclusion, for a certain period of time, from any award of financial inducements.
Amendment 985 #
2021/0050(COD)
4a. Member states shall in case of a company boards’, where applicable, failure to act or insufficient action as set out in art 9, establish fines on the board for not fulfilling its duties under this Directive.
Amendment 987 #
2021/0050(COD)
Proposal for a directive
Article 20 – paragraph 4 b (new)
Article 20 – paragraph 4 b (new)
4b. Member states shall ensure that monitoring body as established under this Directive in Article 26 are also competent in imposing financial sanctions and penalties with regards to the non- fulfilment of obligations under Articles 7,8 and 9.
Amendment 990 #
2021/0050(COD)
Proposal for a directive
Article 21 – paragraph 1
Article 21 – paragraph 1
1. The appropriate measures that the Member States take in accordance with Article 30(3) of Directive 2014/23/EU, Article 18(2) of Directive 2014/24/EU and Article 36(2) of Directive 2014/25/EU, shall include measures to ensure that, in the performance of public contracts or concessions, economic operators comply with the obligations relating to equal pay between men and women in all their diversity for equal work or work of equal value.
Amendment 993 #
2021/0050(COD)
Proposal for a directive
Article 21 – paragraph 2
Article 21 – paragraph 2
Amendment 997 #
2021/0050(COD)
Proposal for a directive
Article 21 a (new)
Article 21 a (new)
Article 21 a Intersectionality 1. Member states shall take the necessary measures to ensure that in legal proceedings aimed at the enforcement of rights and obligations relating to equal treatment of men and women, direct and indirect discrimination on grounds of sex with regard to all aspects and conditions of remuneration shall be eliminated. 2. In compliance with the paragraph 1, Member states shall take the necessary measures to ensure that in legal proceedings aimed at the enforcement of rights and obligations relating to equal treatment in term of pay between men and women for equal work or work of equal value, the court or other competent authority duly assesses the existence of discrimination based on a combination of sex and another ground of discrimination protected under Directive 2000/43/CE or Directive2000/78/CE and takes due account of such circumstances for substantive and procedural purposes. 3. Member States, employers, workers' representatives, equality bodies and monitoring bodies designated pursuant to Article 26 shall develop and implement specific actions to identify and address situations in which pay discrimination based on grounds of sex intersects with other grounds of discrimination. They may also analyse and revise any practice or criteria that could be discriminatory and tackle and find solutions for the concerns of women facing intersecting forms of discrimination within a particular workplace or sector. 4. When collecting data received from employers, the monitoring bodies shall, where possible, analyse that data in a way that takes account of multiple and intersectional forms of discrimination. The data collected under this Directive should be available to be used to eliminate and/or legally challenge other forms of discrimination, especially when it comes to pay as stated in Article 3(3) of this Directive, as set out in Directive 2000/43/CE or2000/78/CE.
Amendment 998 #
2021/0050(COD)
Proposal for a directive
Article 22 – paragraph 1
Article 22 – paragraph 1
1. Workers and theirworkers representatives shall not be treated less favourably on the ground that they have exercised their rights relating to equal pay between men and womento not be discriminated on the ground of sex relating to working conditions, including pay.
Amendment 1011 #
2021/0050(COD)
Proposal for a directive
Article 25 – paragraph 3
Article 25 – paragraph 3
3. Member States shall provide equality bodies, monitoring body, and labour inspectorates with the adequate resources necessary for effectively carrying out their new or additional functions with regard to the respect for the right to equal pay between men and women in all their diversity for the same work or work of equal value. Member States shall consider allocating amounts recovered as fines pursuant to Article 20 to the equality bodies for that purpose.
Amendment 1012 #
2021/0050(COD)
Proposal for a directive
Article 25 a (new)
Article 25 a (new)
Article 25 a Labour inspectorates Member states shall take active measures to ensure the necessary resources, including training and capacities, close cooperation and coordination of labour inspectorates as regards their competences in accordance with the present Directive.
Amendment 1013 #
2021/0050(COD)
Proposal for a directive
Article 26 – paragraph 1
Article 26 – paragraph 1
1. Member States shall ensure the consistent monitoring of the implementation of the principle of equal pay between women and men for equal work or for work of equal value and the enforcement of all available remedies and sanctions mechanisms.
Amendment 1017 #
2021/0050(COD)
Proposal for a directive
Article 26 – paragraph 2
Article 26 – paragraph 2
2. Each Member State shall designate a tripartite body (‘monitoring body’) for the monitoring and support of the implementation of national legal provisions implementing this Directive and shall make the necessary arrangements for the proper functioning of such body. The monitoring body may be part of existing bodies or structures at national level and competent to impose sanctions such as financial ones for non- compliance with the implementing provisions as a supervisory body.
Amendment 1022 #
2021/0050(COD)
Proposal for a directive
Article 26 – paragraph 3 – point a
Article 26 – paragraph 3 – point a
(a) to raise awareness among public and private undertakings and organisations, social partners and the general public to promote the principle of equal pay and the right to pay transparency, including by communicating and sharing employers’ good practices and initiatives with the possibility to create an official label or certificate for companies complying with pay transparency as regards the set out rules on equal pay for equal work or work of equal value as well as a public list of companies who do not comply;
Amendment 1026 #
2021/0050(COD)
Proposal for a directive
Article 26 – paragraph 3 – point b
Article 26 – paragraph 3 – point b
(b) to tackle the causes of the gender pay gap and devise tools to helpand methodologies to analyse and assess pay inequalities and tackle discrimination on the ground of sex;
Amendment 1032 #
2021/0050(COD)
Proposal for a directive
Article 26 – paragraph 3 – point c
Article 26 – paragraph 3 – point c
(c) to aggregate data received from employers pursuant to Article 8(6), and publish this data in a user-friendly manner; for all, persons with disabilities included; to aggregate this data also sectorally in order to be able to identify and address possible discrimination across different sectors, especially regarding differences of work of equal value between female and male dominated sectors.
Amendment 1042 #
2021/0050(COD)
Proposal for a directive
Article 26 – paragraph 3 – point e a (new)
Article 26 – paragraph 3 – point e a (new)
(ea) to provide relevant data and information to the European Institute for Gender Equality and Eurofound in order to allow for the comparability and assessment of that data at Union level;
Amendment 1047 #
2021/0050(COD)
Proposal for a directive
Article 26 – paragraph 3 – point e b (new)
Article 26 – paragraph 3 – point e b (new)
(eb) to take the necessary actions, including financial sanctions, in the case of non-compliance with this Directive against companies and, where applicable, their boards. The amount shall be based on the criteria laid out in Article 20.
Amendment 1051 #
2021/0050(COD)
Proposal for a directive
Article 26 – paragraph 4 a (new)
Article 26 – paragraph 4 a (new)
4a. The monitoring body shall assist Member States in their efforts to combat the pay gap by providing guidance and sharing best practices on policies and methodologies to determine and compare work of equal value, including across sectors with a concrete focus on combating the systemic undervaluation of work in female dominated sectors and making full use, where appropriate of the data, knowledge and capacities of the European Institute for Gender Equality and of Eurofound, the European Foundation for the Improvement of living and working conditions.
Amendment 1070 #
2021/0050(COD)
Proposal for a directive
Article 29 a (new)
Article 29 a (new)
Article 29 a Compliance Member States shall take all necessary measures to ensure that the principle of equal treatment is respected and in particular that : (a)any laws, regulations and administrative provisions contrary to the principle of equal treatment are abolished;(b)provisions contrary to the principle of equal treatment in individual or collective contracts or agreements, internal rules of undertakings or rules governing the independent occupations and professions and workers' and employers' organisations or any other arrangements shall be, or may be, declared null and void or are amended
Amendment 1087 #
2021/0050(COD)
Proposal for a directive
Article 32 – paragraph 1
Article 32 – paragraph 1
1. By [eightthree years after the entry into force] Member States shall communicate to the Commission all information on how this Directive has been applied and what has been its impact in practice.
Amendment 193 #
2020/2215(INI)
Motion for a resolution
Recital J
Recital J
J. whereas some Member States still have highly restrictive laws prohibiting abortion except in strictly defined circumstances, forcing women to seek clandestine abortions, to travel to other countries or to carry their pregnancy to term against their will, which is a violation of human rights and a form of gender- based violence; affecting women’s and girls’ rights to life, physical and mental integrity, equality, non-discrimination, health, and freedom from inhuman and degrading treatment;
Amendment 201 #
2020/2215(INI)
Motion for a resolution
Recital K
Recital K
K. whereas even when abortion is legally available, there are often barriers to accessing it; range of legal, quasi-legal and informal barriers to accessing it, including: limited time periods and grounds on which to access abortion, medically unwarranted waiting periods, lack of trained and willing healthcare professionals and denial of medical care based on personalbeliefs, biased and mandatory counselling, deliberate misinformation or third party authorization, medically unnecessary tests, distress requirements, costs and lack of reimbursement;
Amendment 221 #
2020/2215(INI)
Motion for a resolution
Recital M a (new)
Recital M a (new)
M a. whereas the COVID-19 pandemic has shown that there is a need to strengthen the resilience of health systems to such crises, with a specific focus on ensuring that SRH services continue to be fully available, that Member States do not instrumentalize the crisis to deprioritize or purposefully undermine access to these services;
Amendment 228 #
2020/2215(INI)
Motion for a resolution
Recital N
Recital N
N. whereas progress has been made in the areas of women’s rights and SRHR, but opponents of reproductive rights have nonetheless had an influence on national law and policyopponents of sexual and reproductive rights and women’s autonomy have had a significant influence on national law and policy with retrogressive initiatives taken in several Member States, seeking to undermine SRHR, as noted by the Parliament in its resolutions on experiencing backlash in women’s rights and gender equality in the EU and Abortion Rights in Poland, and by the European Institute for Gender Equality in its report of 22 November 2019 on Beijing +25 – The 5th Review of the Implementation of the Beijing Platform for Action in the EU Member States; whereas these initiatives and backsliding obstruct the realisation of people’s rights, countries’ development and undermines European values, fundamental rights;
Amendment 242 #
2020/2215(INI)
Motion for a resolution
Recital N c (new)
Recital N c (new)
N c. whereas there is a persisting effort to instrumentalize the COVID-19 health crisis as a pretext to adopt further restrictive measures in SRHR and that has a broad and long-term negative effect on the exercise of the fundamental right to health, gender equality andfight against discrimination and gender-based violence and is putting the well-being, health and lives of women and girls at risk;
Amendment 254 #
2020/2215(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Calls upon the EU, its bodies and agencies to support and promote access to SRHR services and calls upon the Member States to ensure access to a full range of SRHR, and to remove all barriers impeding full accessIn accordance with the principle of subsidiarity and in line with national competences, calls upon the Member States to safeguard the right of all persons to make their own informed choices with regard to SRHR;
Amendment 288 #
2020/2215(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Stresses the negative effects of the so-called “tampon tax” on gender equality; Calls upon the Member States to eliminate the so-called “tampon tax” by applying a 0% VAT rate on menstrual hygiene products and ensuring that this tax cut is effectively benefitting the consumers;
Amendment 490 #
2020/2215(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Calls upon the Commissioner for International Partnerships to uphold the European Consensus on Development and the SDGs, in particular targets 3.7,5.6 and 5.16, to ensure that SRHR remain a development priority in all EU external activities and relations, welcomes the strong language on SRHR in the new Gender Action Plan III, emphasises the need to prioritize the removal of all barriers in the access to SRHR services; calls upon the Commissioner for International Partnerships to strongly condemn the ‘global gag’ rule;
Amendment 3 #
2020/2058(INI)
Draft opinion
Recital A
Recital A
A. whereas in the field of transport, more than EUR 700 billion in investment is needed for the Trans-European Transport Network alone between now and 2030 and additional investments are required for the transport sector to be in line with the goals of the Green Deal and climate neutrality by 2050 such as the deployment of innovative strategies, charging infrastructure and alternative fuels;
Amendment 26 #
2020/2058(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Acknowledges the actionsStresses that further actions need to be taken in the transport sector to reduce specific emissions andto reach climate neutrality by 2050, stresses the need to strengthen legislation and support for research on and innovation in zero- emissions mobility solutions;
Amendment 29 #
2020/2058(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Acknowledges the actions taken in the transport sector to reduce specific emissions and stresses the need to strengthen financial support for research on and innovation in zero-emissions mobility solutions;
Amendment 42 #
