Activities of Lucia VUOLO
Plenary speeches (8)
Children rights in occasion of the 30th anniversary of the Convention of the Rights of the Child (debate)
EU response to extreme meteorological events and their impacts: how to protect European urban areas and their cultural heritage (debate)
Coronavirus outbreak, state of play and ensuring a coordinated European response to the health, economic and social impact (debate)
Revision of the Trans-European Transport Network (TEN-T) guidelines (debate)
The severe impact of the recent spring frost on fruit and wine growers (debate)
Use of the Pegasus Software by EU Member States against individuals including MEPs and the violation of fundamental rights (topical debate)
Question Time with Commissioners – EU-China trade relations
Working conditions of teachers in the EU (debate)
Shadow reports (1)
REPORT on the proposal for a regulation of the European Parliament and of the Council repealing Regulation (EEC) No 1108/70 of the Council introducing an accounting system for expenditure on infrastructure in respect of transport by rail, road and inland waterway, and Commission Regulation (EC) No 851/2006 specifying the items to be included under the various headings in the forms of accounts shown in Annex I to Council Regulation (EEC) No 1108/70
Shadow opinions (4)
OPINION on a new strategy for European SMEs
Opinion on “Application of Articles 93, 107 and 108 of the Treaty on the Functioning of the European Union to certain categories of State aid in the rail, inland waterway and multimodal transport sector”
OPINION on the role of Cohesion Policy in addressing multidimensional environmental challenges in the Mediterranean basin
OPINION European protein strategy
Institutional motions (2)
MOTION FOR A RESOLUTION on tourism and transport in 2020 and beyond
MOTION FOR A RESOLUTION Situation in Eastern Democratic Republic of Congo and the assassination of the Italian Ambassador Luca Attanasio and his entourage
Written explanations (6)
Specific measures to mobilise investments in the health care systems of the Member States and in other sectors of their economies in response to the COVID-19 outbreak (Coronavirus Response Investment Initiative)
Non sono mai stata europarlamentare, non ho mai vissuto una pandemia. Ho vissuto però il terremoto che nel 1980 ha distrutto interi paesi e ucciso nel Sud dell’Italia. Nel 1980 il popolo chiedeva velocità e concretezza. Oggi mi trovo qui e posso fare qualcosa. Voto convintamente sì perché ieri come oggi è necessario fare presto, ma pensando a tutti. Nei limiti delle mie possibilità sto facendo del mio meglio, so che tutti qui e nelle rispettive patrie faremo del nostro meglio.Insieme ce la faremo.
The impact of Covid-19 measures on democracy, fundamental rights and rule of law (B9-0343/2020)
Tanti soldi, ma poche spiegazioni. Stiamo chiedendo trasparenza e rigore. Qui a Bruxelles ci fanno capire che la troppa trasparenza degli accordi tra UE e Aziende farmaceutiche metterebbe a rischio la concorrenza tra le aziende. Due giorni fa l'annuncio: altri 300 milioni di euro per la ricerca per il vaccino. Ben venga il supporto e soprattutto il vaccino. Ma questo non vuol dire che, in emergenza COVID-19, tutto sia ammissibile. Esattamente come avviene per i progetti sostenuti da Horizon Europe, chiederò lucidità e accesso agli atti, tanto alla Commissione europea quanto alle aziende. A maggior ragione perché sono tanti soldi e soprattutto tanti cittadini: 500 milioni di europei. Ho sempre pensato che il mettere in rete, condividere la ricerca fosse un modo semplice e costruttivo per lavorare per il bene comune. Ho la sensazione però che l'Europa sia di fatto il più grande cliente che le varie aziende farmaceutiche abbiano mai avuto. Anzi, 500 milioni di clienti, in una firma sola. Credo e sono certa della bontà delle scelte, ma se si parla di concorrenza, vuol dire che per noi, cittadini d'Italia e d'Europa, il vaccino è una questione di vita, per le aziende è una questione diversa.
More efficient and cleaner maritime transport (A9-0029/2021 - Karima Delli)
Quasi il 90% degli scambi esterni di merci avviene via mare. I porti e le navi sono il motore del turismo, creano ricchezza e coesione. Il testo, ampiamente discusso in commissione Trasporti, contiene svariati elementi condivisibili. L'apporto del Gruppo ID/Lega è stato decisivo, soprattutto, per confermare il ruolo del gas naturale liquefatto (GNL) come carburante di riferimento per la gestione della transizione energetica. Durante i lavori, grazie anche al proficuo confronto con operatori e armatori, avevamo sottolineato la necessità di reinvestire i proventi del sistema per lo scambio delle quote di emissione dell'UE (ETS), nella competitività, ricerca e sviluppo nel comparto marittimo. Tuttavia, avete approvato un emendamento che cancella la nostra proposta rendendo problematico il testo. E questo mi porta a seguire la linea dell'astensione. Avete di fatto scelto per maggiori oneri fiscali a carico degli operatori, per sostenere gli importanti costi delle politiche verdi ed una possibile perdita di competitività rispetto ai Paesi terzi.Ricordo a tutti che le sfide della sostenibilità ambientale devono essere realistiche e ragionevoli. Dobbiamo sapere raccogliere le sollecitazioni degli operatori del settore marittimo.
Digital future of Europe: digital single market and use of AI for European consumers (A9-0149/2021 - Deirdre Clune)
Abbiamo l'occasione di colmare il divario di diffusione nelle tecnologie digitali. Nel 2019 la quota delle famiglie dell'UE-27 con accesso a Internet è salita al 90%, registrando un aumento di circa 26 punti percentuali rispetto al 2009 (64%). E l'Italia? I dati forniti dalla Commissione europea ci dicono che il 15% delle famiglie italiane non hanno ancora accesso alla rete. Nel 2009 era il 73%. La pandemia ha sottolineato non solo l'assoluta necessità di una rete dati, ma anche che la stessa rete debba essere ugualmente accessibile. "Banda larga per tutti" sembrerebbe essere stato uno slogan commerciale. Studenti, amministrazioni e artigiani dei piccoli paesi e delle zone rurali e remote sanno bene quanto sia complesso inviare documenti; è necessario agire.A questo si aggiungono, inoltre, le numerose insidie delle tecnologie digitali: cyberbullismo, violenza di genere in rete, truffe online e, non ultime, minacce alla sicurezza digitale di aziende ed enti pubblici a fini geopolitici o di lucro. Dare a tutti la possibilità di essere sulla rete, ma, allo stesso modo, che sia sicuro per tutti, tanto per le PMI quanto per i più piccoli.
Article 17 of the Common Fisheries Policy Regulation (A9-0152/2022 - Caroline Roose)
La piccola pesca costiera, definita come attività di pesca praticata da pescherecci inferiori a 12 metri o da pescatori a piedi, costituisce circa il 70% dell'attività di pesca italiana. Nonostante la superiorità numerica, i piccoli pescatori risentono della distribuzione delle possibilità di pesca da parte dello Stato, a fa,vore della pesca commerciale su larga scala. La distribuzione delle possibilità di pesca da parte dello Stato membro, si basa su un'assegnazione iniziale operata dall'Unione nell'ambito della Politica comune della pesca (PCP), secondo il principio della stabilità relativa. Ne consegue che l'Italia, ugualmente agli altri Stati membri, è tenuta a rispettare gli obblighi stabiliti dalla Politica comune della pesca.Per questo motivo ho espresso il mio supporto alla relazione sull'applicazione dell'articolo 17 della PCP, che definisce obbligatorio l'uso di criteri "trasparenti e obiettivi" nella distribuzione delle possibilità di pesca, affinché siano offerte eque opportunità anche ai pescatori su piccola scala.
Trans-European transport network (A9-0147/2023 - Barbara Thaler, Dominique Riquet)
Cinque anni di lavoro complesso, ma determinato a riscattare il Mezzogiorno d'Italia. Con il voto del Parlamento di oggi, le strategie viarie, aeroportuali, portuali e ferroviarie del Sud Italia cambieranno volto.Bari, Brindisi, Salerno, in particolare, tutto il Sud Italia nel suo complesso, avranno un occhio di riguardo in Europa. In cinque anni da europarlamentare ho fatto quello che nessun altro ha fatto. Io, umile deputata al Parlamento europeo, ho dimostrato che le cose si possono fare, basta volerlo. L'Europa c'è e, grazie al lavoro svolto con il PPE, con Forza Italia, non è mai stata così vicina.
Written questions (106)
Ryanair purchase of 135 Boeing 737 MAX
Situation in Brenner
Transparency regarding EU funds managed by NGOs
Boeing 777X test
Uncontrolled proliferation of the brown marmorated stink bug (Halyomorpha halys) affecting crops in northern Italy
Requested deployment of emergency team and possible inspections in response to damage caused by brown marmorated stink bug (Halyomorpha Halys) in southern Italy
Use of European Solidarity Fund and bad weather in Piedmont
Swift mobilisation of the EUSF – damage caused by bad weather in Italy
Disastrous flooding in Venice: urgent EU action required through deployment of the European Solidarity Fund and special funds
Immigration and NGOs, transparency of EU funds
Repression in Iran
Future of airports and ports in Naples and Salerno (Italy)
Airlines’ hidden penalties
Imposition of US trade tariffs in connection with the Airbus dispute
Traffic restrictions through the Brenner Pass: discriminatory behaviour and damage to the EU economy
Concentration in the maritime transport sector
Foibe massacres – importance of European remembrance and the need to preserve it
Infringement of human rights of European citizens sentenced in other jurisdictions
Traffic bans and measures to combat pollution
Discriminatory French restrictions on heavy goods vehicles in Val Roya
Hazards of magnetic fields from mobile phones and other electronic devices
EU commitment to remembering the Vajont disaster
Turkey’s decision not to stop Syrian refugees entering the EU
European commitment to projects to exploit water reserves
Increase in the number of children affected by autism spectrum disorder
Suspension of flights to and from Italy following coronavirus cases
Requests for a ‘coronavirus free’ stamp on Italian food products
The ‘free tour’ phenomenon
The Greek people really are the European Union’s shield
Promotion and encouragement of online teaching
Spread of COVID-19 and prison guards
Amendments to the ESM system: Suspension of the ratification procedure
Violence against women on the rise in Pakistan
Checking and punishing producers of unsuitable PPE medical devices, and the coordinating role of the Commission
Impact of coronavirus in relation to the front of packaging and the packaging of foodstuffs
Protection of the health of EU citizens in the United Kingdom before and after 31 December 2020
Exponential increase in number of cases of ‘Kawasaki syndrome’
Need for a health protocol on the systematic prescription of swab tests and serological tests
Transparency of EU funds paid to NGOs operating in the field of migration
Identification of asbestos-based inert waste storage sites
New tariffs imposed on European goods by the US administration
COVID-19, quarantine and containment procedures in Europe and between Member States
European funding for the Wuhan Institute of Virology
Defending the European way of life
Impact of the COVID-19 pandemic on the increase in suicides
Legal duality in the approach to unlicensed tourist guides in the sharing economy
The detention of Nasibe Semsai and Turkey’s migration policies towards totalitarian regimes
Post-COVID financial support for airport infrastructure
Transfer of EU CO2 emissions outside EU borders
Closure of ski resorts
Declassification of the content of the agreement signed with the pharmaceutical company AstraZeneca
Immediate release of Iranian lawyer Nasrin Sotoudeh
The Commission's order for Remdesivir
Exploitation of Uyghur workers in China for the manufacture of protective equipment sold in the European Union
Measures to protect children on the internet
Further restrictions on the free movement of commercial vehicles in transit through Austria and Germany
Protection of Italian balsamic vinegar label
COVID treatments and care in the home
Follow-up to the reply received to question E-006172/2020 on the issue of unlicensed tourist guides in the ‘sharing economy’
Exportation of EU-produced vaccines outside the Union
EU COVID-19 risk management compensation fund
NGOs accused of colluding with human traffickers in the Mediterranean
Unequal treatment of ITA compared to Lufthansa and Air France-KLM
Call for an independent in-depth investigation into the evolution and origins of SARS-CoV-2 in the light of the WHO report of 30 March 2021
Novavax vaccine negotiations and transparency
New post for Carles Esteva Mosso, in light of the sliding doors phenomenon
Sodium nitrite
EU’s position on Cuban repression
The Commission’s potential interference in local elections in Campania
EU financing of in vitro meat production
Commission inclusive communication guidelines
Persecution of Christians in India and Myanmar
Agricultural prices and aggressive Chinese policies
Daphne Caruana Galizia and EU funds for Electrogas
Rules on activities incompatible with the profession of real estate brokers under Article 5(3) of Italian Law No 39/1989, as reformulated by Article 4(2) of Italian Law No 238 of 23 December 2021
War – economic measures in support of defence, families and businesses
Agricultural prices, ban on cereal exports by Hungary and the risk to European food security
War: high petrol prices and protecting the road transport sector
Criteria for selecting projects to reduce local disparities, unemployment and depopulation
Ukrainian refugees – greater support for the AMIF in cases of asylum, migration and integration
REPowerEU: gas shooting up but no State aid planned for biomethane
Extension of reporting with the N+3 mechanism
Increase under the de minimis rule for the agricultural sector
Assessment of essential oils
Protection of passenger rights from the practice of overbooking
Who is spying on Europeans and how many are under surveillance
Specialist teachers with non-Italian qualifications penalised by being excluded from official lists of candidates for teaching posts
Protection of consumers purchasing package travel
EU emissions trading system: emergency mechanism and suspension
WHO resolution and damage to the wine industry in Europe
Manufacturing of steel cans for food products – problematic relations with China
EU response to the arrival of passengers from China: preventing the spread of COVID-19
Ireland’s plan to introduce warning labels on alcoholic drinks
Fresh threat of drought and risk of a water emergency in Europe
Extreme weather emergency in Italy
Areas being left without bank branches
Price collapse in the durum wheat market and crisis sparked by Türkiye’s increased presence in the cereals sector
Azeri community in Iran – inequality and discrimination
Christmas is an inclusive celebration
Proposal for a packaging and packaging waste regulation: transparency and impartiality of the impact assessment
The current situation in Madagascar
Recognising firefighters among the occupational categories at risk of contamination with asbestos and PFAS
Threat posed by the Asian hornet to biodiversity and European honey
Systematic human rights violations in Iran, with a focus on the plight of women: a call to step up EU diplomatic engagement and support regime change
Durum wheat prices tumbling in Italy – need for restriction on Russian imports
The health sector: what scenario in Italy and Europe?