2020/2058(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Stresses that the Connecting Europe Facility (CEF) is a key enabler for deliveringcompleting the TEN-T network and in achieving the goals of the Green Deal, providing up to 80 % of its funding in transport to meet climate objectives; insists on a strong CEF and warns that financing the Sustainable Europe Investment Plan (SEIP) must not l through the promotion of sustainable infrastructure projects, multimodality, rail freight transport, innovative and digital actions such as telematics applications systems and the deployment of alternative fuels; insists on the need to have a stronger CEF budget to support a readl to financial reallocation that negatively affects the CEFransition towards smart, sustainable and safe mobility in the EU; considers that the inclusion of a specific investment pillar on synergies under CEF programme would accelerate the transition towards climate neutrality;
Amendment 49 #
2020/2058(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Points out that transport projects require large-scale investment and therefore, that in order to attract investors, legal certainty and, stable targets and availability of information are crucial; stresses that the investments made so far must not be put at risk by shifting funding conditions and expects the SEIP to provide a realistic and future-proof support framework for investments and to ultimately ensure the continuity of projects in the most efficient and effective way;
Amendment 55 #
2020/2058(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Highlights the importance of the Green Deal being accompanied by a just, inclusive and non-discriminatory transition to ensure the transport sector’s businesses, SMEs and workforce can adjust, and to support the regions and communities most affected; considers it important to have EU proper funding schemes for this adjustment process, including incentives for sustainable investment, as well as training and equipping the sector’s workforce with new expertise for new job prospects, requirements and skills;
Amendment 59 #
2020/2058(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Stresses that to ensure sufficient investment in sustainable transport infrastructure, it is essential that all relevant EU funds (the CEF, InvestEU, the European Structural and Investment Funds, etc.) and European Investment Bank lending are tailored to the specific needssubject to climate proofing frameworks based on the goals of the Paris agreement and the climate neutrality goal by 2050 and tailored to the specific needs of enhancing the sustainable transition of the sector and that the Member States commit to proper funding;
Amendment 61 #
2020/2058(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Stresses that to ensure sufficient investment in sustainable transport infrastructure, it is essential that all relevant EU funds (the CEF, InvestEU, the European Structural and Investment Funds, etc.) and European Investment Bank lending are tailored to the specific needs of the transport sector and that the Member States commit to proper funding; highlights that synergies across relevant Union programmes in areas such as transport, energy and digitalisation could be key to accelerate the advancement towards the development of smart and sustainable mobility at EU level;
Amendment 67 #
2020/2058(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Underlines that the reform of EU own resources system would have immediate economic and policy benefits as of 2021; asks the European Commission to put forward concrete legislative proposals on EU's new own resources system, including among others, the extension of the Emissions Trading System to the maritime and aviation sectors and the establishment of a Carbon Border Adjustment Mechanism; suggests these new EU sources of revenue could be redirected to achieve the goals set by the European Green Deal, such as accelerating the shift to sustainable and smart mobility;
Amendment 74 #
2020/2058(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Considers that the EU and the Member States already have at their disposal several tools for ensuring thatthat encourage the transport sector to contributes to decarbonisation; strongly believes in this respect that thehowever stresses that these are highly insufficient to ensure the sector's compliance with the goals of the Green Deal and climate neutrality by 2050; strongly believes in this respect that, amongst other measures, the aviation and maritime sector need to be included in the EU Emissions Trading System and that Member States should earmark revenue from taxes or fees and the EU Emissions Trading System related to transport to foster investment in the sustainability of the relevant transport modes;
Amendment 75 #
2020/2058(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Considers thatEncourages the EU and the Member States already haveto maximize the use of the available tools at their disposal several tools for ensuring that the transport sector contributes to decarbonisation; strongly believes in this respect that the Member States should earmark revenue from taxes or fees and the EU Emissions Trading System related to transport to foster investment in the sustainability of the relevant transport modes;
Amendment 84 #
2020/2058(INI)
6. Calls on the Commission to boost the use of InvestEU for transport and tourism.suistainable transport infraestructure and tourism; welcomes the recent budget increase of InvestEU programme proposed in the New Generation EU; considers it a key opportunity to provide smart investment and support Union policies such as the shift to smart and sustainable mobility within the European Green Deal by promoting sustainable infrastructures projects and by giving crucial support to companies, SMEs, investors and workers of the transport sector;
Amendment 85 #
2020/2058(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Calls on the Commission to boost the use of InvestEU for further developing transport and tourism in full respect of environmental and social standards.
Amendment 95 #
2020/2058(INI)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Sustainable transport modes and sustainable mobility plans
Amendment 97 #
2020/2058(INI)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Stresses that the percentual increase in EU rail and maritime freight transport, as defined in the European Green Deal, needs of a concrete EU investment plan and EU concrete measures to manage better and to increase the capacity of railways and inland waterways; in the case of rail freight transport, it is crucial to count with financing for the maintenance and upgrading of the EU rail infrastructure, the elimination of bottlenecks, the bridging of missing links and the promotion of interoperability at EU level; maritime freight transport needs investment in research into new technologies to descarbonise the sector and in the development of zero-emission and green ships;
Amendment 98 #
2020/2058(INI)
Draft opinion
Paragraph 6 d (new)
Paragraph 6 d (new)
6 d. Highlights the key role of the European Union Agency for Railways (ERA) and the Shift2RailJoint Undertaking in achieving a lasting shift from road to rail as established in the European Green Deal; stresses that the Shift2Rail undertaking plays a key role in overcoming technical obstacles and driving forward interoperability, with the aim, ultimately, of making rail transport cheaper, more efficient and more attractive contributing to reducing accidents and CO2 emissions; calls on the importance to increase the EU investment in ERA and the Shift2Rail in order to advance in the establishment of the Single European Railway Area;
Amendment 100 #
2020/2058(INI)
Draft opinion
Paragraph 6 e (new)
Paragraph 6 e (new)
6 e. Recognises that the European Green Deal investment plan has a great potential to include sustainable transport as a strategic mean to achieve carbon neutrality; underlines that collective passenger transport, as one of the fastest and most cost-efficient way to decarbonise people’s mobility, should be at the core of the EU financing of the green transition;
Amendment 102 #
2020/2058(INI)
Draft opinion
Paragraph 6 f (new)
Paragraph 6 f (new)
6 f. Highlights that the collective passenger transport sector has been severely affected by the Covid-19 crisis; stresses that financing and grants to the collective passenger sector are critical to overcome the looming recession and achieve the long-run sustainability goals foreseen by the European Green Deal; in this regard, that suitable resources should be transferred to the relevant EU funds and dedicated for collective passenger transport mobility - such as buses, coaches and trains; calls on the EU Commission to cooperate with Member States to ensure financing solutions for collective passenger transport modes are included as a priority in their national recovery plans;
Amendment 103 #
2020/2058(INI)
Draft opinion
Paragraph 6 g (new)
Paragraph 6 g (new)
6 g. Stresses that investment in public transport is central to sustainable urban mobility, as well as for sustainable rural mobility, in order to promote environmentally, climatically and economically sustainable societies and to tackle social exclusion and the negative trend of depopulation in isolated low- density areas; calls in this regard for increased support for transport infrastructure and the promotion of public transport and sustainable mobility; highlights the importance to support multimodal ticketing system action plans;
Amendment 104 #
2020/2058(INI)
Draft opinion
Paragraph 6 h (new)
Paragraph 6 h (new)
6 h. Considers a stronger articulation of urban transport financing with Sustainable Urban Mobility Plans (SUMPS) to be essential to boost the urban mobility transformation; calls the European Commission to cooperate with Member States to develop sustainable urban mobility plans and policies, including the support for efficient public transport systems and active mobility solutions such as walking and cycling and the promotion of accessibility and multimodality among the different modes of transport, at the same time balanced socio-economic arrangements are guaranteed to ensure inclusiveness and affordability among EU citizens;
Amendment 105 #
2020/2058(INI)
Draft opinion
Paragraph 6 i (new)
Paragraph 6 i (new)
6 i. Highlights that innovation and digitalisation play a key role in the decarbonisation of the civil aviation sector, including the civil aeronautics industry, in line with the ambitions of the European Green Deal; recalls, in particular, the role of Clean Sky 2 and SESAR Joint Undertakings in ensuring net accelerations in green technologies aimed to improve safety and to reduce the CO2 and greenhouse gas emissions, as well as the noise levels produced by aircraft; calls on the European Commission to develop and support an EU investment roadmap for aviation and aeronautics to trigger innovation towards sustainable aviation, including research in alternative fuels, with the view of preserving competitiveness and maintaining Europe's leadership.
Amendment 106 #
2020/2058(INI)
Draft opinion
Paragraph 6 j (new)
Paragraph 6 j (new)
6 j. Considers that there is a need for EU financing to guarantee the deployment of zero-emission vehicles at EU level; EU funds should ensure the transformation of the automotive industry towards climate neutrality by supporting the renewal of vehicle fleets both public and private, the increase in the production and deployment of sustainable alternative fuels and of recharging points, and the promotion of ecological scrappage schemes; highlights EU funds should also address the needed upskilling and reskilling of workers of the automotive industry to adapt to the new innovation, sustainability and digitalisation demands of the sector;
Amendment 107 #
2020/2058(INI)
Draft opinion
Paragraph 6 k (new)
Paragraph 6 k (new)
6 k. Calls on Member States to include the transport industry as priority in their national recovery plans to ensure they can have major access to the resources allocated from different initiatives set by the European Recovery Plan; further calls on Members States to support rail investment in their national action plans in line with the European Green Deal's goals; asks the European Commission to cooperate with Member States by mapping smart investment initiatives for the sustainable and resilient recovery of the sector;
Amendment 108 #
Amendment 109 #
2020/2058(INI)
Draft opinion
Paragraph 6 m (new)
Paragraph 6 m (new)
6 m. Highlights that EU funding is an important lever to invest in innovative and smart road safety solutions and accelerate the delivery of road safety results across the EU; calls on the European Commission to safeguard and increase investments on road safety at EU level, particularly in cost effective actions such as enforcement, road infrastructure maintenance and upgrades through the TEN-T network and beyond, the upgrading of the safety vehicle fleets - both public and private- as part of procurement, adaptation of road signalling and marking, as well as investment in bike lanes and pedestrian high risk zones;
Amendment 110 #
Amendment 111 #
2020/2058(INI)
Draft opinion
Paragraph 6 o (new)
Paragraph 6 o (new)
6 o. Underlines the need of financial support for innovative, socioeconomic and environmental sustainable tourism initiatives to enable the tourism sector to advance towards climate neutrality and sustainability; asks the European Commission to develop and "EU Roadmap for Sustainable and Resilient Tourism" to boost the investment in innovative and digitalisation measures such as circular economy initiatives in the tourism sector;
Amendment 112 #
2020/2058(INI)
Draft opinion
Paragraph 6 p (new)
Paragraph 6 p (new)
6 p. Insists on the creation and introduction of a specific budget allocation for sustainable tourism as clearly stated in the European Parliament's position on the Multiannual Financial Framework 2021-2027 and reiterates that several significant steps have to be taken in order to prepare the third largest economic branch of the European Union meet the conditions of the European Green Deal;
Amendment 113 #
2020/2058(INI)
Draft opinion
Paragraph 6 q (new)
Paragraph 6 q (new)
6 q. Underlines that the new initiative REACT-EU programme, in the framework of the European Recovery Plan, should support the financing of the recovery of the tourism sector, and ensure that crisis repair measures are adapted accordingly.
Amendment 114 #
2020/2058(INI)
Draft opinion
Paragraph 6 r (new)
Paragraph 6 r (new)
6 r. Calls on the European Commission to provide companies and SMEs of the EU tourism and travel sector with guidance on how to access the available EU funding and investment programmes for the recovery and sustainable transformation of the sector;
Amendment 115 #
2020/2058(INI)
Draft opinion
Paragraph 6 s (new)
Paragraph 6 s (new)
6 s. Calls on Member States to include the tourism and travel sector as priority in their national recovery plans to ensure they can have major access to the resources allocated from different initiatives set by the European Recovery Plan; asks the European Commission to cooperate with Member States and to exchange best practices on financing and funding opportunities for the sector.