Individual motions (3)
PROPOSTA DI RISOLUZIONE sullꞌemergenza relativa allꞌepidemia di 2019-nCoV
MOTION FOR A RESOLUTION on establishing a Europe-wide ‘Remembrance Day’ to commemorate the victims of the foibe massacres
MOTION FOR A RESOLUTION on the movement of goods and services without restrictions at the Brenner Pass
Amendments (781)
Amendment 180 #
2023/2059(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. On a more general level, highlights the growing importance of protecting critical sea and underwater infrastructure (including energy pipelines, communication networks, and offshore renewable energy facilities) for the safety and security of EU waters and operations;
Amendment 235 #
2023/2059(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Asks the Commission to urgently evaluate and prevent the risks of delocalisation of container transhipment activities to non-EU ports, in light of the inclusion of maritime transport within the scope of Directive 2003/87/EC1a;believes that such Directive should be reviewed with the aim of restoring effective parity of treatment between EU and non-EU ports, including transhipment port calls during deep-sea intercontinental voyages; believes that by doing so, it will be possible to preserve the competitiveness of EU ports, safeguard jobs, protect investments and maintain traffic volumes, while also preventing carbon leakage caused by longer vessel routes to evade calls at EU ports; _________________ 1a Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC.
Amendment 256 #
2023/2059(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Recalls that ports are not stand- alone assets as they have their place in a vast system of maritime logistics and, supply chains and industry driven by demand from European importers and exporters;
Amendment 273 #
2023/2059(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Underlines the importance of maritime manufacturing in the EU as a foundation for maintaining a thriving maritime logistical sector;sector; in this context, calls on the European Commission to urgently develop an ambitious European Industrial Maritime Strategy with the aim of establishing a globally competitive and resilient maritime technology industry
Amendment 41 #
2023/2027(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Reaffirms the need for the EU and its Member States to continue taking a zero-tolerance approach to IUU fishing, applying this approach equally to all countries, irrespective of size, and to promote sustainable fisheries with a view to combating overfishing and ensuring food security, recognising the commitment and compliance shown by many EU fishers when it comes to ensuring that fishery resources are managed sustainably and quality and traceable products are brought to market;
Amendment 41 #
2023/2027(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Reaffirms the need for the EU and its Member States to continue taking a zero-tolerance approach to IUU fishing, applying this approach equally to all countries, irrespective of size, and to promote sustainable fisheries with a view to combating overfishing and ensuring food security, recognising the commitment and compliance shown by many EU fishers when it comes to ensuring that fishery resources are managed sustainably and quality and traceable products are brought to market;
Amendment 60 #
2023/2027(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Encourages the Member States to allocate sufficient capacity and resources to ensure the effective implementation of import controls and believes that appropriate promotion campaigns for national seafood products can raise consumers’ awareness of what they are purchasing and boost the value of products and the value chain within each Member State; believes that, to this end, more specific and transparent labelling, clearly indicating products’ paths from production to the plate, should be considered;
Amendment 60 #
2023/2027(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Encourages the Member States to allocate sufficient capacity and resources to ensure the effective implementation of import controls and believes that appropriate promotion campaigns for national seafood products can raise consumers’ awareness of what they are purchasing and boost the value of products and the value chain within each Member State; believes that, to this end, more specific and transparent labelling, clearly indicating products’ paths from production to the plate, should be considered;
Amendment 62 #
2023/2027(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Believes that, to this end, more specific and transparent labelling, clearly indicating products’ paths from production to the plate, for both EU and non-EU products alike should be considered; encourages the Member States launch to appropriate promotion campaigns for national and European seafood products to raise consumers’ awareness of what they are purchasing and of traceability measures, and to boost the value of products and the value chain within each Member State;
Amendment 62 #
2023/2027(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Believes that, to this end, more specific and transparent labelling, clearly indicating products’ paths from production to the plate, for both EU and non-EU products alike should be considered; encourages the Member States launch to appropriate promotion campaigns for national and European seafood products to raise consumers’ awareness of what they are purchasing and of traceability measures, and to boost the value of products and the value chain within each Member State;
Amendment 66 #
2023/2027(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Stresses that the Commission must provide, together with the European Fisheries Control Agency and in close coordination with the Member States, further support to the national authorities as regards how best to implement the IUU Regulation, with this support taking the form of guidance, exchanges of good practices, training, and similar, to allow national fisheries to regain their competitiveness;
Amendment 66 #
2023/2027(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Stresses that the Commission must provide, together with the European Fisheries Control Agency and in close coordination with the Member States, further support to the national authorities as regards how best to implement the IUU Regulation, with this support taking the form of guidance, exchanges of good practices, training, and similar, to allow national fisheries to regain their competitiveness;
Amendment 88 #
2023/2027(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Urges the Member States to reinforce their control systems for preventing the import of illegal fishery products and to take the necessary action, and cooperate in the Mediterranean, making the fight against overfishing, illegal, unreported and unregulated (IUU) fishing and climate change a common and shared objective;
Amendment 88 #
2023/2027(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Urges the Member States to reinforce their control systems for preventing the import of illegal fishery products and to take the necessary action, and cooperate in the Mediterranean, making the fight against overfishing, illegal, unreported and unregulated (IUU) fishing and climate change a common and shared objective;
Amendment 92 #
2023/2027(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Underlines the importance of stakeholder involvement for the best possible implementation IUU Regulation;
Amendment 92 #
2023/2027(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Underlines the importance of stakeholder involvement for the best possible implementation IUU Regulation;
Amendment 1 #
2023/2015(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Calls on the Commission to recognise, in the European protein strategy, the strategic role of the fisheries and aquaculture sectors as suppliers of marine- derived protein of the highest quality with one of the lowest carbon footprints, thus involving many businesses operating in the European seafood sector, while creating development and new jobs;
Amendment 6 #
2023/2015(INI)
Motion for a resolution
Citation 7 a (new)
Citation 7 a (new)
– having regard to the FAO’s 2022 report entitled ‘Thinking about the future of food safety and food allergies with regard to certain types of novel foods and protein sources’,
Amendment 7 #
2023/2015(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Stresses in particular that farmed seafood, apart from a lower-carbon footprint per kilo of protein produced, requires also the least use of natural resources such as water, that other terrestrial livestock, which has an important role to play in helping to build a sustainable food system.
Amendment 10 #
2023/2015(INI)
Motion for a resolution
Citation 8 a (new)
Citation 8 a (new)
– having regard to the study by the Joint Research Centre (JRC) from July 2020 on the future of EU livestock: how to contribute to a sustainable agricultural sector?
Amendment 11 #
2023/2015(INI)
– having regard to the Dublin Declaration of 2022 on the societal role of meat,
Amendment 13 #
2023/2015(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Highlights the central role of fisheries and fishery products in ensuring food security and in any nutritional strategy based on healthy and high-quality protein; considers it therefore necessary to strengthen the competitiveness of the European fisheries and aquaculture sectors, as suppliers of the highest quality food with the best sustainability standards worldwide, in order to reduce the EU’s growing dependence on imports and to ensure food security and affordable food production ;
Amendment 18 #
2023/2015(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Stresses that, while the European aquaculture is far from reaching its full capacity, especially after the COVID pandemic when the EU self-sufficiency values dropped to 35% and the ten-years' average EU self-sufficiency lied above 42%, almost 30% of the seafood imported is white fish sourced from non-EU countries with different production and sustainability standards. Within this frame, encourage the implementation of the policy reforms presented in the Multiannual Strategic Plans for the development of aquaculture, to drive farmed seafood production upward, and welcomes the Strategic guidelines for a more sustainable and competitive EU aquaculture for the period 2021 to 2030;
Amendment 37 #
2023/2015(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls on the Commission and the Member States to increase the role of fishery and aquaculture products in their nutritional policies and programmes, in particular by promoting their consumption among specific groups, such as young people, oreven by introducing or improving their consumption in schools, and in programmes aimed at tackling specific nutritional deficiencies;
Amendment 41 #
2023/2015(INI)
Motion for a resolution
Recital B
Recital B
B. whereas the COVID-19 pandemic and the Russian invasion of Ukraine have had dramatic effects on global trade and have made it more apparent that the EU needs to diversify its food supply chains and increase its production;
Amendment 53 #
2023/2015(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Stresses the importance of reducing discards as a means of avoiding food waste; reiterates, in this regard, the call from its resolution of 18 May 20211 for commercial and/or charitable opportunities, to be identified to make the best possible use of those unavoidable or unwanted catches below the minimum conservation reference size; underlines, within this context, the necessity to prevent the creation or implementation of seafood secondary market; _________________ 1 European Parliament resolution of 18 May 2021 on securing the objectives of the landing obligation under Article 15 of the Common Fisheries Policy, OJ C 15, 12.1.2022, p. 9.