Amendment 1 #
2020/2040(INI)
Motion for a resolution
Citation 3
Citation 3
— having regard to the European Pillar of Social Rights and, in particular, to principles 2, 3 and 9 thereof,
Amendment 9 #
2020/2040(INI)
Motion for a resolution
Citation 26 a (new)
Citation 26 a (new)
- having regard to ‘The Missing Entrepreneurs 2019: Policies for Inclusive Entrepreneurship report’, published by the OECD and the European Commission on10 December 2019,
Amendment 10 #
2020/2040(INI)
Motion for a resolution
Citation 31 a (new)
Citation 31 a (new)
- having regard to the Commission Discussion Paper 129 of 24 July 2020 entitled ‘Gender Smart Financing Investing In & With Women: Opportunities for Europe’,
Amendment 11 #
2020/2040(INI)
Motion for a resolution
Citation 31 b (new)
Citation 31 b (new)
- having regard to the Commission communication of 18 September 2020 entitled ‘A Union of equality: EU anti- racism action plan 2020-2025’ (COM(2020)0565),
Amendment 12 #
2020/2040(INI)
Motion for a resolution
Citation 31 c (new)
Citation 31 c (new)
- having regard to the Commission communication of 12 November 2020 entitled ‘Union of Equality: LGBTIQ Equality Strategy 2020-2025’ (COM(2020)0698),
Amendment 19 #
2020/2040(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Amendment 25 #
2020/2040(INI)
Motion for a resolution
Recital B
Recital B
B. whereas cCohesion pPolicy is as an important policy tooltool not only to support gender equality, but also to reduce disparities affecting groups still suffering from discrimination, including that linked to their sexual orientation;
Amendment 36 #
2020/2040(INI)
Motion for a resolution
Recital D
Recital D
D. whereas the involvement of local and regional authorities, gender equality institutions and non-governmental organisationEuropean Court of Auditors is currently assessing the gender mainstreaming in the European budget; whereas this audit report, due to be published in the first quarter of 2021, will give useful insights ion partnership agreements and monitoring committees is still insufficienthow to implement the gender dimension in the Cohesion Policy actions under the MFF 2021-2027;
Amendment 39 #
2020/2040(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
D a. whereas, during the programming period 2014-2020, the main critical elements to promote gender equality through Cohesion Policy have been, among others, the gap between formal statements in Partnership Agreements (PAs) and Operational Programmes (OPs) and the actual implementation as well as the weak political commitment in this domain;
Amendment 41 #
2020/2040(INI)
Motion for a resolution
Recital D b (new)
Recital D b (new)
D b. whereas, during the programming period 2014-2020, gender-related issues have been mainly tackled through the European Social Fund (ESF) OPs; whereas, during the same period, the European Regional and Development Fund (ERDF) has contributed to the promotion of gender equality in a very limited manner;
Amendment 42 #
2020/2040(INI)
Motion for a resolution
Recital D c (new)
Recital D c (new)
D c. whereas women represent only 34.4 % of the self-employed and 30 % of start-up entrepreneurs in the European Union and still face difficulties to access finance; whereas Cohesion Policy has a key role in addressing this gap;
Amendment 43 #
2020/2040(INI)
Motion for a resolution
Recital D d (new)
Recital D d (new)
D d. whereas there is still a gender digital divide that needs to be tackled; whereas Cohesion Policy should help bridge this gap, that often affects in a harder way women living in rural and remote areas;
Amendment 48 #
2020/2040(INI)
Motion for a resolution
Recital E
Recital E
E. whereas gender-disaggregated data and the adoption of appropriate selection procedures areis considered useful for promoting gender equality;
Amendment 49 #
2020/2040(INI)
Motion for a resolution
Recital E a (new)
Recital E a (new)
E a. whereas the use of gender- disaggregated data and gender-relevant indicators is crucial to improve the decision-making process and to assess the outcome of the Cohesion Policy’s direct and indirect actions aiming at reducing gender inequality;
Amendment 58 #
2020/2040(INI)
Motion for a resolution
Recital G a (new)
Recital G a (new)
G a. whereas during the COVID-19 pandemic the number of cases of domestic violence against women and girls has worryingly increased; whereas this phenomenon has shown the need for more innovative solutions, including digital ones; whereas Cohesion Policy, and more specifically the upcoming ESF Plus, can help in this regard;
Amendment 79 #
2020/2040(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Strongly believes that gender equality is still mainly addressed in a general manner and limited to the policy domains of the European Social Fund (ESF), as well as in the context analysis and programming phase, while more attention is needed in the implementation, monitoring and evaluation phases on a regular basis;
Amendment 108 #
2020/2040(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Considers that programme stakeholders and monitoring committees still lack expertise on the implementation of a gender perspective in concrete projects, especially in European Regional Development Fund (ERDF) interventions; considers there to be a lack of guidelines, training programmes and concrete examples of good practice to address this; underlines, in this regard, the potential of the ERDF/CF to bridge the gap women are still facing, with particular reference to female entrepreneurship and the digital sector;
Amendment 116 #
2020/2040(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. BelievStresses that all programmes implemented under cCohesion pPolicy should ensure gender equality throughout their evaluation, preparation, implementation, monitoring and evaluation, as well as equal opportunities for all, without discrimination based on gender or sexual orientation; is of the opinion that the composition of expert groups in the different phases of the policy cycle should be gender balanced;
Amendment 123 #
2020/2040(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11 a. Underlines that the actions aiming at bridging the gender gap under Cohesion Policy should adopt an intersectional approach that also takes into consideration age, race and disabilities;
Amendment 124 #
2020/2040(INI)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
11 b. Believes that the beneficiaries of the Cohesion Policy should not adopt any discriminatory policy, in particular against those minorities that still suffer from discrimination, such as the LGBTI community; encourages the rejection of applications from potential beneficiaries, including from regional or local authorities, which have adopted discriminatory policies against members of the LGBTI community such as the declaration of ‘LGBT-free zones’;
Amendment 135 #
2020/2040(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Stresses that cohesion policy needs to support equal access to training for women in order to bridge the digital gender gap and to support the green and digital transitions; for instance through the increase of the share of female graduates in STEM subjects as well as their involvement in sectors that are crucial for the environmental transition, such as the energy one;
Amendment 139 #
2020/2040(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Underlines the crucial role of cohesion policy in investing in high-quality public services and social infrastructure, both for combating gender inequalities and for building social resilience and coping with economic, social and health crises;
Amendment 149 #
2020/2040(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15 a. Welcomes that one of the horizontal priorities of the new Multiannual Financial Framework regards gender equality and mainstreaming; stresses that the monitoring of the programmes should not only aim at measuring the relevant expenditure, but, even more importantly, at assessing the outcome of the EU budget on improving gender equality, which goes beyond the mere measurement of how amounts are earmarked;
Amendment 151 #
2020/2040(INI)
Motion for a resolution
Paragraph 15 b (new)
Paragraph 15 b (new)
15 b. Welcomes the role of European Institute for Gender Equality (EIGE) in the promotion of gender equality and in the fight against discrimination based on gender; underlines its positive contribution to gender mainstreaming, including in the domain of Cohesion Policy; calls for the adequate funding of this body;
Amendment 174 #
2020/2040(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Underlines that an ex ante and ex post gender impact assessment should be a mandatory part of Member States’ evaluations on how the funds are spent and whether compliance with gender equality targets is effectively respected;
Amendment 182 #
2020/2040(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Recalls that gender mainstreaming must be applied in all stages of the budgetary process; stresses the need to track spending on gender equality in all budget lines, not just in targeted measures, and to assess the final impactoutcome of the budgetary lines on gender equality; requests that the Commission, in cooperation with the European Court of Auditors, propose a methodology to that end; recommends the use of criteria such athat do not only assess the national median wage and the median annual gross income in purchasing power parity, but also non- economic indicators, such as those measuring subjective well-being, the elimination of gender-based violence, civil engagement, work-life balance, social connections; underlines that the assessment of the outcome is only possible if gender-disaggregated data is available;
Amendment 190 #
2020/2040(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Calls on all institutions to provide guidance documents and training sess, on a regular basis, hands-on training at all levels of the administrations, so as to disseminate and embed concrete examples of good practices on gender mainstreaming; stresses, moreover, that at the project selection stage the criteria for gender mainstreaming should be strengthened through higher scoring and requirements for more practical actions; recommends making use of the existing tools developed by the European Institute for Gender Equality (EIGE) such as its toolkit for gender budgeting in the ESI Funds;
Amendment 193 #
2020/2040(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21 a. Stresses the importance of evaluating the training output to assess its effectiveness in improving the implementation of gender mainstreaming;
Amendment 11 #
2020/2039(INI)
Motion for a resolution
Citation 14 a (new)
Citation 14 a (new)
- having regard to the 2002 ‘Barcelona targets’,
Amendment 12 #
2020/2039(INI)
Motion for a resolution
Citation 16 a (new)
Citation 16 a (new)
- having regard to the Opinion of the Committee of the Regions on the 'Demographic Change: Proposals on Measuring and Tackling its Negative Effects in the EU Regions' of 12-14 October 2020,
Amendment 13 #
2020/2039(INI)
Motion for a resolution
Citation 16 b (new)
Citation 16 b (new)
- having regard to the Territorial Impact Assessment Report of the Committee of the Regions on Demographic Change of 30 January 2020,
Amendment 14 #
2020/2039(INI)
Motion for a resolution
Citation 16 c (new)
Citation 16 c (new)
- - having regard to the Commission Long-TermVision for Rural Areas, which is currently under preparation,
Amendment 15 #
2020/2039(INI)
Motion for a resolution
Citation 16 d (new)
Citation 16 d (new)
- having regard to the Committee of the Regions opinion 'EU Strategy for Rural Revival' from 8-10 December 2020;
Amendment 22 #
2020/2039(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas the natural demographic balance in the European Union has been negative for the last years and it is due to the migration from non-EU citizens that the EU has not reduced its population;
Amendment 25 #
2020/2039(INI)
Motion for a resolution
Recital A b (new)
Recital A b (new)
Ab. whereas the effects caused by demographic trends and the depopulation phenomenon are unequal between Member states and its regions, and these need to be addressed by targeted measures;
Amendment 26 #
2020/2039(INI)
Motion for a resolution
Recital A c (new)
Recital A c (new)
Ac. whereas the European Union has numerous instruments to face demographic challenges, and cohesion policy plays a crucial role in this regard;
Amendment 27 #
2020/2039(INI)
Motion for a resolution
Recital A d (new)
Recital A d (new)
Ad. whereas climate change enhances drastic changes in demographic trends;
Amendment 28 #
2020/2039(INI)
Motion for a resolution
Recital A e (new)
Recital A e (new)
Ae. whereas the Union has increased its efforts in order to integrate the principles of sustainability, greening and digitalisation in the overall EU policy making;
Amendment 29 #
2020/2039(INI)
Motion for a resolution
Recital A f (new)
Recital A f (new)
Af. whereas the Commission is currently working on its Long-Term Vision for Rural Areas;
Amendment 36 #
2020/2039(INI)
Motion for a resolution
Recital C
Recital C
C. whereas, although the EU population has seen substantial growth in previous decades, the growth rate is now falling and the population is expected to decrease in the longer term; whedecreas Europe will account for less thaning from 6% to 4 % of the world’s population by 2070, and long- term demographic trends in European regions indicate lower birth rates and ageing societies;
Amendment 47 #
2020/2039(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
Da. whereas the current trend of ageing in EU population has important economic and social consequences, such as higher dependency ratios, pressures on fiscal and social security sustainability, and increased stress on healthcare and social services;
Amendment 66 #
2020/2039(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Observes that GDP per capita, income level, employment rate, fertility rate and population ageing are among the most important factors with a direct impact on demographics; notes that the current employment dynamics in particular are generating demographic flows within European regions leading to socio-spatial disparities and challenges that post-2020 cohesion policy will need to address; underlines that internal migration patterns from eastern, southeastern and central regions to northern and northwestern regions mostly involve young, educated and skilled workers; notes that migration from non- EU citizens has allowed EU to avoid population loss in the recent years;
Amendment 70 #
2020/2039(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Points out that Europe is manifestly experiencing population ageing, affecting the dependency ratio and having negative effects on workforce growth, which is far behind the previous decade; warns of a visible decline of the labour force in eastern, southern and central European regions; highlights that population ageing also affects housing and transport planning, infrastructure and services needs, as well as fiscal and social security sustainability;
Amendment 73 #
2020/2039(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Notes that, in that regard, active ageing policies are needed in order to reduce its negative dimension in rural and remote areas, ensuring an adequate level of quality of life for all inhabitants;
Amendment 74 #
2020/2039(INI)
Motion for a resolution
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Underlines that fertility rates in the EU are considerably below replacement level; considers that cohesion policy can contribute to address this issue by promoting better conditions for families to raise their children, namely through favourable conditions in the job market, work life balance, affordable housing and access to social services of general interest, particularly those targeted to young families, such as affordable childcare;
Amendment 78 #
2020/2039(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Notes that the attractiveness of rural areas can be enhanced through the availability of high-quality public services; investments in those may require economies of scale that are difficult to implement in low-density areas, so local and regional communities should identify adequate provisions of services, in the most efficient way possible. In this sense, the role of cohesion policy is fundamental and should allow for these high quality public services;
Amendment 82 #
2020/2039(INI)
Motion for a resolution
Paragraph 5 b (new)
Paragraph 5 b (new)
5b. Highlights that rural development policies should have as one of their main objectives the creation of innovation ecosystems to support knowledge creation and technological diffusion; with this objective in mind, it is key to stimulate common virtual and physical environments that bring together firms, entrepreneurs and research institutes contributing to the transformation of rural areas into real innovation hubs. An environment that enables rural innovation can also be supported by investments in skills and ICT infrastructure, facilitating access to capital for entrepreneurs and SMEs, and supporting local supply chain development linked with diverse industries;
Amendment 85 #
2020/2039(INI)
Motion for a resolution
Paragraph 5 c (new)
Paragraph 5 c (new)
5c. Notes that the concept of “rural proofing” should be mainstreamed throughout all steps of the EU policymaking; this idea, which aims at understanding the impact of policy intervention in rural areas, has the objective of ensuring a fair and equitable policy outcome for them. Rural proofing contributes at understanding the specific necessities of rural and remote areas with a specific focus on policy implementation, overcoming undesirable policy externalities by designing and delivering adequate solutions;