Amendment 62 #
2023/2015(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Stresses the need to accelerate and invest in the use of complementary proteins in fish feeds, such as seafood processing by-products, plant or animal based proteins, microbial ingredients, algae and insects.
Amendment 69 #
2023/2015(INI)
Motion for a resolution
Recital D
Recital D
D. whereas plant-based proteins are crucialan important factor for the transition towards more sustainable food systems with a reduced climate impact;
Amendment 81 #
2023/2015(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
Da. whereas proteins of animal origin are essential in ensuring a balanced and healthy diet and protecting rural areas and their development;
Amendment 110 #
2023/2015(INI)
Motion for a resolution
Recital G
Recital G
G. whereas the market for plant-based and alternative sources ofsustainable production of animal and plant-based protein is steadily increasing due to consumer demand;
Amendment 127 #
2023/2015(INI)
Motion for a resolution
Recital I
Recital I
Amendment 151 #
2023/2015(INI)
Motion for a resolution
Recital J
Recital J
J. whereas interest in insects for human and in particular animal consumption is growing, as is the desire and right of consumers to have easy access to clear information about the presence of insects in various end products;
Amendment 169 #
2023/2015(INI)
Motion for a resolution
Recital K
Recital K
K. whereas research and innovation on plantsustainable production of all sources of proteins needs to be scaled up;
Amendment 185 #
2023/2015(INI)
Motion for a resolution
Recital L
Recital L
L. whereas it is important to adopt a value chain approach in order to create added value for plant-based protein sourcessustainable protein production;
Amendment 200 #
2023/2015(INI)
1. Calls on the Commission to urgently present a comprehensive EU protein strategy covering the sustainable production of all protein types, both animal and plant-based, within the EU, and introducing effective measures to increase the EU’s production of protein in the short, medium and long term;
Amendment 221 #
2023/2015(INI)
Motion for a resolution
Paragraph 2 – point 1 a (new)
Paragraph 2 – point 1 a (new)
1a. The principles of a circular economy;
Amendment 245 #
2023/2015(INI)
Motion for a resolution
Paragraph 2 – point 3
Paragraph 2 – point 3
3. The development of plant-based and alternative protein for food and feed;
Amendment 259 #
2023/2015(INI)
Motion for a resolution
Paragraph 2 – point 5 a (new)
Paragraph 2 – point 5 a (new)
5a. The innovation, research and development of sustainably produced plant-based and animal protein;
Amendment 293 #
2023/2015(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Points out that the protein strategy should acknowledge thesupport environmental transition through sustainable development of all possibleagricultural protein sources and/or those from the fisheries and aquaculture sectors;
Amendment 330 #
2023/2015(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Considers that developing the production of plant and alternative sources ofsustainably produced proteins in the EU is an effective way of addressing many of the social, environmental and climate challenges that the EU faces;
Amendment 339 #
2023/2015(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. stresses that the EU’s protein strategy should encourage the transition to increasingly sustainable animal protein production, to avoid the relocation of animal production where environmental standards are lower than in the EU and to maintain the vitality of rural areas;
Amendment 390 #
2023/2015(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls on the Commission to propose medium- and long-term policy measures to close the nutrient loop, such as enabling the use of alternative organic products such as recovered nitrogen from manure (RENURE) productsor digestate;
Amendment 401 #
2023/2015(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Recalls that the production of biomethane, biogas, biofuels or other bio- based chemicals that use biowaste streams is a key factor contributing to more sustainable production and a source of important revenue to enhance and capture the value of protein-rich crops and strengthen their business case for farmers;
Amendment 414 #
2023/2015(INI)
Motion for a resolution
Subheading 4
Subheading 4
Amendment 428 #
2023/2015(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Highlights the big potential of sustainably produced animal and plant- based protein and the fact that the development of the sectors with their essential role that will benefit European farmers, the circular economy, soil quality, biodiversity, the climate and human health;
Amendment 453 #
2023/2015(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Stresses the importance of grasslands and their combined role with livestock production as a protein source; highlights the relevance of projects that extract high- quality protein as well as biomethanol from grasslands through biorefining;
Amendment 475 #
2023/2015(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
Amendment 504 #
2023/2015(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Stresses that insects should be considered as alternative sources of protein, particularly for animal nutrition;
Amendment 522 #
2023/2015(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Is of the opinion that authorisations made solely through novel food legislation should be based on the safety of the product and its impact on human health;
Amendment 536 #
2023/2015(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Calls for more research and development into plant-based and alternative proteinsfor the sustainable production of animal and plant-based proteins in the EU;
Amendment 581 #
2023/2015(INI)
Motion for a resolution
Paragraph 26 a (new)
Paragraph 26 a (new)
26a. calls on the Commission to present an analytical study on the space available on the market for proteins;
Amendment 620 #
2023/2015(INI)
Motion for a resolution
Paragraph 32 – point ii
Paragraph 32 – point ii
Amendment 672 #
2023/2015(INI)
Motion for a resolution
Paragraph 32 – point ix
Paragraph 32 – point ix
Amendment 701 #
2023/2015(INI)
Motion for a resolution
Paragraph 32 – point xiii
Paragraph 32 – point xiii
xiii. A clear research and development funding strategy to promote and stimulate the market uptake of plant-based proteins for food and feed in the EUinvest in food and feed in the EU and their sustainable production;
Amendment 244 #
2023/0053(COD)
Proposal for a directive
Recital 25 a (new)
Recital 25 a (new)
(25a) The Commission should be empowered to identify third countries that ensure a comparable level of training when issuing certificates similar to the European Certificate of Competence (CPC), allowing the holders of those certificates to exchange them with a European CPC, on condition that they undertake an additional competence training.
Amendment 320 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point i – indent 1 – paragraph 2
Article 6 – paragraph 1 – point c – point i – indent 1 – paragraph 2
Category B1 is optional; in Member States which do not introduce this category of driving licence, a driving licence for category B shall be required and sufficient to drive such vehicles;
Amendment 330 #
2023/0053(COD)
Proposal for a directive
Article 6 – paragraph 1 – point c – point viii – indent 1
Article 6 – paragraph 1 – point c – point viii – indent 1
– motor vehicles designed and constructed for the carriage of no more than 1622 passengers in addition to the driver and with a maximum length not exceeding 8 meters.
Amendment 364 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 1 – point e
Article 7 – paragraph 1 – point e
(e) 241 years for categories D and DE.
Amendment 378 #
2023/0053(COD)
Proposal for a directive
Article 7 – paragraph 3 – introductory part
Article 7 – paragraph 3 – introductory part
3. Member States may lower the minimum age for category C to 18 years and forand category D to 218 years with regard to:
Amendment 409 #
2023/0053(COD)
Proposal for a directive
Article 9 – paragraph 2 – point h
Article 9 – paragraph 2 – point h
(h) two years after a driving licence, granted for category B, was issued for the first time it shall be valid for driving the alternatively fuelled vehicles referred to in Article 2 of Council Directive 96/53/EC63 and for driving special purpose vehicles, provided they are motor caravans as defined in Annex I, Part A, Point 5.1. of Regulation (EU) 2018/858 of the European Parliament and of the Council, with a maximum authorised mass above 3 500 kg but not exceeding 4 250 kg without a trailer. __________________ 63 Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorised dimensions in national and international traffic and the maximum authorised weights in international traffic (OJ L 235, 17.9.1996, p. 59).
Amendment 463 #
2023/0053(COD)
Proposal for a directive
Article 10 – paragraph 2 – subparagraph 6
Article 10 – paragraph 2 – subparagraph 6
Member States shall reduce the periods of administrative validity set out in the first subparagraph as follows: (i) to five years or less for driving licences of holders residing on their territory having reached the age of 70, in order to; to two years or less for driving licences of holders residing on their territory having reached the age of 75; to one year or less for driving licences of holders residing on their territory having reached the age of 80. These provisions aims at applying an increased frequency of medical checks or other specific measures, including refresher courses. Thisese reduced periods of administrative validity shall only be applied upon renewal of the driving licence.
Amendment 494 #
2023/0053(COD)
Proposal for a directive
Article 12 – paragraph 8 – point a (new)
Article 12 – paragraph 8 – point a (new)
Amendment 506 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 1
Article 14 – paragraph 1
1. By way of derogation from Article 7(1), points (b) and (d) respectively, Member States shall issue driving licences, in accordance with Article 10(1), for categories BC, CE and CD marked with the Union code 98.02 specified in Annex I, Part E, to applicants who have reached the age of 17 years.
Amendment 530 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 – point e
Article 14 – paragraph 2 – point e
(e) in the case of a vehicle of category C, CE or D has the qualification and training provided by Directive (EU) 2022/2561.
Amendment 537 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 2 – point e a (new)
Article 14 – paragraph 2 – point e a (new)
(ea) In case a driver of a vehicle category C, CE and D, has undergone a dedicated 7-hour training course to learn the necessary professional and pedagogical skills, as part of their periodic CPC training. Member States may decide to increase the duration of the training to 14 hours.
Amendment 544 #
2023/0053(COD)
Proposal for a directive
Article 14 – paragraph 4 a (new)
Article 14 – paragraph 4 a (new)
Amendment 604 #
2023/0053(COD)
Proposal for a directive
Article 23 – paragraph 1 a (new)
Article 23 – paragraph 1 a (new)
Directive (EU) 2022/2561
Article 5 – paragraph 3 (a)
Article 5 – paragraph 3 (a)
In Article 5, paragraph 3, point a, is replaced by the following: "3. Drivers of a vehicle intended for the carriage of passengers may drive: (a) from the age of 21: (i) a vehicle in driving licence categories D and D + E to carry passengers on regular services where the route does not exceed 50 kilometres and a vehicle in driving licence categories D1 and D1 + E, provided that they hold a CPC as referred to in Article 6(2). Any Member State may authorise drivers of vehicles in one of those categories to drive such vehicles within its territory from the age of 18, provided that they hold a CPC as referred to in Article 6(1); (ii) a vehicle in driving licence categories D and D + E, provided that they hold a CPC as referred to in Article 6(1). Any Member State may authorise drivers of vehicles in one of those categories to drive such vehicles within its territory from the age of 20, provided that they hold a CPC as referred to in Article 6(1). This may be reduced to the age of 18 where the driver drives such vehicles without passengers;lower the minimum age for categories D and DE for professional bus and coach drivers to 18 years on their territory, provided that drivers have undergone a full professional training and are holders of a Certificate for Professional Competence (CPC) according to the provisions of Article 6(1), of Directive (EU) 2022/2561;"
Amendment 60 #
2022/2148(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Asks the Commission to demand more transparency from the Chinese authorities on the fishing activities undertaken by and the fishing agreements entered into by that country’s distant-water fleets, using all means at its disposal to verify effective enforcement;
Amendment 64 #
2022/2148(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Notes the multiplication of fishing agreements between the People’'s Republic of China and third countries; deplores the lack of transparency on these agreements, licences and authorisations and highlights the distortion in competition that shortfalls of that kind cause;
Amendment 96 #
2022/2148(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Notes that the intensity of the Chinese fishing fleet’s activities is on the way to depleting stocks, rendering the efforts required of EU-flagged vessels futile; takes the view that the status of targeted stocks should be ascertained with a view to determining the level of exploitation;
Amendment 113 #
2022/2148(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Invites the Commission to invoke EU Regulation 2020/1998 against Chinese companies already sanctioned by the US Treasury and, if necessary, to extend this measure to other companies accused of human rights violations that are blocking economic growth prospects for local populations;
Amendment 40 #
2022/2059(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Sstresses that the development of the blue economy in the Mediterranean will inevitably increase competition for the use of space and marine and coastal sparesources and resourcescalls, in this regard, for the views of all stakeholders in the blue economy to be taken into account; calls for the full deployment of ecosystem- based integrated coastal zone management (ICZM) and maritime spatial planning (MSP) as tools to avoid conflicts and promote harmonious sustainable development across the Mediterranean;
Amendment 51 #
2022/2059(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Notes that in the current common fisheries policy architecture, funding for fisheries through the European Maritime, Fisheries and Aquaculture Fund (EMFAF) is mostly decoupled from cohesion policy, although some interlinkages can be developed on an ad hoc basis; notes that the majority of operators in the fisheries and aquaculture sectors are small, which is an obstacle to their accessing cohesion funds and, therefore, deems it necessary to facilitate their access, including through greater involvement of the responsible fishers’ associations; notes that, beyond the EMFAF, a number of EU funds are relevant to the blue economy, including the European Structural and Investment Funds (ESI Funds), the Instrument for Pre- Accession Assistance (IPA), the Neighbourhood, Development and International Cooperation Instrument (NDICI) – ‘Global Europe’ and the Connecting Europe Facility (CEF);
Amendment 66 #
2022/2059(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Believes that the governance of the Mediterranean could be improved through better coordination and the setting up of a dedicated operational instrument for the development of an integrated and sustainable blue economy strategy; further notes that, in the context of the governance of the Mediterranean, the Commission needs to step up its dialogue with the North African countries so as to ensure compliance with the policies of the United Nations Convention on the Law of the Sea (UNCLOS) and the General Fisheries Commission for the Mediterranean (GFCM) in order to fight illegal fishing practices and market distortion owing to the lack of a level playing field for sector operators, which puts EU fishers at a disadvantage; further calls on the Commission to encourage all third countries in the Mediterranean basin to ratify UNCLOS;
Amendment 78 #
2022/2059(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls for the deployment of a macro-regional strategy at the scale of the entire Mediterranean basin, dedicated to climate change mitigation, environmental conservation and the sustainable development of the blue economy; believes that such a strategy could be used more specifically to foster circular economy projects in the fisheries sector; address plastic pollution; protect biodiversity; enhance relations with third countries with respect to illegal, unreported and unregulated fishing; contribute to solving usage conflicts through adequate maritime spatial planning; preserve the socio- economic contribution of fisheries to the well-being of coastal communities, in particular in islands, as this is already at risk as a result of rising fuel prices and the ensuing increase in fish imported from outside the EU; promote stock management measures across the Mediterranean basin; encourage third countries to implement maritime protected areas in their territorial waters; provide for the sustainable economic development of the fisheries and aquaculture sector, in particular with respect to transformation and commercialisation; and support the diversification of fishers’ activities, including retraining and reskilling.
Amendment 85 #
2022/2059(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Points out that the Just Transition Fund is supposed to provide subsidies to support coastal communities since they are exposed to the consequences of the transition to climate neutrality;
Amendment 3 #
2022/2046(INI)
Draft opinion
Recital B
Recital B
B. whereas the recent crises, in particular the Russian war against Ukraine, pose severe challenges for the EU transport sector, its businesses and its workers, in particular supply chain disruptions and rising fuel and energy prices, and require a coordinated response at EU level backed by adequate budgetary means;
Amendment 7 #
2022/2046(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
B a. whereas a combination of higher energy and transport prices would impact all citizens, and in particular low-income households, with increased risk of transport poverty;
Amendment 8 #
2022/2046(INI)
Draft opinion
Recital B b (new)
Recital B b (new)
B b. whereas higher fuel cost for aviation, road and maritime transport is having a direct impact on final goods and services prices and the increase of fuel prices is affecting the recovery of tourism from the pandemic;
Amendment 10 #
2022/2046(INI)
Draft opinion
Recital B c (new)
Recital B c (new)
B c. whereas Members states should aim to reduce the cost of doing business by lowering VAT and energy taxes, abolishing levies on energy and flexible application of state aid rules;
Amendment 12 #
2022/2046(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Calls on the Commission to urgently carry out an economic and social assessment of the consequences of the war on all modes of transport in the EU market and to swiftly present, where necessary, support, including through further legislative and/or financial measures within MFF framework, to mitigate the negative effects and to ensure the well-functioning, level-playing field and the fair completion for the European transport sector;
Amendment 15 #
2022/2046(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. Calls on the Commission to continue exploring ways to support the transport of passengers or any kinds of goods towards/from Ukraine and its neighbouring EU countries as humanitarian aid and to provide for the necessary relief in terms of road tolls, infrastructure charges, access during weekends, taxation etc;
Amendment 16 #
2022/2046(INI)
Draft opinion
Paragraph 1 c (new)
Paragraph 1 c (new)
1 c. Supports the Commission’s proposal to conclude transport agreements with Ukraine and Moldova, by partly liberalising road transport for their hauliers, which will allow to shift important export goods from sea routes – currently unavailable due to the Russian military aggression – and to make increased use of EU sea ports for the export and import goods to and from Ukraine; strongly supports in this respect the rapid rehabilitation of formerly abandoned rail and waterway links between Ukraine and Romania in particular; calls on the Commission to explore financial support within the MFF;
Amendment 19 #
2022/2046(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Reiterates its calls for increased financing of transport infrastructure through EU funding, particularly the Connecting Europe Facility (CEF); suggests to this end, for the current multiannual financial framework (MFF), the mobilisation of unused funds under the Recovery and Resilience Facility and calls on the Commission to plan an ambitious successor programme to CEF II for the MFF 2028- 2034, with reinforced funding;
Amendment 21 #
2022/2046(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Calls on the Commission to support Ukraine and its efforts to strengthen rail connections between Ukraine and the EU. Specific funds should be provided to increase the wagon shifting and transhipment capacity at the Ukrainian border in connection with increasing upstream and downstream rail infrastructure capacity both on the EU and Ukrainian side;
Amendment 25 #
2022/2046(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Strongly regrets the severe cut of the final envelope on the newly created military mobility budget line under the Connecting Europe Facility (CEF II) programme 2021-2027, when adopting the figures under the Multiannual Financial Framework 2021-2027, especially in light of the current needs; calls on the Commission to find and present solutions to significantly increase the military mobility budget line under the CEF II programme and suggests the mobilisation of unused funds under the Recovery and Resilience Facility (RRF) in this regard in order to strengthen our common European security; emphasizes the importance of ensuring that military mobility aspects are thoroughly assessed and addressed both in terms of infrastructure and funding, with a view to ensure optimal cross-border cooperation and mobility within the Union; in this respect, calls on the Commission to propose targeted support of major infrastructure projects better connecting all Member States and to increase transport infrastructure connections with the Western Balkans, Moldova, Georgia and Ukraine; asks in particular for a strengthening of all major dual use infrastructure leading to the Union’s Eastern border;
Amendment 29 #
2022/2046(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Reiterates that the funding for European transport agencies and joint undertakings should match their level of responsibility;
Amendment 30 #
2022/2046(INI)
Draft opinion
Paragraph 3 c (new)
Paragraph 3 c (new)
3 c. Regrets the recent downscale of the EU funding available to the European Railway Agency (ERA) and recommends that over the next few years the Agency is provided with a level of resources and EU subsidies more commensurate to the increasingly urgent tasks concerned with the implementation of the Fourth Railway Package and with the need to ensuring sustained progress towards the creation of the Single European Railway Area;
Amendment 31 #
2022/2046(INI)
Draft opinion
Paragraph 3 d (new)
Paragraph 3 d (new)
3 d. Highlights the importance of TEN-T network for stronger connectivity with our strategic partners in non-EU countries. In the view of the Russian war in Ukraine, stresses that the funding of the TEN-T network revision shall well reflect and further focus on the extension of connection towards the Eastern Neighbourhood as well as revising priorities of the Eastern Member States towards cross-border missing links. Requests also the Commission to propose an 'EU-Eastern Europe' or 'Eastern Partnership' Transport Community, including an Eastern Europe Investment Framework, which could be partly modelled on the Western Balkans Transport Community;
Amendment 32 #
2022/2046(INI)
Draft opinion
Paragraph 3 e (new)
Paragraph 3 e (new)
3 e. Calls on the Commission to provide the necessary funding in the EU Member States for developing of the dual use infrastructure with strategic role required in meeting present and future needs; emphasises the necessity to improve the EU capacity to assess and control the ownership and the investments in the field of strategic infrastructure, as a key aspect for guaranteeing the security of the EU and our citizens;
Amendment 33 #
2022/2046(INI)
Draft opinion
Paragraph 3 f (new)
Paragraph 3 f (new)
3 f. Considers that the Russian attack on Ukraine and the resulting transport needs within the EU have underlined the necessity for the EU railway system to accommodate higher volumes of passengers and freight; calls therefore on Member States to accelerate the standardisation, harmonisation and interoperability of the railway systems across Member States and on the Commission to continue monitoring the implementation and the remaining shortcomings.