Amendment 86 #
2020/2039(INI)
Motion for a resolution
Subheading 4
Subheading 4
Amendment 87 #
2020/2039(INI)
Motion for a resolution
Subheading 4 a (new)
Subheading 4 a (new)
Highlights that demographic challenge, although affecting EU’s regions indifferent way, is an important issue for all the EU and has to be understood and tackled in an holistic way; underlines that the EU as a whole has registered a negative natural demographic balance for the last years; stresses that it was due to the migration from non-EU citizens that EU did not face population loss in the last years;
Amendment 88 #
2020/2039(INI)
Motion for a resolution
Subheading 4 b (new)
Subheading 4 b (new)
Amendment 111 #
2020/2039(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Expresses concern over a "geography of discontent" that is taking place in many EU regions where people feel left behind and which is closely associated to demographic change; the "geography of discontent" leads to radical political movements and denial of the EU integration, endangering the EU cohesion;
Amendment 117 #
Amendment 120 #
2020/2039(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
Amendment 126 #
2020/2039(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Notes that economic migration has a direct impact on the inclusiveness of cities, requiring tailored policy responses in different territorial contexts; highlights, in this regard, the need to strengthen inclusion policies;
Amendment 128 #
2020/2039(INI)
Motion for a resolution
Subheading 7
Subheading 7
Amendment 129 #
2020/2039(INI)
Motion for a resolution
Subheading 7 a (new)
Subheading 7 a (new)
Calls for a greater coordination of EU instruments, in particular the ESI Funds and the Next Generation EU, so as to ensure a more comprehensive approach to the demographic challenges; suggests that, given that the mechanisms employed so far have not held back the advance of demographic imbalances, a review of existing policies is required;
Amendment 130 #
2020/2039(INI)
Motion for a resolution
Subheading 7 b (new)
Subheading 7 b (new)
Calls on the EU incorporating demographic challenges throughout the policy spectrum, including in its budget headings, in order to enable the development of adequate policies; considers that the impact of public policies in demography should be taken into account and subject to impact assessments;
Amendment 131 #
2020/2039(INI)
Motion for a resolution
Subheading 7 c (new)
Subheading 7 c (new)
Calls on the Commission once more to propose a strategy on demographic change which prioritises the following fields: decent employment, work-life balance, the territorial aspect of policies promoting economic activity and employment, the adequate provision of social services of general interest in all territories, local public transport, adequate care for dependent persons and long-term care, and good-quality labour conditions, paying special attention to new forms of work and their social impact;
Amendment 132 #
2020/2039(INI)
Motion for a resolution
Subheading 7 d (new)
Subheading 7 d (new)
Highlights the importance of having family friendly labour legislation that enables satisfactory work life-balance; underlines, in this respect, the role of social partners and the importance of collective bargaining;
Amendment 133 #
2020/2039(INI)
Motion for a resolution
Subheading 7 e (new)
Subheading 7 e (new)
Stresses that cohesion policy should promote the employability and inclusion of women, especially mothers who struggle with finding employment; stresses the importance of helping young mothers to return to work, namely by providing affordable childcare facilities for children of all ages and promoting policies of shared responsibility;
Amendment 134 #
2020/2039(INI)
Motion for a resolution
Subheading 7 f (new)
Subheading 7 f (new)
Highlights the need to support young families, improving the conditions for them to have children; notes that, according to the 2018 assessment, the Barcelona target of having 90% of the children from 3 to mandatory school age in formal childcare or attending preschool was not reached; stresses the importance of having access to affordable childcare facilities for young families to decide to have children;
Amendment 135 #
2020/2039(INI)
Motion for a resolution
Subheading 7 g (new)
Subheading 7 g (new)
Considers that that the EU should support migration and inclusion policies in the Member states, in respect for the rights and competencies of those Member States, as well as the subsidiarity principle, in order to minimise negative demographic trends; considers that local and regional bodies should be incentivized to implement successfully integration policies on the ground; takes the view that local and regional authorities should be active participants in measures taken to address demographic challenges;
Amendment 136 #
2020/2039(INI)
Motion for a resolution
Subheading 7 h (new)
Subheading 7 h (new)
Underlines the importance of existing initiatives such as the European Innovation Partnership on Active and Healthy Ageing, Ambient Assisted Living and the EIT Digital and Health Knowledge Innovation Communities; calls on the Commission to take into account the solutions already developed by these initiatives for accommodating the demographic shift and when addressing the demographic challenges faced by European regions; stresses the importance of the European Qualifications Framework for Lifelong Learning as a way of supporting education and training in areas at risk of depopulation;
Amendment 143 #
2020/2039(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Stresses that local and regional authorities should play a decisive role in developing territorial strategies, taking into consideration the development needs and the potential of the areas concerned, including the economic, social and demographic trends; points out that Integrated Territorial Investments (ITI) and community-led local development strategies are a useful tool that can be used to create jobs and increase accessibility to services at local level;
Amendment 154 #
2020/2039(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Recalls the need for strategies aimed at reversing labour migration; calls on local and regional authorities to tackle the brain drain in ‘sending’ regions through prevention, mitigation and appropriate responses; using the means provided by cohesion policies; underlines in this context that there are already several initiatives in various Member States, such as incentives for workers with highly specialised skills, aimed at turning the brain drain into a brain gain for the regions in question;
Amendment 157 #
2020/2039(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Supports the development of dedicated incentive schemes to attract young people to rural and semi-urban areas; furthermore, encourages measures that to improve labour participation, especially for women and people with disabilities and the promotion of training tailored to the needs, potential and strengths of each individual region;
Amendment 158 #
2020/2039(INI)
Motion for a resolution
Paragraph 18 b (new)
Paragraph 18 b (new)
18b. Considers that the transport network can play a decisive role in answering to demographic change, by reinforcing rural-urban connectivity and combating territorial fragmentation, providing for inclusive and sustainable growth through targeted investments as well as facilitating access to high-quality public services that consolidate population; highlights, in this regard, the importance of improving transport infrastructure, supporting the transition to sustainable and smart transport networks, strengthening interoperability in transport systems, and guaranteeing better local and public transports to incorporate demographic changes and their impact in mobility policy;
Amendment 159 #
2020/2039(INI)
Motion for a resolution
Paragraph 18 c (new)
Paragraph 18 c (new)
18c. Encourages policy makers at local regional and national level to promote the concept of the "economy of well-being", contributing to a virtuous economic cycle, helping sustain long-term investments into wellbeing; additionally, encourages the promotion of healthy and active ageing which, combined with the economy of wellbeing and measures targeted at improving the quality of life and combat loneliness, can boost growth in regions with a predominantly ageing population;
Amendment 164 #
2020/2039(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Stresses that the COVID-19 health crisis has affected all Member States and regions to different extents, and is likely to lead to new trends as regards demographic flows; recalls in this context that the additional resources provided through REACT-EU in order to ensure a sound and robust recovery of the EU’s economy from the crisis could significantly help to keep people in employment, including through support for small and medium-size enterprises and for short-time work schemes and the self-employed, although this is only a temporary instrument;
Amendment 173 #
2020/2039(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Recalls that the Recovery and Resilience Facility will provide large-scale financial support to make Member States’ economies more resilient and better prepared for the future, and insists that Member States should propose measures for addressing demographic change; investing in the most vulnerable areas; highlights the importance of the instruments for a transition to sustainability such as the Just Transition Fund and its implementation mechanism, which aim to support the communities affected by the energy transition and avoid the risk of depopulation;
Amendment 177 #
2020/2039(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Reiterates the need for further simplification of cohesion policy instrumentplace-based and integrated approaches of cohesion policy, Common Agricultural Policy national strategic plans, and national recovery strategic plans in order to allow for an easier, but at the same time sound management of financial resources and for maximising synergies among the various EU funds and integrated tools; emphasises the need to reduce red tape and ensure coherent legislation throughout the project implementation process;
Amendment 188 #
2020/2039(INI)
Motion for a resolution
Paragraph 22 a (new)
Paragraph 22 a (new)
22a. Recalls that the European Parliament, in its own position on the European Regional Development Fund and Cohesion Fund (27 March 2020) states that the objectives of the ERDF CF include that of supporting urban and rural areas with geographical or demographic handicaps. It also includes that Member states shall allocate provisions of EU financial support for projects that promote environmentally sustainable and socially inclusive economic development in the regions concerned;
Amendment 195 #
2020/2039(INI)
Motion for a resolution
Paragraph 22 b (new)
Paragraph 22 b (new)
22b. Maintains the EP stand that particular support should be given to NUTS level 3 areas or clusters of local administrative units with a population density of below 12.5 inhabitants per km2 for sparsely populated areas, or with an average population decrease of more than1% between 2007 and 2017, which should be subject to specific regional and national plans to enhance attractiveness, increase business investment and boost the accessibility of digital and public services, including a fund in the Structural Fund cooperation agreement;
Amendment 196 #
2020/2039(INI)
Motion for a resolution
Paragraph 22 c (new)
Paragraph 22 c (new)
22c. Welcomes the ERDF CF Regulation new article 8 a) which call for national plans to support regional and local areas facing continuous demographic decline, including financial allocations to increase attractiveness, boost business investment and improve accessibility of digital and public services; these national plans should be aligned with the European Commission report on the impact of the demographic change in the EU and the Long-Term Vision for Rural Areas;
Amendment 229 #
2020/2039(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Considers it appropriate to involve regional and local authorities in long-term cooperative governance and planning initiatives at various levels; asks the Commission and the Member States to disseminate good practices on the use and benefits of this type of governance and of planning tools to support polycentric developmentuse the instrument of territorial impact assessment (TIA) to further design EU and national policies that are affecting demographic change;
Amendment 236 #
2020/2039(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Encourages policymakers at regional and national level to investuse the new Recovery and Resilience Facility to invest in the broadband extension in order to foster in the knowledge economy, as well as in providing high quality public services and incentives, tohat maintain high- skilled workers and to develop research centres in the different regionpromote the triple helix to ensure the attractiveness of the depopulated areas;
Amendment 243 #
2020/2039(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
27. Recommends developing the so- called ‘oasis strategies’ focusing on the most successful, vibrant and growing sectors, by exploiting the local potential for development of the region; calls on the local and regional authorities to invest the Youth Guarantee Initiative focused on attracting young, trained and talented workers, encouraging entrepreneurship, using local, national and EU incentives; underlines the role of the ‘silver economy’ as a policy shift for rural areas, turning the issue of population ageing into an opportunity for the development of rural areas;
Amendment 246 #
2020/2039(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Stresses the need for a wider territorial perspective in line with the new 'Leipzig Charter: The Transformative Power of Cities for the Common Good' and the 'Territorial Agenda 2030' to reinforce urban networks of second-tier cities and smaller towns, in order to harness their significant potential to buttress territorial, economic and social cohesion beyond their immediate boundaries, through greater urban-rural linkages, functional areas, and regional cooperation;
Amendment 248 #
2020/2039(INI)
Motion for a resolution
Paragraph 28 a (new)
Paragraph 28 a (new)
28a. Asks the European Commission Statistic Office to provide data on the situation of quality of life indicators at NUTS 3 and LAU level to monitor the impact of demographic challenge on the territories; highlights the possibility for Member states to use the Recovery and Resilient Facility to modernise the capacity of data collection at those levels to ensure that national investment policies and European data reflect the real situation in these territories;
Amendment 252 #
2020/2039(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Insists that investments should be focused on information and communication technology, since this has the potential to reduce the distance between the users and to attract high- skilled workers in order to avoid the digital divide and ensure digital cohesion; stresses the importance of funding the infrastructures, the development and uptake of these technologies among companies and schools in rural and isolated regions and regions in industrial transition;
Amendment 276 #
2020/2039(INI)
Motion for a resolution
Paragraph 34
Paragraph 34
34. Calls on the Commission to ensure that the initiative on the long-term vision for rural areas includes practical solution and means of support to address demographic changes; invites the Commission, in agreement with the Member States, to propose a ‘new deal’ on demographics in the EU as a multi-level policy approach which materialises in a European Strategy on Demographic Trends; The future Conference of the Future of Europe should propose a definition of the areas which suffer from severe and permanent natural or demographic handicaps mentioned in the article 174 (TFEU)in order to ensure a long-term support of the EU key policies from a place-based approach;
Amendment 282 #
2020/2039(INI)
Motion for a resolution
Paragraph 34 a (new)
Paragraph 34 a (new)
34a. Notes that diversity of administrative competences within each Member states results in the impossibility of a one-size-fits-all type of solution to address demographic challenges; suggests the creation of an independent body involved in the economic and social development of demographically fragile areas. This body should enjoy a high degree of organisational autonomy;
Amendment 2 #
2020/2023(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Stresses that the envisaged partnership should provide continued connectivity for all modes of transport subject to reciprocity and should ensure a level playing field, in particular with regard to social, employment and, safety, environmental standards as well as state aid;
Amendment 36 #
2020/2023(INI)
Draft opinion
Paragraph 12
Paragraph 12
12. Considers that the envisaged partnership should include the right of transit of laden journeys from the territory of one party to the territory of the same party through the territory of the other party;, as well as the right to cabotage operations on the territory of the respective other party, based on the principle of reciprocity.