Amendment 36 #
2022/2046(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Recommends further strengthening synergies between the CEF and other programmes such as Horizon Europe and, InvestEU and RePowerEU, in order to support competitiveness, innovation, sustainability and safety in the transport sector and optimise the use of budgetary resources;
Amendment 39 #
2022/2046(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Welcomes new strategic initiatives, such as the EU Chips Act and the Secure Connectivity Programme, in response to the current geopolitical crisis and acknowledges the lack of dedicated budgetary lines in the current MFF; reiterates that reallocation of resources from existing Programmes should be limited and that should not negatively affect the overall CEF Transport objectives and the deployment of sustainable transport infrastructure. In this regard, calls on the Commission to carry out a solid budgetary assessment of those initiatives in the context of the mid- term review of the Multiannual Financial Framework 2021-2027, in order to provide new adequate resources;
Amendment 40 #
2022/2046(INI)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4 b. Calls on the Commission to evaluate and to present a strategy for EU airlines and airports and their workforces and to explore further financial instruments within the MFF to support the sector, which has been severely hit, first by the COVID-19 pandemic and now by overflight bans for Russia and Belarus, high fuel and energy prices and dropping demand; stresses, however, the need to ensure a level-playing field and fair competition between airlines, in particular when providing financial support;
Amendment 43 #
2022/2046(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Underlines the urgent need to significantly increase the Union domestic production, supply and storage of renewable and low carbon fuels/energy and to further increase the diversification of the European Union’s energy supplies, also through imports of alternative fuels in the short-term, including through EU port terminals for LNG as a transitional fuel, whilst carefully avoiding lock-in affects and stranded assets, and in alignment with EU climate goals; further underlines the need to strengthen energy interconnections between Member States. Calls on the Commission to develop within the MFF a Strategic Autonomy Fund for Europe (SAFE) to provide the necessary investments in key areas such as energy infrastructure, transport and industrial competitiveness and food security;
Amendment 44 #
2022/2046(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. Stresses the importance of creating a diversification strategy to ensure the supply of critical raw materials, such as rare earth metals so as to increase resilience to shocks and crises;
Amendment 45 #
2022/2046(INI)
Draft opinion
Paragraph 5 c (new)
Paragraph 5 c (new)
5 c. Considers that the synergies and complementarities of the TEN-T and TEN-E should be promoted, while fully ensuring existing and future funding opportunities and levels of funding for the development of the TEN-T;
Amendment 46 #
2022/2046(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Stresses that the transition to a smart and sustainable mobility system has to be fair and inclusive and requires mitigating the risk of energy and mobilitytransport poverty and protecting the most vulnerable; considers that to ensure a successful transition, it is essential to investments in the upskilling and reskilling of workers should be accompanied by measures to support the most impacted EU industrial supply chains, such as the automotive one; therefore insists on targeted measures and financing opportunities within the ‘Fit for 55’ package in that respect, in coordination with Member States’ plans;
Amendment 50 #
2022/2046(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Regrets the fragmentation of the funding possibilities available for tourism in the current MFF; highlights that this economically important sector, especially themade for 99% of small and medium-sized enterprises, is struggling to overcome the effects of the COVID-19 pandemic and the crisis caused by the current war; reiterates the urgency of creating a specific EU programme on sustainable tourism and introducing a dedicated budget line to address the needs of the sector; reiterates that coordination is key for the recovery of the EU tourism industry as a short-term solution and insists on its request for the establishment of a European crisis mechanism for the EU tourism sector and of a European agency for tourism. to maintain Europe's standing as a leading destination;
Amendment 53 #
2022/2046(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Asks the Commission to create specific calls and actions for tourism ecosystem under the current funding programmes of the MFF 2021-2027;
Amendment 88 #
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, competitive, more sustainable and multimodal transport solution, multimodal transport solutions and invest in training regional and local authorities on the mechanisms and opportunities provided by the EU in the transport sector with a view to streamlining and simplifying the funding landscape and creating more opportunities;
Amendment 142 #
2022/2023(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls for better accessibility and connectivity between urban, peri-urban and rural areas, particularly in regions with a GDP per capita below 75% of the EU average, and further calls for unhindered access to smart, sustainable and affordable transport to be guaranteed for all with a view to protecting the cohesion and coherence of EU transport policies;
Amendment 206 #
2022/2023(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Encourages Member States and local authorities to join forces to promote and implement sustainable urban mobility plans, respecting the principle of subsidiarity and hopes that investments will not be split along north-south, urban- rural divides;
Amendment 222 #
2022/2023(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Welcomes the Commission’s proposal for a reinforced approach to TEN- T urban nodesand to change the inclusion criteria for TEN- T urban nodes, including nodes and links located in peripheral and outermost areas of the EU, as being necessary to address missing links and poor connections that remain a major challenge; highlights, in particular, the need to reinforce seamless connectivity between rural, hilly, mountainous, peri-urban and urban areas, with an interoperable infrastructure backbone of sustainable modes of transport, such as rail and inland waterways;
Amendment 249 #
2022/2023(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses that urban mobility ambitions and targets require adequate, long-term financing; calls, in this regard, for a mix of sufficient public, private and European funding and the swift implementation of the relevant existing EU programmes and projects; further calls for ambitious urban mobility financing beyond the 2021-2027 multiannual financial framework and reiterates the need to support and train regional and local authorities in the mechanisms and opportunities offered by the European Union;
Amendment 20 #
2022/2022(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the completion of TEN-T is crucial to advancing towards more sustainable modes of transport, in particular rail transport, and to boosting multimodal connectivity between the EU’s cities, regions, peripheral areas and islands;
Amendment 50 #
2022/2022(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Stresses that the full deployment of the ERTMS will help to create a digital single European railway area, ensuring the further development of safe, secure, fast and efficient rail transport services for long-distance and cross-border connections;
Amendment 56 #
2022/2022(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. HighlightStresses that boosting long- distance rail transport must also improve the connection ofcontribute to the improvement of connectivity between regional, urban and peripheral areas toand TEN-T and will be crucial to increasing the attractiveness of rail and multimodal passenger transport services;
Amendment 63 #
2022/2022(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Welcomes the Commission’s proposal to speed up the roll-ouUnion-wide deployment of the ERTMS in the revision of the TEN-T Regulation;
Amendment 73 #
2022/2022(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Emphasises the need to ensure quick, sufficient and efficient financing and funding to support the investments;
Amendment 85 #
2022/2022(INI)
Motion for a resolution
Paragraph 9 – subparagraph 1 (new)
Paragraph 9 – subparagraph 1 (new)
Stresses the role of TEN-T and of high- quality rail links and multimodal transport in supporting economic growth and inclusivity, especially in isolated regions and in areas with a significant structural gap; therefore invites the European Commission to adopt actions and projects to support better connectivity of local sustainable and rail multimodal transport in peripheral and coastal areas with lower margins for development;
Amendment 98 #
2022/2022(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Supports the Commission’s focus on the completion of first/last mile multimodal hubs in cities with more than 100 000 inhabitants, thereby strengthening rail connectivity with air, sea and road transport; recalls, however, that smaller and less populated urban hubs should have efficient links with multimodal hubs and terminals within a reasonable distance; in this case it is essential that high-quality multimodal connectivity for passengers is also guaranteed;
Amendment 106 #
2022/2022(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls for the clarification and simplification of State aid rules on the public funding of interoperable rolling stock for cross-border services in the revised Railway Guidelines;
Amendment 110 #
2022/2022(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Maintains that greater and better safety of track should be matched by an equivalent level of technological and mechanical safety of the trains used every day to transport people and goods;
Amendment 116 #
2022/2022(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Emphasises the need for clear interoperable requirements and standards and further investments in rolling stock;
Amendment 123 #
2022/2022(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses that the lack of harmonisation of the certification of train drivers may hamper their mobility between Member States and the development of long-distance passenger services; furthermore highlights the need to agree on a single EU-wide working language, namely English, for train drivers operating long distance and cross border passenger rail connections;
Amendment 131 #
2022/2022(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
15a. Supports the training of rail staff in other languages to ensure equal treatment and minimum quality levels for all categories of passenger, including for foreign travellers;
Amendment 148 #
2022/2022(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Highlights the role of digitalisation, the need for adequate cybersecurity and better coordination, in particular for cross- border rail traffic;
Amendment 171 #
2022/2022(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Stresses the importance that passengers should have a seamless user experience when searching, selecting, and buying their railway services. In order to achieve seamless ticketing, sector-based solutions should be supported and can be considered as the starting point when improving multimodal ticketing;
Amendment 180 #
2022/2022(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Takes note of the Commission’s upcoming proposal for a regulation on multimodal digital mobility services to enhance data exchange and facilitate the conclusion of fair commercial agreements, with both principles being binding for all market participants;
Amendment 211 #
2022/2022(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Stresses that public service contracts can play a decisive role in supporting the continuity of services and connections to interesting destinations, such as tourist, folklore and historical destinations, by providing rail services that help to maintain a dense network of railway links, including to less attractive destinations;
Amendment 61 #
2022/0432(COD)
Proposal for a regulation
Recital 2
Recital 2
Amendment 81 #
2022/0432(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) It is normally not possible to sufficiently assess the endocrine disrupting properties for human health and the environment and the persistent, bioaccumulative and mobile properties of a mixture or of a multi-constituent substance on the basis of data on that mixture or substance. The data for the individual substances of the mixture or for the individual constituents of the multi- constituent substance should therefore normally be used as the basis for hazard identification of those multi-constituent substances or mixtures. However, in certain cases, data on those multi- constituent substances themselves may also be relevant. This is the case in particular where that data demonstrates endocrine disrupting properties for human health and the environment, as well as persistent, bioaccumulative and mobile properties, or where it supports data on the individual constituents. Therefore, it is appropriate that data on multi-constituent substances are used in those casixtures.
Amendment 138 #
2022/0432(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a
Article 1 – paragraph 1 – point 2 – point a
Regulation (EC) No 1272/2008
Article 2 – paragraph 7a
Article 2 – paragraph 7a
Amendment 5 #
2022/0212(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Points out that Russia’s military aggression against Ukraine has impacted fisheries from several perspectives, notably disrupting fishing activities in the Black Sea, with temporary bans set up for security reasons in certain Member States’ waters, such as in the Romanian waters bordering Ukraine in Danube Delta, with similar disruptions occurring, especially in the Mediterranean, as a result of the increased cost of fuel occasioned by the conflict;
Amendment 8 #
2022/0212(BUD)
Draft opinion
Paragraph 3
Paragraph 3
3. Stresses that Russia’s military aggression has led to significant disruptions in trade flows and an increase in energy prices, which has hit small-scale fisheries particularly hard, requiring the use of European Maritime, Fisheries and Aquaculture Fund (EMFAF) crisis measures; calls on the Commission to further increase such efforts with the aim of compensating the sharp increase of fuel prices and other additional costs, which since March 2022 have doubled compared to the average price in 2021; welcomes the amending of the EMFF1 regulation1 aiming at alleviating the consequences of the war on the sector and on the markets; _________________ 1 COM(2022)179 final
Amendment 18 #
2022/0212(BUD)
Draft opinion
Paragraph 1
Paragraph 1
1. Calls on the Commission and Member States to use the available financial tools in a comprehensive way to maximise their effect on recovery while ensuring adequate long-term funding of Union transport projects, improved accessibility and connecting cities with their surrounding areas, focusing more on the most disadvantaged regions of the EU with a GDP per capita of less than 75 percent of the EU average;
Amendment 19 #
2022/0212(BUD)
Draft opinion
Paragraph 7
Paragraph 7
7. Stresses the importance of fixing the economic and social damage caused by the COVID-19 pandemic, which has hit the entire fisheries and aquaculture sector hard, and from which the sector is still recovering; calls on the Commission, therefore, to effectively support the most distressed fishing areas, such as the Western Mediterranean, which is also reeling from the impact of a 6% reduction in the 2022 fishing effort for demersal stocks;
Amendment 22 #
2022/0212(BUD)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Calls on the Commission and Member States to use the available financial tools to train regional and local authorities on mechanisms and opportunities offered by the European Union in the field of transport and tourism, and calls on the Commission to ensure the exchange of good practices in this regard;
Amendment 26 #
2022/0212(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Reiterates the crucial role of the Connecting Europe Facility (CEF) in fostering the development and timely completion of a high performance trans- European network that is sustainable and interconnected; acknowledges the slight increase in the CEF-transport budget for 2023 compared to 2022 although notes that the increase is impaired by the current economic situation; underlines that the CEF should also support actions related to safe and secure infrastructure and mobility and improve citizen involvement in the evaluation of the EU road network, as prescribed by Directive (EU) 2019/1936;
Amendment 30 #
2022/0212(BUD)
Draft opinion
Paragraph 12
Paragraph 12
12. Draws attention to the international dimension of the CFP and its economic, social and environmental benefits and calls on the Commission to devote adequate resources to Oceans governance of the oceans and seas; stresses the importance of international cooperation to achieve EU’s commitimplement EU agreements;
Amendment 53 #
2022/0212(BUD)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Regrets that the comprehensive network, resulting from updating and adjusting the current TEN-T, as defined in Regulation (EU) No 1315/2013, has still retained criteria excluding from the network important nodes and links located in peripheral areas that would have a strong need to join the network and benefit from EU financial tools;
Amendment 56 #
2021/2046(INI)
Motion for a resolution
Recital E a (new)
Recital E a (new)
Ea. whereas intermodal nodes, ports, and logistic terminals connecting rail freight, road and waterways along the TEN-T corridors play a decisive strategic role to increase the modal shift to sustainable freight transport and will require targeted long-term EU and national funding and investments;
Amendment 60 #
2021/2046(INI)
Motion for a resolution
Recital E b (new)
Recital E b (new)
Eb. whereas investments in high- quality rail infrastructure play a crucial role to increase the sustainability of transport in the core network and as well in the regional, urban, insular and peripheral dimension, with a particular benefit for touristic activities and connectivity;
Amendment 64 #
2021/2046(INI)
Motion for a resolution
Recital E c (new)
Recital E c (new)
Ec. whereas the hydrogen infrastructure in the rail transport network will play a strategic role to allow for the replacement of non-electrified lines with hydrogen train services;
Amendment 71 #
2021/2046(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas the economic crisis due to the COVID-19 pandemic affects all parts involved in the transport sector, it puts at risk the levels of employment, and it causes financial difficulties to the companies, while infrastructure managers need to bear several fixed costs to fulfil public service obligations, and consumer rights should be further protected and safeguarded;
Amendment 81 #
2021/2046(INI)
Motion for a resolution
Recital G a (new)
Recital G a (new)
Ga. whereas inequalities and disparities still exist in the EU road haulage market, thus resulting in a continuous gap between transport costs and rates, and among social security contributions across the EU;
Amendment 82 #
2021/2046(INI)
Motion for a resolution
Recital G b (new)
Recital G b (new)
Gb. whereas social dumping remains a major problem for the sector, and it affects the working conditions of drivers and it jeopardizes the competition among the operators established in different countries;
Amendment 129 #
2021/2046(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the Commission’s sustainable and smart mobility strategy and supports its ambition to achieve a climate- neutral, digitalised, competitive and efficient transport sector; nevertheless believes that the strategy should further target the social needs of the workers and the economic sustainability of investments for the EU industry;
Amendment 153 #
2021/2046(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Reminds that the modal shift goals to sustainable freight and passenger transport defined by the strategy may be achieved only with a modern well- functioning high quality cross-border network rail transport infrastructure; recommends that the Commission and the Member States adopt all possible measures to ensure the finalisation of key infrastructure projects in the TEN-T networks, including the cross-border sections, at the earliest foreseeable date;
Amendment 163 #
2021/2046(INI)
Motion for a resolution
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Reminds the detrimental impact that the COVID-19 pandemic had on businesses and operators in the transport and mobility related value chains, including tourism; therefore stresses the need to prioritise financial and regulatory measures to support the recovery of businesses and operators in the mobility and tourism sector with the aim to foster private investments in transport services;
Amendment 192 #
2021/2046(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Welcomes the Commission’s efforts to accelerate the uptake of zerolow- emission vehicles and zerolow-emission fuels; calls on the Commission to aim for higher numbers of zerolow-emission light- and heavy- duty vehicles by 2030 and to propose more stringent CO2 standards and air-pollutant emission standards, while taking into account the results of LCA based methodologies when evaluating the carbon footprint of each technology;
Amendment 220 #
2021/2046(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Commission to propose binding targets for public charging points as well as for hydrogen refuelling stations; believes that Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure2 should be transformed into a regulation; _________________ 2the uptake of clean alternative fuels and energy sources throughout all transport modes, while keeping in mind the already significant investments allocated by stakeholders in refuelling stations, especially those providing LNG, as per the requirements of Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure; believes that public and private investments should be mobilized to ensure the availability of clean refuelling and recharging infrastructure where there is a demand from customers and/or business case and the technology is available; OJ L 307 28.10.2014, p. 1.