Amendment 38 #
2020/2023(INI)
Draft opinion
Paragraph 12
Paragraph 12
12. Considers that the envisaged partnership should include the right of transit of laden and unladen journeys from the territory of one party to the territory of the same party through the territory of the other party;
Amendment 43 #
2020/2023(INI)
Draft opinion
Paragraph 13
Paragraph 13
13. Considers that the envisaged partnership should include a level playing field in the areas of, in particular, work, driving, break and rest time, tachographs, vehicle weights and dimensions;
Amendment 51 #
2020/2023(INI)
Draft opinion
Paragraph 16
Paragraph 16
16. Stresses that the envisaged partnership should ensure free and equal market access for the international maritime transport sector with an appropriate level playing field in the fiscal, environmental, social and other regulatory domains. The partnership should include continued reciprocal market access to the offshore sector and domestic trade. If the EU decides to open access to intra-EU cabotage, the UK must also allow EU Member States to allow short sea shipping between two UK ports.
Amendment 56 #
2020/2023(INI)
Draft opinion
Paragraph 16 a (new)
Paragraph 16 a (new)
16 a. Emphasises that the envisaged partnership should aim for alignment in legislation relating to maritime affairs without compromising the high environmental and social standards of the EU.
Amendment 70 #
2020/2018(INL)
Draft opinion
Paragraph 7
Paragraph 7
7. Calls on the Commission to come up with a comprehensive framework to align thedirective to guarantee fair working conditions ofor platform workers with those of regular employees, including the right to exercise the freedom of association and collective bargaining, the right to strike, having a say in the functioning of applications and rating mechanisms, compliance with health and safety regulations and the rules on maximum working periods, and the provision of obligatory training and education as well as any required protection gear at the expense of the platform;
Amendment 82 #
2020/2018(INL)
Draft opinion
Paragraph 8
Paragraph 8
8. Emphasizes the need for transparency on availability, service, pricing, and advertising in Transport and Tourism platforms, specifically on algorithms affecting service, pricing, and advertising. .
Amendment 66 #
2020/0380(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) Following the end of the transition period, barriers to trade and to cross-border exchanges between the Union and the United Kingdom will be present. Bhave become a reality with broad and far-reaching consequences for businesses, citizens and public administrations are expected. Those consequences are unavoidable and stakeholders need to make sure that they are ready for them.
Amendment 74 #
2020/0380(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The Union is committed to mitigating the economicnegative economic and social impact of the withdrawal of the United Kingdom from the Union and to show solidarity with all Member States, especially the moworst affected ones, including their regions and local communities, if applicable, in such exceptional circumstances.
Amendment 82 #
2020/0380(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) A Brexit Adjustment Reserve (the ‘Reserve’) should be established to provide support to counter adverse consequences in Member States, regions and sectors, in particular those that are worst affected by the withdrawal of the United Kingdom from the Union, and thus to mitigate the related negative impact on the economic, social and territorial cohesion. It should cover in whole or in part the additional public and private expenditure incurred by Member States for measures specifically taken to mitigate those consequences.
Amendment 84 #
2020/0380(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) It is the opinion that Member States benefitting from the Brexit Adjustment Reserve have to provide all of the necessary public support evidence to maintain and create quality jobs where employment was negatively affected or lost due to the withdrawal of the UK from the EU.
Amendment 95 #
2020/0380(COD)
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) Considers that special attention in the allocation of the means of this Reserve should be given by the Member States to small and medium-sized enterprise as, contrary to most large companies, they are less prepared and have fewer resources to tackle e.g. regulatory burdens and transportation difficulties.
Amendment 98 #
2020/0380(COD)
Proposal for a regulation
Recital 5 b (new)
Recital 5 b (new)
(5b) Member States should rely on their regional public entities, if applicable, to select the adversely affected sectors and businesses while implementing the financial support from the Reserve.
Amendment 112 #
2020/0380(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) Calls on the European Commission to provide the European Parliament with an impact assessment on the fluctuation of the British pound (GBP) in relation to the euro (EUR) in order to highlight the adverse consequences of the UK’s withdrawal on EU businesses and economic sectors, beginning 1 January 2019, the start of the reference period for financial contribution from the Reserve.
Amendment 117 #
2020/0380(COD)
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8a) Member States, together with the European Commission, while implementing the Brexit Adjustment Reserve, have to seek to establish synergies with support received from the European Structural Funds, as well as to avoid overlaps between the use of this Reserve and Structural Funds.
Amendment 140 #
2020/0380(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) To ensure equal treatment of all Member States and consistency in the evaluation of the applications, the Commission should assess the applications in a package. It should look in particular into the eligibility and the accuracy of the expenditure declared, the direct link of the expenditure with measures taken to address the adverse consequences of the withdrawal and the measures put in place by the Member State concerned to avoid double funding. Upon assessment of the applications for a financial contribution from the Reserve, the Commission should clear the pre- financing paid, and recover the unused amount. In order to concentrate the support on Member States moworst affected by the withdrawal, where the expenditure in the Member State concerned, accepted as eligible by the Commission, exceeds the amount paid as pre-financing and 0.06% of the nominal Gross National Income (GNI) for 2021 of the Member State concerned, it should be possible to allow for a further allocation from the Reserve to that Member State within the limits of the financial resources available. Given the extent of the expected economic shock, the possibility to use the amounts recovered from the pre-financing for the reimbursement of additional expenditure by Member States should be provided for.
Amendment 152 #
2020/0380(COD)
Proposal for a regulation
Recital 18 a (new)
Recital 18 a (new)
(18a) In their efforts to support their adversely affected sectors and regions, Member States should apply the principles laid down in the European Code of Conduct on Partnership.
Amendment 166 #
2020/0380(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
The Reserve shall provide support to counter the adverse consequences of the withdrawal of the United Kingdom from the Union in Member States, regions and sectors, in particular thosmall and medium- sized enterprises that are worst affected by that withdrawal, and to mitigate the related impact on the economic, social and territorial cohesion.
Amendment 193 #
2020/0380(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point a
Article 5 – paragraph 1 – point a
(a) measures to assist in particular small and medium-sized businesses and local communities adversely affected by the withdrawal;
Amendment 210 #
2020/0380(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point d a (new)
Article 5 – paragraph 1 – point d a (new)
(da) measures to facilitate the integration of returning EU workers from the UK, by way of social programs for job searching;
Amendment 251 #
2020/0380(COD)
Proposal for a regulation
Article 7 – paragraph 3 a (new)
Article 7 – paragraph 3 a (new)
Amendment 325 #
2020/0380(COD)
Proposal for a regulation
Article 13 – paragraph 5 a (new)
Article 13 – paragraph 5 a (new)
5a. The European Commission shall submit to the European Parliament and Council a detailed report by June 2023 on the implementation process of this regulation; following such a report, the European Parliament and Council may ask the European Commission to fine- tune this implementation process of the Reserve.
Amendment 326 #
2020/0380(COD)
Proposal for a regulation
Article 15 – paragraph 1
Article 15 – paragraph 1
Member States shall be responsible for informing and publicising to Union citizens the role, the results and impact of the Union contribution from the Reserve through information and communication actions. To alleviate the negative impact on businesses and economic sectors, and to avoid administrative bottlenecks, Member States should strengthen their information campaigns to raise awareness about the new rules in place after the withdrawal of the UK from the EU.
Amendment 377 #
2020/0380(COD)
Proposal for a regulation
Annex II – table 1 – column 2 – row 8
Annex II – table 1 – column 2 – row 8
Amendment 378 #
2020/0380(COD)
Proposal for a regulation
Annex II – table 1 – column 2 – row 15.4
Annex II – table 1 – column 2 – row 15.4
Measures to support employmentjob protection and creation through short-time work schemes, re-skilling and training in adversely affected sectors
Amendment 91 #
2020/0101(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) For the ESF, Member States should primarily use the additional resources to support job maintenance, including through short-time work schemes and support to self-employed, job creation, in particular for people in vulnerable situations, support to youth employment measures, education and training, skills development and to enhance access to social services of general interest, including for children. It should be clarified that in the present exceptional circumstances support to short-time work schemes for employees and the self- employed in the context of the COVID-19 pandemic can be provided even when that support is not combined with active labour market measures, unless the latter are imposed by national law. Union support to those short-time work schemes should be limited in time. and should be conditional on maintaining the same level of working and employment conditions and rights, including protection against lay-offs and reduction of wages, and no bonuses to managers or dividends to shareholders. As public means are being used to uphold employment levels, recipients of Union support should not be based in tax havens, and should not subvert collective bargaining, workers’ participation or codetermination in company decision- making processes.
Amendment 125 #
2020/0101(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) With a view to allow the targeting of these additional resources to the geographic areas where they are most needed, as an exceptional measure and without prejudice to the general rules for allocating Structural Funds resources, the additional resources allocated to the ERDF and the ESF are not to be broken down per category of region. However, Member States are expected to take into account the different regional needs and development levels in order to ensure that focus is maintained on less developed regions, in accordance with the objectives of economic, social and territorial cohesion set out in Article 173 TFEU. Member States should also involve local and regional authorities, as well as relevant bodies representing civil society, in accordance with the partnership principles. Member States should also involve local and regional authorities, as well as relevant bodies representing social partners and civil society, including non- governmental organisations and bodies responsible for promoting social inclusion, gender equality and non- discrimination, in accordance with the partnership principles.
Amendment 196 #
2020/0101(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Regulation (EU) No 1303/2013
Article 92 b – paragraph 8 – subparagraph 4
Article 92 b – paragraph 8 – subparagraph 4
For the ESF, the additional resources shall primarily be used to support job maintenance, including through short-time work schemes and support to self- employed, even when that support is not combined with active labour market measures, unless the latter are imposed by national law. The additional resources shall also support job creation, in particular for people in vulnerable situations, youth employment measures, education and training, skills development, in particular to support the twin green and digital transitions, and to enhance access to social services of general interest, including for children. Union support to those short- time work schemes shall be limited in time and shall be conditional on maintaining the same level of working and employment conditions and rights including protection against lay-offs and reduction of wages. Recipients of Union support shall by no means pay bonuses to managers or dividends to shareholders, be based in tax havens, or subvert collective bargaining, workers’ participation or codetermination in company decision making processes.
Amendment 75 #
2020/0036(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) A fixed long-term objective is crucial to contribute to economic and societal transformation, jobs, growth, and the achievement of the United Nations Sustainable Development Goals, as well as to movereach in a fair and cost-effective manner towards the temperature goal of limiting global warming to well below 2°C above pre- industrial levels and pursuing efforts to limit it to 1, 5°C above pre-industrial levels, as set out in 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’).
Amendment 85 #
2020/0036(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) AIn 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.it is crucial to achieve a comprehensive transition of the whole transport sector, including aviation and maritime transport, towards sustainable zero- emissions mobility while protecting the rights of workers and their social conditions and ensuring affordable mobility for all. The ‘polluter pays’ principle should be a key factor in this regard. 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. Whereas emissions have substantially decreased in the energy sector since 1990, greenhouse gas emissions from the transport sector have increased. The challenges in the transport sector are not limited to road or rail, but include the inland water transport, maritime and aviation sectors as well The digital transformation, technological innovation, and research and development are also important drivers for achieving the climate- neutrality objective.
Amendment 108 #
2020/0036(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The European Parliament called forhas declared a climate and environment emergencyand repeatedly called on the Commission and Member States to increase climate action to facilitate 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.
Amendment 114 #
2020/0036(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The Union should aim to achieve a balance between anthropogenic economy- wide emissions and removals, through natural and technological solutions, of greenhouse gases domestically within the Union and at Member State level by 2050. The Union-wide 2050 climate-neutrality objective should be pursued by all Member States collectively, and the Member States,and they should, together with the European Parliament, the Council and the Commission should take the necessary measures to enable its achievement. Measures at Union level will constitute an important part of the measures needed to achieve the objective. also at Member State level. After 2050, the Union and all Member States should continue to reduce emissions so as to ensure that removals of greenhouse gases exceed emissions
Amendment 133 #
2020/0036(COD)
Proposal for a regulation
Recital 15
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 affordabilithe social, economic and environmental costs of inaction or insufficient action; energy and food security and affordability whilst particularly taking into account the need to combat energy poverty; 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 so nobody is left behind in accordance with the 2015 International Labour Organization's guidelines for a just transition towards environmentally sustainable economies and societies for all; 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.
Amendment 146 #
2020/0036(COD)
Proposal for a regulation
Recital 17
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’saise the 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’sto 65% emission reductions compared with 1990 and determine an appropriate 20340 target, it should make proposals to the European Parliament and to the Council to amend this Regulation as appropriate according to what is necessary to reach the climate neutrality target. 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 650 to 55 % compared to 1990. _________________ 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).
Amendment 153 #
2020/0036(COD)
Proposal for a regulation
Recital 17 a (new)
Recital 17 a (new)
(17 a) To ensure that the Union and all Member States remain on track to reach the climate-neutrality objective, and to ensure predictability and confidence for all economic actors, including businesses, workers and trade unions, investors and consumers, the Commission should explore options for setting a Union 2040 climate target and make legislative proposals to the European Parliament and to the Council as appropriate.
Amendment 159 #
2020/0036(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) To ensure the Union and theall Member States remain on track to achieve the climate-neutrality objective and progress on adaptation, the Commission should regularly assess progress. 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 accordance with the Treaties. 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 objective or inadequate to enhance adaptive capacity, strengthen resilience and reduce vulnerability to climate change. Where a Member State fails to implement the measures in response to the Commission’s recommendations, the Commission should take the necessary measures in accordance with the Treaties and should make these measures publicly available
Amendment 191 #
2020/0036(COD)
Proposal for a regulation
Recital 23 a (new)
Recital 23 a (new)
(23 a) To ensure a clear pathway towards zero-emission mobility as set out in the European Green Deal, the Commission should significantly reduce free allowances allocated to the aviation sector in the EU ETS and consider that any action, or lack of action, taken at global level should not hinder the EU’s ability to take more ambitious actions of its own;
Amendment 195 #
2020/0036(COD)
Proposal for a regulation
Recital 23 b (new)
Recital 23 b (new)
(23 b) Internationally, CO2 emissions from maritime transport are projected to increase by 50% to 250% in the period to 2050. CO2 emissions from maritime transport are also growing rapidly in the Union, increasing by 48% between 1990 and 2008. Without action to tackle emissions from maritime transport, such emissions are expected, by 2050, to increase by 86% above 1990 levels, which would undermine the climate efforts undertaken by other sectors, the Union's objective of becoming an economy with net-zero greenhouse gas emissions by 2050 at the latest, and the goal of the Paris Agreement. Currently, the maritime transport is the only sector not expressly addressed by a Union emission reduction objective or specific mitigation measures.
Amendment 200 #
2020/0036(COD)
Proposal for a regulation
Recital 23 c (new)
Recital 23 c (new)
(23 c) There is an urgent need for enhanced action to tackle maritime emissions and to include the maritime transport sector in the EU Emissions Trading System (EU ETS), in addition to the adoption of other measures, like the greening of ports, ensuring that the maritime transport sector contributes to the efforts of reaching the Union's 2050 economy-wide climate neutrality target as well as the 2030 and 2040 targets.
Amendment 201 #
2020/0036(COD)
Proposal for a regulation
Recital 23 d (new)
Recital 23 d (new)
(23 d) The Union should continue its efforts to strengthen the circular economy and further support renewable alternatives that can substitute fossil-fuel based products and materials. In this regard, the Union should encourage the use of sustainable alternative fuels especially in those sectors where the potential of cutting emissions is higher, such as the aviation and maritime ones. Fuel standards should add to a transition that cannot be driven exclusively by a market-based system.
Amendment 203 #
2020/0036(COD)
Proposal for a regulation
Recital 23 e (new)
Recital 23 e (new)
(23 e) In order to the achieve the objective of climate neutrality by 2050 as set out in the European Green Deal, the Commission should also strengthen the specific legislation on CO2 emissions performance standards for cars, vans and trucks, come up with specific measures to pave the way for the electrification of road transport, and take initiatives to ramp up the production and deployment of sustainable alternative fuels.
Amendment 204 #
2020/0036(COD)
Proposal for a regulation
Recital 23 f (new)
Recital 23 f (new)
(23 f) Ensure sufficient investments in developing appropriate infrastructure for zero-emission mobility, including intermodal platforms and reinforcing the role of the Connecting Europe Facility (CEF) in supporting the transition towards smart, sustainable and safe mobility in the EU, should also be considered;
Amendment 205 #
2020/0036(COD)
Proposal for a regulation
Recital 23 g (new)
Recital 23 g (new)
(23 g) The connectivity of the European railway network, in particular international connections, to make passenger transport by rail more attractive for medium and long distance travels and improvements to the capacity of railways and inland waterways for freight, should be at the core of the EU legislative action.
Amendment 206 #
2020/0036(COD)
Proposal for a regulation
Recital 23 h (new)
Recital 23 h (new)
(23 h) The TEN-T infrastructures have a strategic role in order to contribute to the achievements of the climate neutrality targets. It is of key importance to have such corridors finalised as soon as possible, also with the view of pushing for a further switch from road to railway transport particularly for commercial transportation of goods and for commercial purposes
Amendment 222 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 1
Article 2 – paragraph 1
1. Union-wide emissions and removals of greenhouse gases regulated in Union law shall be balanced in the Union at the latest by 2050, thus reducing emissions to net zero by that date. Each Member State shall reach net zero emissions within its territory by 2050 at the latest.
Amendment 227 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 1 a (new)
Article 2 – paragraph 1 a (new)
1 a. As from 1 January 2051, removals of greenhouse gases shall exceed emissions in the Union and all Member States.
Amendment 231 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 2
Article 2 – paragraph 2
2. The relevant Union institutions and the Member States shall take the necessary measures at Union and national level respectively, to enable the collective achievement of the climate-neutrality objective set out in paragraph 1, taking into account the importance of promoting fairness and solidarity among Member States, economic actors and citizens, ensuring a just transition leaving no one behind.
Amendment 250 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 3
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 ofto achieve the climate-neutrality objective set out in Article 2(1), and explore options for a new 2030 target of 50 to 565% emission reductions compared to 1990. Where tThe Commission considers that it is necessary to amend that target, it shall make proposals to the European Parliament and to the Council as appropriateccordingly.
Amendment 258 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 4
Article 2 – paragraph 4
4. By 30 June 2021, the Commission shall assess how all of the Union legislation implerelevant for the fulfilmenting of the Union’s 2030 climate target would need to be amended in order to enable the achievement of 650 to 55 % emission reductions compared to 1990 and to achieve the climate-neutrality-objective set out in Article 2(1), and consider takingtake the necessary measures, including the adoption of legislative proposals, in accordance with the Treaties. The Commission shall in particular evaluate the options for aligning emissions from aviation and maritime transport with the 2030 target and the 2050 climate-neutrality objective in order to reduce these emissions to net zero by2050 at the latest and shall present legislative proposals as appropriate.
Amendment 272 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 4 a (new)
Article 2 – paragraph 4 a (new)
4 a. By 30 September 2025, the Commission shall, in light of the climate- neutrality objective set out in Article 2(1) and following a detailed impact assessment, explore options for setting a Union 2040 target for climate and shall make proposals to the European Parliament and to the Council as appropriate.
Amendment 274 #
2020/0036(COD)
Proposal for a regulation
Article 2 – paragraph 4 b (new)
Article 2 – paragraph 4 b (new)
4 b. No later than 18 months after the adoption of the 2040 climate target, the Commission shall assess how all of the Union legislation relevant for the fulfilment of that target would need to be amended and shall consider taking the necessary measures, including the adoption of legislative proposals, in accordance with the Treaties.
Amendment 336 #
2020/0036(COD)
Proposal for a regulation
Article 3 – paragraph 3 – point j a (new)
Article 3 – paragraph 3 – point j a (new)
(j a) An encompassing cross-sectoral approach with adequate consideration of the indicators concerned with the climate performance of specific sectors, notably transport and mobility;
Amendment 345 #
2020/0036(COD)
Proposal for a regulation
Article 3 a (new)
Article 3 a (new)
Article 3 a Union carbon budget By 30 June 2021, the Commission shall establish a Union carbon budget and make legislative proposals to the European Parliament and the Council as appropriate.
Amendment 395 #
2020/0036(COD)
Proposal for a regulation
Article 6 – paragraph 3 a (new)
Article 6 – paragraph 3 a (new)
3 a. Where a Member State fails to comply with the obligations under paragraph 3, or fails to implement the measures in response to the Commission's recommendation, the Commission shall take the necessary measures in accordance with the Treaties.
Amendment 33 #
2020/0035(COD)
Proposal for a decision
Recital 1 a (new)
Recital 1 a (new)
(1a) The recent experiences during the COVID-19 pandemic demonstrated the importance of rail as being a stable, safe and a more resilient transport mode for freight and passenger transport. This is largely based on the employees who continued working under difficult, dangerous and uncertain conditions to ensure that medical supplies and essential goods are transported across Europe.
Amendment 36 #
2020/0035(COD)
Proposal for a decision
Recital 4
Recital 4
(4) In line with the objectives set out in the Commission Communication on the European Green Deal, there is a need to transform the Union economy and to rethink policies, in particular in the field of transport and mobility, which implies accelerating the shift to sustainable and smart mobility. Transport accounts for a quarter of the Union’s greenhouse gas emissions, and still growing. To achieve climate neutrality, a 90% reduction in transport emissions is needed by 2050. Achieving sustainable, intermodal transport means putting users first and providing them with more affordable, accessible, healthier and cleaner alternatives to their current mobility habits encouraging those already using sustainable transport modes such as walking, cycling and public transport. Achieving sustainable transport means as well putting transport workers first who are essential workers and deliver quality transport services to the benefit of users only when quality working conditions are realized. The European Green Deal implies to accelerate the shift to sustainable and smart mobility to address these challenges. In particular, a substantial part of the 75% of inland freight carried today by road should shift onto rail and inland waterways.
Amendment 48 #
2020/0035(COD)
Proposal for a decision
Recital 5 a (new)
Recital 5 a (new)
(5a) The COVID-19 pandemic has hit rail and the public transport sector exceptionally hard. The sector experienced an unprecedented decline in passenger numbers in international and long distant services as well as in regional, suburban and urban services. Despite the operational and financial constraints the sector maintained crucial connections for both people and the transport of essential goods. Rail and public transport play a key role in the economic recovery and are amongst the most sustainable transport means. Therefore the European Year of Rail should encourage citizens to use rail and public transport again.
Amendment 61 #
2020/0035(COD)
Proposal for a decision
Recital 6
Recital 6
(6) By connecting the Union’s main transport routes with its rural areas, regions, peripheral regions and territories, the rail sector contributes to social, economic and territorial cohesion.
Amendment 79 #
2020/0035(COD)
Proposal for a decision
Recital 7
Recital 7
(7) While the share of passenger rail in the Union land transport has only slightly increased since 2007, the share of freight has decreased. Many obstacles remain to achieve a true Single European Rail Area, including in respect of the need to minimise noise. Overcoming these obstacles together with cost reduction and accelerated innovation will allow rail to realise its full potential. Rail therefore needs a further boost to become more attractive to travellers, employees and businesses alike.
Amendment 82 #
2020/0035(COD)
Proposal for a decision
Recital 7 a (new)
Recital 7 a (new)
(7a) To increase the usage of rail services a comprehensive strategy needs to include a door-to-door approach and thus the use of public transport.
Amendment 86 #
2020/0035(COD)
Proposal for a decision
Recital 7 b (new)
Recital 7 b (new)
(7b) There were 979 railway companies employing over 660,000 people in the European Union in 20161a. Making the rail sector the third biggest employer of all modes of transport; in order to reach its full potential, it needs to diversify its workforce and attract women and young workers in particular. It is essential to deliver optimal transport services to the benefit of users, with rail employees enjoying quality working conditions; _________________ 1a European Commission (2019), Statistical Pocketbook: EU Transport in figures, p. 26-27.
Amendment 104 #
2020/0035(COD)
Proposal for a decision
Article 2 – paragraph 1 – point a
Article 2 – paragraph 1 – point a
(a) promote rail, including urban and suburban rail, as a sustainable, innovative and safe mode of transport, in particular by highlighting the role of rail and public transport as a game changer to help reaching the Union’s climate neutrality objective by 2050 and by reaching out to the wider public, especially youth;
Amendment 113 #
2020/0035(COD)
Proposal for a decision
Article 2 – paragraph 1 – point b
Article 2 – paragraph 1 – point b
(b) highlight the European, cross- border dimension of rail and its crucial role for sustainable tourism, that brings citizens closer together, allows them to explore the Union in all its diversity, fosters cohesion and contributes to integrate the Union internal market;
Amendment 122 #
2020/0035(COD)
Proposal for a decision
Article 2 – paragraph 1 – point c
Article 2 – paragraph 1 – point c
(c) enhance the contribution of rail to Union economy, industry and society, covering in particular aspects related to regional development, industrial competitiveness, sustainable tourism, innovation, social sustainable employment, education, youth and culture, and improving accessibility for persons with disabilities;
Amendment 143 #
2020/0035(COD)
Proposal for a decision
Article 2 a (new)
Article 2 a (new)
Article 2a Emphasise the importance of urban rail and public transport in urban areas that guarantee a sustainable first and last mile option for travellers and daily sustainable transport solutions for commuters.