Amendment 245 #
2021/2046(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Underlines that zero-emission fuels, such as clean hydrogen and synthetic fuels, should be used in accordance with the ‘energy efficiency first’ principle, mainly for those transport modes where direct electrification is not possible or not yet market-ready; recalls the importance of blue hydrogen technologies, in particular considering that market-deployed hydrogen possibilities for the various modes of transport are still limited;
Amendment 295 #
2021/2046(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Welcomes the announced proposals on sustainable fuels for aviation and maritime; underlines that any use of biofuels needs to meet the EU sustainability criteria, which take life- cycle greenhouse gas emissions into accpolicy aiming at the reduction of the emissions in the maritime sector should remain a technology neutral one as the sector's path towards decarbonisation is yet to be clearly set ount;
Amendment 371 #
2021/2046(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. calls on the Commission and the Member States to identify specific actions to support investments in sustainable local transport and railways in densely populated areas and/or with high seasonal and touristic value, and in rural, insular and mountain regions;
Amendment 405 #
2021/2046(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls on the Member States to significantly increase their efforts to increase theboost investments in multimodal shmare of walking and cycling in urbant and connected passenger transport on a regional and rural areasban scale;
Amendment 490 #
2021/2046(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Underlines the vital role of last mile intermodal infrastructures, ports and terminal hubs to achieve the functioning of high quality sustainable networks for freight; therefore calls on the Commission and the Member States to prioritize and to promote increased investments in the infrastructure for combined and intermodal freight transport, while reminding that the current financial instruments to support these investments are often inadequate and not sufficient;
Amendment 519 #
2021/2046(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses the need to complete theat, in case of internalisation of external costs for all modes of transport, an appropriate earmarking of revenues shall be ensured for the improvement and the upgrade of the infrastructure, and to reduce the costs for the users and operators;
Amendment 525 #
2021/2046(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
Amendment 567 #
2021/2046(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Insists on the phasing-out of most direct and indirect fossil fuel subsidies by 2022 in the Union and in each Member State, while recognizing the transitional role of LNG and LNG infrastructure in particular in the maritime sector, and considers the revision of the Energy Taxation Directive as the best possibility to achieve a stable and predictable carbon price;
Amendment 692 #
2021/2046(INI)
27a. Reminds the importance of addressing the needs of the aviation sector, supporting all parts involved, and providing adequate financial support in order to avoid bankruptcies, to safeguard the level of employment and the work conditions, and to respect consumers rights; deplores the lack of investments in the aviation sector, and calls on the Commission and the Member States for boosting investments for the sector;
Amendment 729 #
2021/2046(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Stresses that the shift towards sustainable and smart mobility can create new high-quality jobs; believes that possible negative consequences that this shift may have for workers should be mitigated via social funding and a specific strategy fordiscussed with all stakeholders involved in the concerned sectors in order to facilitate the re- and upskilling as well as the redeployment of workers, thereby ensuring a justsmooth transition;
Amendment 751 #
2021/2046(INI)
Motion for a resolution
Paragraph 29 a (new)
Paragraph 29 a (new)
29a. calls on the Commission and the Member States to ensure a fair and full level playing field in social and market conditions, guaranteeing a fair competition among all the operators;
Amendment 760 #
2021/2046(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Calls on the Commission and the Member States to encourage the diversification and quality of the transport workforce, and the attractiveness of the profession, while supporting lifelong learning and training schemes for entrepreneurs and professionals, in particular to attract women and young workers;
Amendment 68 #
2021/2014(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls for measures to further strengthen road safety in urban and suburban nodes and improve operational safety throughout the life cycle of critical infrastructure in the forthcoming revision of the TEN-T Regulation; calls on the Commission to set out therein the bases for future investment decisions relating to road safety;
Amendment 105 #
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 trafficto their safe use in traffic; points out that the standard installation of technological tools to support the proper use of the devices (voice assistants, hands-free kits, eye-level monitors, etc.) are able to neutralise most driving distractions; 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 rulthe EU to achieve its 2030- 2050 objectives; calls on the Commission to consider a type approval framework for these new mobility devices and to issue guidelines for Members States on traffic rules for the use of such devices;
Amendment 117 #
2021/2014(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Notes that according to a Commission study, alcohol is estimated to be involved in around 25 % of all road fatalities, while drugs are involved in 15 % of road fatalities5; notes that the EU recommendation on permitted blood alcohol content dates from 2001; calls the Commission to update its recommendations and include a zero- tolerance drink-driving limit in its recommendationstherein, and to introduce an EU recommendation for zero tolerance regarding illicit psychoactive drugs and standards on roadside drug-driving enforcement; calls on the Commission to also include in the revised recommendations guidance on the fitting of alcohol interlock devices, with a special focus on repeat offenders, high- level first- time offenders and all professional drivers; _________________ 5Commission study of 18 February 2014 on the prevention of drink-driving by the use of alcohol interlock devices.
Amendment 126 #
2021/2014(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Reminds the Member States that, in accordance with the road infrastructure safety management (RISM) directive, in order to guarantee a transparent, immediate and direct contribution to safety by citizens, Member States must 'establish a national system for the purpose of voluntary reporting, accessible online to all road users, to facilitate the collection of details of occurrences transmitted by road users and vehicles, and of any other safety-related information which is perceived by the reporter as an actual or potential hazard to road infrastructure safety’;
Amendment 138 #
2021/2014(INI)
Motion for a resolution
Paragraph 14 – subparagraph 1 (new)
Paragraph 14 – subparagraph 1 (new)
recommends that the renewal of driving licences, whatever their category, be granted after a compulsory period of theoretical and practical training has been undertaken, both in the classroom and on the road, to train and update users on the new rules, best practices and innovations in terms of road safety; calls on the Commission to encourage the Member States to provide for road safety lessons in schools in the presence of safe driving experts, associations and representatives of road safety sectors;
Amendment 148 #
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, scooters 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 driversof vans and all other so-called micro-mobility vehicles to undergo prior professional training in road safety; 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;
Amendment 171 #
2021/2014(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Calls on the EU to pave the way for fruitful and practical training, awareness-raising and education activities relating to the highway code in schools, associations, foundations and companies specialising in road safety;
Amendment 172 #
2021/2014(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Highlights that external factors and emerging societal trends present unprecedentedfurther 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;
Amendment 177 #
2021/2014(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Notes that there has been a sharp increase in ordinary and electric micro- mobility, which, however, is not adequately regulated at the national level;
Amendment 179 #
2021/2014(INI)
Motion for a resolution
Paragraph 18 b (new)
Paragraph 18 b (new)
18b. Hopes that the use of connected and automated vehicles will yield good results in terms of safety;
Amendment 180 #
2021/2014(INI)
Motion for a resolution
Paragraph 18 c (new)
Paragraph 18 c (new)
18c. Calls for greater attention to be paid to users with special mobility needs by providing them with sufficient safety standards and protection on both roads and pavements;
Amendment 207 #
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 road transport under an existing agency or another bodyto encourage greater cooperation between road agencies or authorities in the individual Member States by setting up public, common and compatible platforms for exchanging data, performance, updates and warnings, in order to further support safe road transport;
Amendment 32 #
2021/2013(INI)
Motion for a resolution
Recital A
Recital A
A. whereas health is fundamental to the well-being of Europeans and equitable access to healthcare is a pillar of the EU; whereas safthe pandemic has demonstrated the weakness of European health care systems; whereas safe, innovative, affordable medicines are needed to combat all diseases; whereas patients should be at the centre of all health policies, alongside investment and research;
Amendment 47 #
2021/2013(INI)
Motion for a resolution
Recital B
Recital B
B. whereas COVID-19 has had an impact on people’s health and on the economy; whereas it has highlighted both the EU’s strengths and weaknesses; whereas in order to strengthen the resilience of our national health systems to cross-border threats, more European integcooperation is necessary as well as a greater sharing of epidemiological and health data at European level; whereas a European Health Union, which contributes to an increasingly social Union, is key in this process;
Amendment 72 #
2021/2013(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the pharmaceutical strategy covers the full cycle of medicines, including research, testing, authorisation, pre-and post-marketing pharmacovigilance, consumption and disposal, and contributes to meeting the objectives of the European Green Deal, the digital transformation and climate neutrality;
Amendment 134 #
2021/2013(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Stresses that investment in research into and the development of innovative medicines and treatments, as well as access to safe, effective and high-quality medicines, are essential for making progress in the prevention and treatment of diseases; underlines that women are under-represented in clinical trials, resulting in late-stage studies with no sound data on the efficacy or side-effects of a drug in the female population, and that it is therefore necessary to differentiate safety data and analyses by sex;
Amendment 221 #
2021/2013(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
Amendment 230 #
2021/2013(INI)
Motion for a resolution
Paragraph 4 b (new)
Paragraph 4 b (new)
4 b. Considers that antimicrobial resistance constitutes a serious threat to public health, whose cause should be found above all in the incorrect and superficial use of antibiotic drugs; calls on the Commission and Member States to fund projects aimed at improving diagnostics as well as suggesting a protocol for administrating antibiotics and an awareness campaign for health professionals to encourage more targeted treatment based on patients’ real needs;
Amendment 240 #
2021/2013(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Calls on the Commission to promote a well-structured and institutionalised dialogue with the Member States and stakeholders to assess new criteria forhow national pricing, such as whether a product is ‘Made in Europe’, whether the EU invested in the product to support research, or whether prices should be adapted to may encourage investment in R&D in the EU, and guide a harmonised transformation towards an approach based on results and on the basic and most extensive needs of the population, considering the value of the therapeutic benefit of the medicine, and the primary and broader needs of the population;
Amendment 271 #
2021/2013(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on the Commission to review the incentive system, increase price transparency, while taking into account the overall R&D efforts of the pharmaceutical industry and its implicit failure rate, highlight the causes limiting affordability and patient access to medicinal products, and propose sustainable solutions that also promote competition;