Amendment 154 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 – point c
Article 3 – paragraph 1 – point c
(c) sharing experience and good practices of national, regional and local authorities, civil society, business, trade unions and schools on promoting the use of rail and public transport and on how to implement behavioural change at all levels;
Amendment 166 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 a (new)
Article 3 – paragraph 1 a (new)
1a. Encourage and promote initiatives in the public and private sector to promote and facilitate better business-travel patterns and commuting by rail.;
Amendment 167 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 b (new)
Article 3 – paragraph 1 b (new)
1b. Initiatives to simplify ticketing systems and carriage regulations;
Amendment 169 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 c (new)
Article 3 – paragraph 1 c (new)
1c. Promote the attractiveness of the railway profession , promote equal pay at the same place, reconciliation of work and private life, career development, protection against abuse and fair conditions of service;
Amendment 171 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 d (new)
Article 3 – paragraph 1 d (new)
1d. Cooperation with European rail museums and existing cultural events such as film festivals and art exhibitions;
Amendment 172 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 e (new)
Article 3 – paragraph 1 e (new)
1e. Campaigns to re-establish trust of citizens and passengers to use rail public passenger transport again.
Amendment 184 #
2020/0035(COD)
Proposal for a decision
Article 5 – paragraph 3 – subparagraph 1
Article 5 – paragraph 3 – subparagraph 1
The Commission shall convene regular meetings of stakeholders, social partners 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.
Amendment 33 #
2020/0006(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) In order to be successful, the transition has to be fair and socially acceptable for all. A just climate and energy transition must not leave anyone behind and should create conditions to eradicate energy poverty. Therefore, both the Union and the Member States must take into account its economic and social implications from the outset, and deploy all possible instruments to mitigate adverse consequences. The Union budget has an important role in that regard.
Amendment 52 #
2020/0006(COD)
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9 a) In order to set out an appropriate financial framework for the JTF and to ensure a level playing field, reducing the off-shoring of production and additional funds to deploy policies restricting the emissions the Commission shall introduce a carbon border tax mechanism as an EU own resources.
Amendment 64 #
2020/0006(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) To protect citizens who are most vulnerable to the climate transition, the JTF should also cover the up-skilling and reskilling of the affected workers and self- employed persons whose activity has affected as a result of significant structural changes, with the aim of helping them to adapt to new employment opportunities, as well as providing job- search assistance to jobseekers and their active inclusion into the labour market.
Amendment 73 #
2020/0006(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Joint distribution of funds should be carried out following the principle of "priority regions with high carbon intensity", which includes cumulative those that rely heavily on coal (and coal plants) and GDP per capita below the EU average.
Amendment 85 #
2020/0006(COD)
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
(15a) The territorial just transition plans are to be submitted as soon as possible but not later than one year after the entry into force of this Regulation. That poses an implementation challenge for managing authorities and for the Member States, as the adoption of these plans is necessary to release the funding. Conditional pre- financing for technical assistance should, therefore, be made available before the adoption of the plans in order to alleviate this challenge.
Amendment 142 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point h
Article 4 – paragraph 2 – subparagraph 1 – point h
(h) upskilling and reskilling of workers and self-employed persons;
Amendment 146 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1 – point j
Article 4 – paragraph 2 – subparagraph 1 – point j
(j) active inclusion of jobseekers;, including income support for transitioning workers and mobility grants for workers who need to move for a new job
Amendment 154 #
2020/0006(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2a. Supported activities must meet the following criteria: - Contribution of job creation activities; - Contribution to reducing CO2 emissions; - Contributing to security of supply (eg if it is necessary to replace the phased interrupted power for electricity); -Contribution to the circular economy, air quality, rehabilitation of sites, upgrading and retraining of workers and/or self- employed persons.
Amendment 4 #
2019/2186(INI)
Draft opinion
Recital A
Recital A
A. whereas the platform economy has become an integral and rapidly growing part of the European transport sector; whereas platforms hold potential to facilitate efficiency and productivity improvements and lower barriers to entry into the labour market.
Amendment 25 #
2019/2186(INI)
Draft opinion
Recital B
Recital B
B. whereas precarious self- employment in the platform sector is increasing, particularly for low-skilled platform-determined on-location work1 , including driving and delivery services, which is among the types of platform work raising most concerns on employment and working conditions; _________________ 1Eurofound (2018), Employment and working conditions of selected types of platform work, Publications Office of the European Union, Luxembourg.
Amendment 30 #
2019/2186(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
B a. whereas many platforms have shifted social costs to workers and the public by circumvention of taxes, labour laws and commercial standards for health, safety and environment with grave socio-economic and individual consequences;
Amendment 37 #
2019/2186(INI)
Draft opinion
Recital B b (new)
Recital B b (new)
B b. Whereas the platform industry aggravates problems already existing in the standard labour market such as precarious atypical employment and zero hour contracts and should be tackled as part of a larger problem while ensuring that the solutions explicitly covers platform workers
Amendment 43 #
2019/2186(INI)
Draft opinion
Recital B c (new)
Recital B c (new)
B c. whereas a growing case law of court and administrative decisions find platform workers to be misclassified as self-employed; this misclassification limits the workers’ access to social protection and deprives them of the right to collectively bargain decent wages;
Amendment 45 #
2019/2186(INI)
Draft opinion
Recital B d (new)
Recital B d (new)
Amendment 49 #
2019/2186(INI)
Draft opinion
Recital B e (new)
Recital B e (new)
B e. whereas Council Recommendation 2019/C 387/01 recommends Member States to provide access to adequate social protection to all workers and self- employed persons in Member States;
Amendment 78 #
2019/2186(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Calls on the Member States to implement the Council Recommendation 2019/C 387/01 on access to social protection for workers and the self- employed;
Amendment 103 #
2019/2186(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. draws attention to the Californian Assembly Bill 5 as a strong example of how to define self-employed workers in the Transportation industry using a rebuttable legal assumption
Amendment 111 #
2019/2186(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Emphasises the need for transparency and non-discrimination in transport and tourism platforms, specifically regarding algorithms that affect service, allocation of tasks, pricing, ranking, and advertising;
Amendment 113 #
2019/2186(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Calls on the Commission to investigate the potential of audit requirements on the underlying algorithms of platforms that facilitate employment to ensure non-discrimination and regulatory compliance
Amendment 114 #
2019/2186(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. reminds that workers need to know how pay is determined and tasks are allocated and be given notice in case of change;
Amendment 116 #
2019/2186(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Emphasises the importance to workers of portability and interoperability of data between platforms; calls on Transport and Tourism platforms to ensure that workers have proper access to bringing personal rankings and reviews with them from one platform to another
Amendment 120 #
2019/2186(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
Amendment 126 #
2019/2186(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Emphasises the need for member states to ratify the ILO conventions and strengthen the rights for platform workers to organise in trade unions, to bargain collectively and to co-determine at the company.
Amendment 128 #
2019/2186(INI)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Reminds the Commission to take a holistic approach to solving issues such as bogus self-employment, zero hour contracts and barriers to organising as they are not unique to the platform economy but also affect large numbers of workers in the standard labour market
Amendment 129 #
2019/2186(INI)
Draft opinion
Paragraph 7 c (new)
Paragraph 7 c (new)
7 c. Reminds that women make up only 22% of workers in the transportation industry and also represent a minority of platform workers in the Transport and Tourism industries with anecdotal evidence hinting to female platform workers in the transport industry being affected by worse employment and working conditions than their male counterparts
Amendment 140 #
2019/2186(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
Amendment 210 #
2019/2169(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Welcomes the plan to table an additional recommendation on the prevention of harmful practices, and to launch an EU network on the prevention of both gender-based and domestic violence; requests that the definitions and goals of the Istanbul Convention be applied and that women’s rights and civil society organisations be involved on a continuous basis; highlights the importance of the engagement of local and regional governments in this process; underlines the role of education, including boys’ and men’s, and calls for countering toxic masculinity in this regard;
Amendment 281 #
2019/2169(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Welcomes the Commission’s commitment to table binding measures on pay transparency by the end of 2020 which can be a useful tool to detect gaps and discrimination in the same sector; points out, however, that the issue of equal pay for equal work or work of equal value across different occupational sectors still needs to be addressed to cover differences in pay for work which may not seem comparable at first sight and is performed in sectors that are highly gendered, which often results in lower wages being attributed to sectors which mostly employ women, such as nursing, care, retail, sales and the education sector, compared to, e.g., the manufacturing sector or technical professions highly dominated by men; strongly recommends the inclusion of the principle of equal pay for work of equal value between women and men, which could be defined as follows: ‘Work shall be deemed of equal value if, based on a comparison of two groups of workers which have not been formed in an arbitrary manner, the work performed is comparable, taking into account factors such as the working conditions, the degree of responsibility conferred on the workers, and the physical or mental requirements of the work’; points out that gender-neutral job evaluation tools and classification criteria need to be developed for this purpose in close cooperation with the social partners;
Amendment 390 #
2019/2169(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Reiterates the need for a regular exchange between Member States and the Commission on gender aspects in health, including guidelines for comprehensive sex and relationship education, gender- sensitive responses to epidemics and sexual and reproductive health and rights (SRHR); calls on the Commission to include SRHR in its next EU Health Strategy, and to support Member States in providing high- quality and low-threshold access to healthcare services; calls on the Member States to effectively guarantee safe, timely and full access to sexual and reproductive health and rights (SRHR) and the necessary healthcare services for all women and girls during the COVID-19 pandemic and possible other crisis situations in the future;
Amendment 6 #
2019/0017(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Maritime transport has an impact on the global climate, as a result of carbon dioxide (CO2) emissions and methane slips from shipping. In 2015, it emitted 13% of the total Union greenhouse gas emissions from transport15 . International maritime shipping remains the only means of transportation not included in the Union's commitment to reduce greenhouse gas emissions. _________________ 15https://www.eea.europa.eu/data-and- maps/indicators/transport-emissions-of- greenhouse-gases/transport-emissions-of- greenhouse-gases-10.
Amendment 27 #
2019/0017(COD)
(12) Global IMO DCS provisions on data to be monitored and reported annually should be taken into account so as to ensure that streamlined data is collected for ships' activities falling under both systems. In order to do so, the parameter "deadweight tonnage" should be reported but "cargo carried" should remain on a voluntary basis. "Time at sea" should be replaced by the global IMO DCS definition of “hours underway". Finally, calculation of “distance travelled” should be based on global IMO DCS25 to reduce administrative burden. _________________ 25 IMO Resolution MEPC 282 (70).
Amendment 46 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph -1 (new)
Article 1 – paragraph -1 (new)
Regulation (EU) 2015/757
Article 1
Article 1
(-1) Article 1 is replaced by the following: "Article 1 Subject matter This Regulation lays down rules for the accurate monitoring, reporting and verification of carbon dioxide (CO2) and methane emissions and of other relevant information from ships arriving at, within or departing from ports under the jurisdiction of a Member State, in order to promote the reduction of CO2 emissions from maritime transport in a cost effective manner. " (This amendment applies throughout the text.) Or. en (https://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1582282041119&uri=CELEX:02015R0757-20161216)
Amendment 50 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph -1 a (new)
Article 1 – paragraph -1 a (new)
Regulation (EU) 2015/757
Article 2 – paragraph 1
Article 2 – paragraph 1
(-1a) in Article 2, paragraph 1 is replaced by the following: "1. This Regulation applies to ships above 5 000 gross tonnage in respect of CO2 and methane emissions released during their voyages from their last port of call to a port of call under the jurisdiction of a Member State and from a port of call under the jurisdiction of a Member State to their next port of call, as well as within ports of call under the jurisdiction of a Member State. (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32015R0757)" Or. en
Amendment 59 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 1 a (new)
Article 1 – paragraph 1 a (new)
Regulation (EU) 2015/757
Article 5 – paragraph 2 a (new)
Article 5 – paragraph 2 a (new)
(1a) In Article 5 the following paragraph is added: 2a. By 31 December 2021, the Commission shall adopt delegated acts in accordance with Article 23, in order to supplement this Regulation by further specifying the methods for the reporting of on board methane slips.