Amendment 303 #
2021/2013(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Stresses that generic and biosimilar medicines are accessible and affordable treatments and contribute greatly to the budgetary sustainability of healthcare systems; calls on the Commission to introduce measures to support a greater market presence of these medicines and to harmonise at EU level the interpretation of the so-called Bolar provision concerning possible exemptions from the legal framework for the Unitary Patent system for generic drug manufacturers; further calls on the Commission to design rules for the industry that promote research, development and the production of generic and biosimilar medicines in the EU and to propose EU protocols for the interchangeability of biosimilar medicines;
Amendment 311 #
2021/2013(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Underlines that biosimilars and generics can be an important component within the pharmaceutical strategy for Europe, however it underlines that there is no identity with the originator, therefore their interchangeability should not be automatic but subject to the evaluation of the physician; pharmacovigilance should be a key tool in the evaluation of biological drugs in terms of efficacy and safety, for which continuous monitoring can provide all the useful elements for decision-making in both clinical and regulatory contexts; highlights the need for an EMA- authorized reference platform for generics and biosimilars;
Amendment 351 #
2021/2013(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Stresses the importance of new joint EU public procurement contracts by the Commission and the Member States, especially for; stresses that joint EU procurement should be implemented only in exceptional circumstances and for extraordinary cross-border public health threats, such as the COVID-19 pandemic, if the purchase of products cannot be secured as efficiently by other means, to ensure patient’s access to emergency medicines and unmet therapeutic needs;
Amendment 419 #
2021/2013(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Insists that a competitive EU pharmaceutical industry is strategic and more responsive to patients’ needs; points out that the industry needs a stable, flexible and agile regulatory environment; believes that it can thrive globally with a clear, robust and efficient intellectual property system; calls on the Commission to establish a unified supplementary protection certificate (SPCs) for the internal market, following the excellent results achieved on national basis; welcomes the initiative to build interoperable digital infrastructure for the European Health Data Space;
Amendment 441 #
2021/2013(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12 a. Underlines the key role of medical gases, such as oxygen, in treating patients; calls on the Commission to simplify the procedures for production and distribution of medical gases as part of the revision of Directive 2001/83/EC1c; _________________ 1c OJ L 311, 28.11.2001, p. 67–128
Amendment 515 #
2021/2013(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Highlights the fact that gene and cell therapies, personalised medicine, nanotechnology, next-generation vaccines, e-health and the ‘Million plus genomes’ initiative can bring enormous benefits in relation to the prevention, diagnosis, treatment and post-treatment of all diseases; highlights that eHealth, home care, and technological innovation in addition to education campaigns are key weapons in infection control, treatment of COVID-19 and other infectious diseases; urges the Commission to develop appropriate regulatory frameworks, to guide new business models, and to run information campaigns to raise awareness and encourage the use of these innovations;
Amendment 532 #
2021/2013(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Calls on the Commission to fully implement the Clinical Trials Regulation9 ; welcomes the revision of pharmaceutical legislation to adapt it to cutting-edge products, scientific advances and technological transformation; supports a new framework for the design of innovative trials and the pilot project to adopt a framework for the reuse of off- patent medicines; welcomes the creation of a data monitoring committee exclusively for emergency clinical trials to ensure the human dignity of patients involved in research and to avoid duplication of emergency trials; welcomes the launch of a vaccine platform to monitor vaccine efficacy and safety, supported by an EU- wide clinical trials network; _________________ 9 Regulation (EU) No 536/2014 of the European Parliament and of the Council of 16 April 2014 on clinical trials on medicinal products for human use, and repealing Directive 2001/20/EC, OJ L 158, 27.5.2014, p. 1.
Amendment 614 #
2021/2013(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Supports the Commission in its efforts to conductachieve a public disclosure, in accordance to Good Clinical Practices, through a structured dialogue with players in the pharmaceutical value chain, public authorities, non-governmental patient and health organisations and the research community, with the aim of protecting the dignity of human beings involved in clinical trials and to address weaknesses in the global medicines manufacturing and supply chain;
Amendment 655 #
2021/2013(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Stresses the need for the pharmaceutical industry to be environmentally friendly and climate- neutral throughout the life cycles of medicinal products; calls on the Commission to strengthen inspection and auditing throughout the production chainidentify a system of incentives and funding for companies to ensure the achievements of such objectives; urges the Commission to ensure quality environmental sustainability standards for active pharmaceutical ingredients imported from non-EU countries; calls on the Commission to address the problem of domestic pharmaceutical waste, with measures to reduce packaging and the size of containers to ensure they are no larger than necessary, highlighting the correlation between packaging and the prescribed treatment, and to bring medical prescriptions into line with real therapeutic needs;
Amendment 230 #
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, coastal 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. To this end, Member States must ensure the adoption of non- discriminatory policies that promote free movement of persons and goods.
Amendment 240 #
2021/0420(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) The trans-European transport network consists to a large extent of existing infrastructure. In order to fully achieve the objectives of the new trans- European transport network policy, uniform requirements regarding the infrastructure should be established on the one hand and, on the other, measures should be taken to support the areas remaining mostly outside the network itself, given that they are missing out badly in terms of their own social and economic development and the wider economic and production advantages offered at European level.
Amendment 253 #
2021/0420(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) In order to achieve a high-quality and efficient transport infrastructure across all modes, the development of the trans- European transport network should take into account the security and safety of passengers and freight movements, especially freight requiring rapid modes of transport, the contribution to climate change and the impact of climate change and of potential natural hazards and human-made disasters on infrastructure and accessibility for all transport users, especially in regions that are particularly affected by the negative impacts of climate change.
Amendment 421 #
2021/0420(COD)
Proposal for a regulation
Recital 48
Recital 48
(48) Road transport in the Union accounts for three-quarters of the total inland freight transport (based on tonne- kilometres performed) and for around 90% of the total inland passenger transport (based on the total number of passenger kilometres). Given the importance of road transport and the commitment, Member States must ensure the adoption of non-discriminatory policies that promote the free movement of persons and goods. There is also a need to improve road safety in line with the milestone of the Sustainable and Smart Mobility Strategy, there is a need to and enhance the road infrastructure from the safety point of view. In this regard, the need to involve European citizens in road safety evaluations, as already provided for in European legislation, must be reiterated.
Amendment 428 #
2021/0420(COD)
Proposal for a regulation
Recital 49 a (new)
Recital 49 a (new)
(49a) The trans-European transport network should maintain the smooth flow of goods, ensuring that the free movement of heavy goods vehicles is not hampered by bottlenecks or bans of any kind.
Amendment 482 #
2021/0420(COD)
Proposal for a regulation
Recital 66
Recital 66
(66) European Transport Corridors should help to develop the infrastructure of the trans-European transport network in such a way as to address bottlenecks, enhance cross-border connections and improve efficiency and sustainability. TheyMember States should also seek to extend the corridors as part of a targeted cohesion policy. In this regard, approval of these strategic projects would have the advantage of facilitating links between the corridors, incorporating intermodal exchange hubs within the regions concerned. European transport corridors should contribute to cohesion through improved territorial cooperation. They should also address wider transport policy objectives and facilitate interoperability, modal integration and multimodal operations. The corridor approach should be transparent and clear and the management of such corridors should not create additional administrative burdens or costs.
Amendment 668 #
2021/0420(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point c – point vii
Article 4 – paragraph 2 – point c – point vii
(vii) cost-efficient application of innovative technological and operational concepts in line with ESG criteria;
Amendment 728 #
2021/0420(COD)
Proposal for a regulation
Article 8 – paragraph 2 – point b
Article 8 – paragraph 2 – point b
(b) be economically viable on the basis of a socio-economic cost-benefit analysis in line with ESG criteria;
Amendment 730 #
2021/0420(COD)
Proposal for a regulation
Article 8 – paragraph 2 – point c
Article 8 – paragraph 2 – point c
(c) demonstrate European added value that can be measured and replicated.
Amendment 739 #
2021/0420(COD)
Proposal for a regulation
Article 8 – paragraph 5
Article 8 – paragraph 5
5. The Commission may require Member States by means of an implementing act to establish a single entity for the construction and management of cross-border infrastructure projects of common interest with a view to simplifying administrative procedures and ensuring the consistent implementation of existing rules among the countries involved, establishing criteria for harmonisation, effectiveness and replicability. The relevant European Coordinator shall have the status of observer in the management or supervisory board or in both of that single entity.
Amendment 746 #
2021/0420(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point d
Article 9 – paragraph 1 – point d
(d) promote the interoperability between the trans-European transport network and networks of third countries, involving also the use of technological resources and telecommunications;
Amendment 760 #
2021/0420(COD)
Proposal for a regulation
Article 10 – paragraph 1 – point d
Article 10 – paragraph 1 – point d
(d) constitute the essential basis for the identification of projects of common interest.
Amendment 764 #
2021/0420(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. Member States shall take the appropriate measures for the European Transport Corridors to be developed in order to comply with the provisions of this Regulation, by 31 December 2030 for their infrastructure which is part of the core network, unless specified otherwise, and by 31 December 2040 for their infrastructure which is part of the extended core network, unless specified otherwise. In addition, Member States are urged, as a matter of the utmost urgency, to propose pragmatic and financially sustainable solutions that can be implemented in the short to medium term, in a bid to end the isolation of certain areas by speeding up the modernisation of infrastructure networks, thereby attracting fresh investment and new businesses, while at the same time halting depopulation and the weakening of the economic fabric.
Amendment 766 #
2021/0420(COD)
Proposal for a regulation
Article 11 – paragraph 3
Article 11 – paragraph 3
3. The Commission is empowered to adopt delegated acts in accordance with Article 60 of this Regulation to amend the alignment of the European Transport Corridors in Annex III to this Regulation, in order to take into account, in particular, the development of major trade flows and traffic or substantial changes to the network and achieve the stated objectives of this regulation through social and territorial cohesion policies.