Amendment 61 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 3 – point a
Article 1 – paragraph 3 – point a
Regulation (EU) 2015/757
Article 9 – paragraph 1 – point f
Article 9 – paragraph 1 – point f
(f) cargo carried, on a voluntary basis;
Amendment 64 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 5 – point b a (new)
Article 1 – paragraph 5 – point b a (new)
Regulation (EU) 2015/757
Article 11 – paragraph 3 – point xi a (new)
Article 11 – paragraph 3 – point xi a (new)
(ba) a new point (xia) is added to paragraph 3(a): (xia) cargo carried;
Amendment 71 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 5 a (new)
Article 1 – paragraph 5 a (new)
Regulation (EU) 2015/757
Article 21 – paragraph 1
Article 21 – paragraph 1
(5a) Article 21 (1) is replaced by the following: "1. By 30 June each year, the Commission shall make publicly available the information on CO2 emissions reported in accordance with Article 11 as well as the information set out in paragraph 2 of this Article. " Or. en (https://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1582282041119&uri=CELEX:02015R0757-20161216)
Amendment 74 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 6 a (new)
Article 1 – paragraph 6 a (new)
Regulation (EU) 2015/757
Article 21 – paragraph 2 – point k a (new)
Article 21 – paragraph 2 – point k a (new)
(6a) in Article 21 (2) a new point (ka) is added: (ka) cargo carried.
Amendment 76 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 6 b (new)
Article 1 – paragraph 6 b (new)
Regulation (EU) 2015/757
Article 21 – paragraph 2 – point k b (new)
Article 21 – paragraph 2 – point k b (new)
(6b) In Article 21(2), a new point (kb) is added: "(kb) name of the shipowner"
Amendment 77 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 6 c (new)
Article 1 – paragraph 6 c (new)
Regulation (EU) 2015/757
Article 21 – paragraph 2 – point k c (new)
Article 21 – paragraph 2 – point k c (new)
(6c) In Article 21(2), a new point (kc) is added: " (kc) name of the company (if different from the shipowner)"
Amendment 83 #
2017/0360R(NLE)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Urges the European Commission to investigate whether EU cohesion funds have been used by these regions for anti- LGBTI+ propaganda, and if that is the case, calls for suspension of further funding until there are sufficient guarantees that European financial resources will not be used for actions violating EU values.
Amendment 2 #
2016/0062R(NLE)
Motion for a resolution
Citation 4 a (new)
Citation 4 a (new)
— having regard to the Explanatory Report to the Council of Europe Convention on preventing and combating violence against women and domestic violence,
Amendment 4 #
2016/0062R(NLE)
Motion for a resolution
Citation 7
Citation 7
— having regard to Council Directive 2004/113/EC of 13 December 2004 implementing the principle of equal opportunities and equal treatment of men and women in the access to and supply of goods and services4 , which defines and condemns harassment and sexual harassment, _________________ 4 OJ L 373, 21.12.2004, p. 37.
Amendment 7 #
2016/0062R(NLE)
Motion for a resolution
Citation 11 a (new)
Citation 11 a (new)
— having regard to the Council of Europe Convention for the Protection of Human Rights and Fundamental Freedoms, signed in Rome on 4 November 195030, and in particular to Articles 2, 3, 8, 14, and the Protocol No. 12 to the Convention,
Amendment 10 #
2016/0062R(NLE)
Motion for a resolution
Citation 11 b (new)
Citation 11 b (new)
— having regard to the Vienna Declaration and Programme of Action adopted by the 1993 World Conference on Human Rights,
Amendment 12 #
2016/0062R(NLE)
Motion for a resolution
Citation 12 a (new)
Citation 12 a (new)
Amendment 15 #
2016/0062R(NLE)
Motion for a resolution
Citation 14 a (new)
Citation 14 a (new)
— having regard to the Beijing Declaration and Platform for Action adopted by the Fourth World Conference on Women in 1995, and to the subsequent monitoring reports adopted at the United Nations Beijing + 5(2000), Beijing + 10 (2005), Beijing + 15 (2010), Beijing + 20 (2015) and2020 UN Women Report ‘Gender equality: women’s rights in review 25 years after Beijing’,
Amendment 21 #
2016/0062R(NLE)
Motion for a resolution
Citation 16 a (new)
Citation 16 a (new)
— having regard to the 1979 United Nations Convention on the Elimination of All Forms of Discrimination Against Women and its Optional Protocol,
Amendment 32 #
2016/0062R(NLE)
Motion for a resolution
Citation 16 b (new)
Citation 16 b (new)
— having regard to the 1993 United Nations Declaration on the Elimination of Violence against Women,
Amendment 34 #
2016/0062R(NLE)
Motion for a resolution
Citation 16 c (new)
Citation 16 c (new)
— having regard to the CEDW Committee General Recommendations 12, 19 and 35 on violence against women,
Amendment 35 #
2016/0062R(NLE)
— having regard to the United Nations General Assembly 2020 Resolution entitled ‘Intensification of efforts to prevent and eliminate all forms of violence against women and girls,
Amendment 48 #
2016/0062R(NLE)
Motion for a resolution
Citation 30 a (new)
Citation 30 a (new)
— having regard to the Gender Equality Index Reports of the European Institute for Gender Equality published since 2013,
Amendment 49 #
2016/0062R(NLE)
Motion for a resolution
Citation 30 b (new)
Citation 30 b (new)
— having regard to the 2021 report of the European Institutefor Gender Equality entitled ‘The costs of gender- based violence in the European Union’,
Amendment 51 #
2016/0062R(NLE)
Motion for a resolution
Citation 30 c (new)
Citation 30 c (new)
— having regard to the Council of Europe report entitled ‘Overview of studies on the costs of violence against women and domestic violence’,
Amendment 52 #
2016/0062R(NLE)
Motion for a resolution
Citation 30 d (new)
Citation 30 d (new)
30 d having regard to the European Commission proposal for a Directive of the European Parliament and the Council on combating violence against women and domestic violence,
Amendment 66 #
2016/0062R(NLE)
Motion for a resolution
Recital B
Recital B
B. whereas gender-based violence against women and girls is a severe form of gender inequality and discrimination; is a violation of women’s human rights, and is a serious obstacle to the participation of women in social, public and political life and in the labour market and make them unable to fully enjoy their rights and fundamental freedoms;
Amendment 70 #
2016/0062R(NLE)
Motion for a resolution
Recital B a (new)
Recital B a (new)
B a. whereas gender-based violence against women and girls is a structural and widespread problem throughout Europe and the world, and is a phenomenon that involves victims and perpetrators irrespective of their age, education, income, social status, cultural backgrounds and is linked to the unequal and unfair distribution of power between women and men in our societies; and whereas anyone can be a victim of potential gender-based violence, women are disproportionately affected by all forms of such violence, including domestic violence, due to structural gender discrimination and unequal distribution of power and resources between women and men in public and private spheres;
Amendment 86 #
2016/0062R(NLE)
Motion for a resolution
Recital D
Recital D
D. whereas gender-based violence against women and girls can affect many fundamental rights enshrined in the Charter; which include the right to human dignity (Article 1), the right to life (Article 2), the right to the integrity of the person (Article 3), the prohibition of torture and inhuman or degrading treatment (Article 4), the right to liberty and security (Article 6), the right to freedom from discrimination, including on the grounds of sex (Article 21), and the right to an effective remedy and to a fair trial;
Amendment 102 #
2016/0062R(NLE)
E a. whereas gender-based violence, in particular sexual violence, directly and indirectly affects its victims and has long- lasting negative impact on their physical, emotional and mental well-being and whereas gender-based violence affects one third of women and girls in the EU and whereas a new survey by the Fundamental Rights Agency is being conducted to update this data;
Amendment 118 #
2016/0062R(NLE)
Motion for a resolution
Recital F a (new)
Recital F a (new)
F a. whereas differences in Member States’ laws and policies create differences in protection against gender based violence;
Amendment 119 #
2016/0062R(NLE)
Motion for a resolution
Recital F b (new)
Recital F b (new)
F b. whereas the 1993 United Nations Declaration on the Elimination of Violence against Women and the Beijing UN Platform for Action defined violence against as any act of gender-based violence that results in, or is likely to result in, physical, sexual or psychological harm or suffering to women, including threats of such acts, coercion or arbitrary deprivation of liberty, whether occurring in public or private life;
Amendment 123 #
2016/0062R(NLE)
Motion for a resolution
Recital G a (new)
Recital G a (new)
G a. whereas the Victims’ Rights Directive defines gender-based violence as violence that is directed against a person because of that person’s gender, gender identity or gender expression or that affects persons of a particular gender disproportionately, and it may result in physical, sexual, emotional or psychological harm or economic loss to the victim;
Amendment 126 #
2016/0062R(NLE)
Motion for a resolution
Recital G b (new)
Recital G b (new)
G b. whereas gender-based violence against women and girls has been recognized by the international community as a violation of human rights which should be addressed comprehensively, and despite all the efforts which have been made by the international organizations, civil society, and state authorities to eradicate gender- based violence against women and girls, it remains pervasive and manifests in new forms such as cyber violence, cyber harassment, cyber stalking and non- consensual distribution of intimate material (photos and videos) through social media;
Amendment 189 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Reaffirms its commitment to pursue a comprehensive approach to gender-based violence against women and girls and LGBTIQ+ persons at EU level and to ensure a follow-up of its recommendations which have been proposed in a number of resolutions;
Amendment 206 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Notes that the Istanbul Convention benefits from 10 years of functioning and practice through its unique monitoring and implementation system through GREVIO; Stresses the importance of this interactive exchange and process between GREVIO and the participating members;
Amendment 209 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Recalls that, in order to ensure effective implementation of the Istanbul Convention, a two-pillar monitoring mechanism was established: GREVIO which conducts a country by country report and the Committee of the Parties;
Amendment 211 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Points out that also women with disabilities and mothers of children with disabilities encountered obstacles in reporting violence and gaining access to justice system, and as GREVIO reported it, including the inaccessibility of police premises, a lack of training and stereotypes of law enforcement officials as well as the lack of information in accessible formats about the assistance to victims of violence and available services;
Amendment 221 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls for a constructive dialogue with the Council and Member States in cooperation with the Council of Europe to address Member States’ reservations, objections and concerns and clarify misleading interpretations of the Istanbul Convention in order to make progress in this area; Urges Member States to speed up negotiations on the ratification and implementation of the Istanbul Convention and to strongly condemn all attempts to retract measures already taken in implementing the Istanbul Convention and in combating violence against women;
Amendment 235 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Points out that while all Member States have already signed the Istanbul Convention, six have not ratified it yet; underlines that the EU’s accession to the Istanbul Convention does not exempt Member States from national ratification and thus strongly encourages the remaining Member States Bulgaria, the Czech Republic, Hungary, Latvia, Lithuania and Slovakia that have not already done so to ratify the Convention without delay;
Amendment 240 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Strongly condemns all initiatives that pursue to replace the Istanbul Convention with any alternative document which is not based on the same approach towards gender discrimination and gender power relations;
Amendment 244 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Notes with concern the growing opposition towards the Istanbul Convention in some Member States and the attempts to disparage the Convention and its positive impact on the eradication of gender-based violence; condemns all attempts to spread disinformation about the Istanbul Convention;, which are often coordinated, funded and organised by anti-gender movements from the outside of the EU. Highlights that Member States should further increase their efforts to counter false narratives regarding the Convention.
Amendment 246 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Notes with concern the growing opposition towards the Istanbul Convention in some Member States and the attempts to disparage the Convention and its positive impact on the eradication of gender-based violence; condemns all attempts to spread disinformation about the Istanbul Convention; and to evoke fears among societies about the allegedly destructive impact of the Convention on family and traditional gender roles;
Amendment 251 #
2016/0062R(NLE)
12. Calls on Member States to take into account the conclusions of the Mid-term Horizontal Review of GREVIO baseline evaluation reports24 ; and to improve their national frameworks for preventing and combating gender-based violence, including their national laws, in order to ensure proper implementation and enforcement of the Istanbul Convention; _________________ 24 https://rm.coe.int/prems-010522-gbr- grevio-mid-term-horizontal-review-rev- february-2022/1680a58499
Amendment 263 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14 a. Highlights the need for a more victim-centred approach, especially regarding further support to women’s specialist services, providing victims a "Safe leave" as well as increased primary prevention of gender-based violence and domestic violence, which has to start from early age and continue through focused lifelong public education.
Amendment 270 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15 a. Considering the extent and gravity of gender-based violence and sexual harassment in the workplace, calls on the Member States to ratify and implement ILO Violence and Harassment Convention No. 190;
Amendment 277 #
2016/0062R(NLE)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16 a. Reiterates that the denial of sexual and reproductive health and rights, including safe and legal abortion, is a form of gender-based violence and a violation of women’s and girls' fundamental human rights; reiterates that women and girls must have control over their bodies and sexualities; calls on all the Member States to guarantee comprehensive sexuality education and universal access to the full range of reproductive and sexual health services, including ready access to family planning, modern contraceptive methods and free, safe and legal abortion"; Is therefore deeply concerned that in some Member States sexual and reproductive rights of women are under threat, as in Poland the illegitimate Constitutional Tribunal ruled on 22 October 2020 to reverse long- established rights of Polish women entailing a de facto abortion ban, abortion is banned in Malta, medical abortion in early pregnancy is not legal in Slovakia and is not available in Hungary and access to abortion is also being eroded in Italy.