Amendment 932 #
2021/0420(COD)
Proposal for a regulation
Article 17 – paragraph 1 – point a
Article 17 – paragraph 1 – point a
(a) ERTMS is equipped trackside and on board of all trains on all TEN-T networks, while all means of useful cooperation between Member States, Infrastructure Managers and Transport Operators are adopted to ensure the deployment of a synchronised and harmonised ERTMS deployment;
Amendment 934 #
2021/0420(COD)
Proposal for a regulation
Article 17 – paragraph 1 – point a
Article 17 – paragraph 1 – point a
(a) ERTMS is equipped, especially in those areas which still do not have this essential service, despite forming part of the extended core network;
Amendment 997 #
2021/0420(COD)
Proposal for a regulation
Article 18 – paragraph 1 – introductory part
Article 18 – paragraph 1 – introductory part
1. Member States shall ensure that, by 31 December 2030, the quality of services provided by infrastructure managers to railway undertakings,on the rail networks, the technical and operational requirements for infrastructure use and procedures related to border controls do not prevent the operational performance of rail freight services along the rail freight lines of the European Transport Corridors from meeting the following target values:
Amendment 1004 #
2021/0420(COD)
Proposal for a regulation
Article 18 – paragraph 1 – point a
Article 18 – paragraph 1 – point a
(a) for each internal Union cross- border section, the dwelling time of all freight trains crossing the border doesshall not exceed 1530 minutes on average. Dwelling time of a train on a cross-border section means the total additional transit time that can be attributed to the existence of the border crossing, irrespective of the underlying causes, such as police border controls and procedures or considerations of infrastructural, operational, technical and administrative nature, without taking into account the time that cannot be attributed to the border crossing, such as operational procedures carried out in facilities located in the proximity of the border crossing but not intrinsically related to it;
Amendment 1005 #
2021/0420(COD)
Proposal for a regulation
Article 18 – paragraph 1 – point a
Article 18 – paragraph 1 – point a
(a) for each internal Union cross- border section, the dwelling time of all freight trains crossing the border does not exceed 15 minutes on average. Dwelling time of a train on a cross-border section means the total additional transit time that can be attributed to the existence of the border crossing, irrespective of the underlying causes, such as police border controls and procedures or considerations of infrastructural, operational, technical and administrative nature, without taking into account the time that cannot be attributed to the border crossing, such as operational procedures carried out in facilities located in the proximity of the border crossing but not intrinsically related to it; to this end, administrative simplification and related pre-cleaning procedures should be facilitated;
Amendment 1013 #
2021/0420(COD)
Proposal for a regulation
Article 18 – paragraph 2 a (new)
Article 18 – paragraph 2 a (new)
2a. The European Commission, in close cooperation with all the rail stakeholders, shall ensure that a digital capacity management system, which enables passenger and freight operators to book a cross-border train path, will be developed by 31.12.2025. Member States shall fully deploy the system on the European Transport Corridors core and extended core networks by 31.12.2027.
Amendment 1021 #
2021/0420(COD)
Proposal for a regulation
Article 19 – paragraph 1 – point b
Article 19 – paragraph 1 – point b
(b) improving the safety of level crossings, through the use of innovative technologies for example;
Amendment 1025 #
2021/0420(COD)
Proposal for a regulation
Article 19 – paragraph 1 – point c
Article 19 – paragraph 1 – point c
(c) where appropriate, connecting railway transport infrastructure with inland waterway and port infrastructure;
Amendment 1033 #
2021/0420(COD)
Proposal for a regulation
Article 19 – paragraph 1 – point e
Article 19 – paragraph 1 – point e
(e) developing and deploying innovative technologies for railways, building in particular on the work of the Shift2Rail and Europe’s Rail Joint Undertakings, notably automatic train operation, advanced traffic management, and digital connectivity for passengers based on ERTMS and digital automatic couplings as well as 5G connectivity and satellite monitoring;
Amendment 1039 #
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 other alternative fuels for sections that are exempted from the electrification requirement, with the adoption of specific solutions in each case.
Amendment 1052 #
2021/0420(COD)
Proposal for a regulation
Article 20 – paragraph 1 – point f
Article 20 – paragraph 1 – point f
(f) mooring and rest placelocations;
Amendment 1057 #
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 emission 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 factoring in transit times.
Amendment 1082 #
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. The Commission shall adopt implementing acts 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), also with the use of predictive and satellite systems.
Amendment 1113 #
2021/0420(COD)
Proposal for a regulation
Article 24 – paragraph 2 – point b
Article 24 – paragraph 2 – point b
(b) wider benefit actions that are not directly linked to specific ports and that benefit the European Maritime Space and the maritime industry widely, such as support to activities ensuring year-round navigability (icebreaking), ICT systems for transport and hydrographic surveys.
Amendment 1151 #
2021/0420(COD)
Proposal for a regulation
Article 25 – paragraph 1 – point b
Article 25 – paragraph 1 – point b
(b) maritime ports of the comprehensive network are equipped with the necessary infrastructure to improve the environmental performance of ships in ports, among others reception facilities for the delivery of waste from ships in accordance with Directive (EU) 2019/883 of the European Parliament and of the Council61 and for disinfection; __________________ 61 Directive (EU) 2019/883 of the European Parliament and of the Council of 17 April 2019 on port reception facilities for the delivery of waste from ships, amending Directive 2010/65/EU and repealing Directive 2000/59/EC (OJ L 151, 7.6.2019, p. 116).
Amendment 1155 #
2021/0420(COD)
Proposal for a regulation
Article 25 – paragraph 2 – point a
Article 25 – paragraph 2 – point a
(a) maritime ports of the comprehensive network will be effectively connected with the rail and road infrastructure and, where possible, inland waterways and airports, except where specific geographic or significant physical constraints prevent such connection;
Amendment 1161 #
2021/0420(COD)
Proposal for a regulation
Article 25 – paragraph 2 – point b
Article 25 – paragraph 2 – point b
(b) any maritime port of the comprehensive network that serves freight traffic offers at least one multimodal freight terminal which is open to all operators and users in a non-discriminatory way and which applies transparent and non-discriminatory charges displayed through a one-stop shop that is also accessible online;
Amendment 1171 #
2021/0420(COD)
Proposal for a regulation
Article 27 – paragraph 1 – point b
Article 27 – paragraph 1 – point b
(b) construction or upgrading basic port infrastructure, such as internal basins, quay walls, berths, jetties, docks, dykes, backfills and land reclamation, adoption of measures to prevent erosion and bioremediation initiatives;
Amendment 1209 #
2021/0420(COD)
Proposal for a regulation
Article 29 – paragraph 3
Article 29 – paragraph 3
3. Member States shall ensure, by 31 December 2030, the deployment or use of the means to detect safety-related events or conditions, and collection of the relevant road traffic data, for the purpose of providing road safety-related minimum universal traffic information as defined in Commission Delegated Regulation No 886/201370 , using satellite monitoring also. __________________ 70 Commission delegated Regulation (EU) No 886/2013 of 15 May 2013 supplementing Directive 2010/40/EU of the European Parliament and of the Council with regard to data and procedures for the provision, where possible, of road safety-related minimum universal traffic information free of charge to users(OJ L 247, 18.9.2013, p. 6).
Amendment 1233 #
2021/0420(COD)
Proposal for a regulation
Article 31 – paragraph 1 – point c
Article 31 – paragraph 1 – point c
(c) introduction of innovative technologies to improve the control of compliance with the Union road transport legal framework, including smart and automated enforcement tools and, 5G communication infrastructure and satellite technologies;
Amendment 1235 #
2021/0420(COD)
Proposal for a regulation
Article 31 – paragraph 1 – point d a (new)
Article 31 – paragraph 1 – point d a (new)
(da) In Member States with scheduled restrictions preventing the circulation of heavy goods vehicles, transport on the TEN-T networks must remain fully unimpeded order to maintain the flow of goods.
Amendment 1240 #
2021/0420(COD)
Proposal for a regulation
Article 32 – paragraph 2 – point b – paragraph 1
Article 32 – paragraph 2 – point b – paragraph 1
for passenger airports, the total annual passenger traffic is at least 0.1% of the total annual passenger volume of all airports of the Union, unless the airport in question is situated outside a radius of 100 km from the nearest airport in the comprehensive network or outside a radius of 200 km where there is a high-speed railway line in the region in which it is situated or is of national importance and close to an airport with which it is not in competition because it is run by the same company.
Amendment 1241 #
2021/0420(COD)
Proposal for a regulation
Article 32 – paragraph 2 – point b – paragraph 2
Article 32 – paragraph 2 – point b – paragraph 2
The total annual passenger volume and the total annual cargo volume are based on either the latest available three-year average, based on the statistics published by Eurostat or an estimate of infrastructure capacity about to become available.
Amendment 1318 #
2021/0420(COD)
Proposal for a regulation
Article 38 – paragraph 1 – point c
Article 38 – paragraph 1 – point c
(c) developing a smooth flow of information enabling transport services across the trans-European transport system, making use of satellite technologies also;
Amendment 1332 #
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 in line with smart-city criteria, to reduce air and noise pollution and that takes long-distance trans- European transport flows into consideration;
Amendment 1344 #
2021/0420(COD)
Proposal for a regulation
Article 40 – paragraph 1 – point c – point ii
Article 40 – paragraph 1 – point c – point ii
(ii) for passenger transport: ability for passengers to access information, book, pay their journeys and retrieve their tickets through multimodal digital mobility services, facilitating single ticketing where possible if different operators are involved;
Amendment 1435 #
2021/0420(COD)
Proposal for a regulation
Article 48 – paragraph 1 – point a
Article 48 – paragraph 1 – point a
(a) the infrastructure of the trans- European transport network is maintained in a way that it provides the same level of service and safety during its lifetime, ensuring a forward-looking approach to maintenance work, which must be carried out to the very latest standards of user safety throughout the network;
Amendment 1453 #
2021/0420(COD)
Proposal for a regulation
Article 50 – paragraph 2 – point b
Article 50 – paragraph 2 – point b
(b) iInteroperability and co-modality;
Amendment 1462 #
2021/0420(COD)
Proposal for a regulation
Article 50 – paragraph 4
Article 50 – paragraph 4
4. The European Rail Traffic Management System (ERTMS) and the European Maritime Space are the horizontal priorities for the implementation of the trans-European transport network. They shall ensure the timely deployment of ERTMS on the entire network and the integration of maritime links into the trans- European transport network. In addition, the Commission shall undertake to ensure the implementation of ERTMS policies in a bid to remedy its uneven development to date in the various Member States, not least because of the high costs and the lack of specific provisions ensuring an even financial burden on infrastructure managers and rail companies.
Amendment 1574 #
2021/0420(COD)
Proposal for a regulation
Article 55 – paragraph 1
Article 55 – paragraph 1
1. Member States shall undertake to inform the Commission on a regular, comprehensive and transparent basis about the progress made in implementing projects of common interest and the investments made for that purpose. This information shall include the yearly transmission of data through the interactive geographical and technical information system for the trans-European transport network (TENtec). It shall include technical and financial data concerning projects of common interest on the trans- European transport network as well as data on the completion of the trans- European transport network. Similarly, Member States shall undertake to inform the Commission of progress made in the maintenance of existing infrastructures.
Amendment 1713 #
2021/0420(COD)
Proposal for a regulation
Annex 1 – part 18/23 and part 19/23
Annex 1 – part 18/23 and part 19/23
Include the following sections as high- speed (≥ 200 km/h) rail freight and rail passengers lines: Bologna – Foggia (comprehensive network) Salerno – Battipaglia (comprehensive network)
Amendment 1714 #
2021/0420(COD)
Proposal for a regulation
Annex 1 – part 18/23
Annex 1 – part 18/23
Add the following to the core network: - Battipaglia - Praia a mare rail freight line
Amendment 1724 #
2021/0420(COD)
Proposal for a regulation
Annex 1 – part 19/23
Annex 1 – part 19/23
Add the following to the core network: - Battipaglia - Praia a Mare rail passenger line
Amendment 1760 #
2021/0420(COD)
Proposal for a regulation
Annex 2 - table - section IT
Annex 2 - table - section IT
Node name: Battipaglia Urban node: X
Amendment 1766 #
2021/0420(COD)
Node name: Salerno Airport: Comprehensive
Amendment 1785 #
2021/0420(COD)
Proposal for a regulation
Annex 3 – part 1/14
Annex 3 – part 1/14
Amendment 1799 #
2021/0420(COD)
Proposal for a regulation
Annex 3 – part 7/14
Annex 3 – part 7/14
Add the following to the Scandinavian- Mediterranean corridor: - Bari - Brindisi - Lecce rail passenger line
Amendment 141 #
2021/0223(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure. _________________ 46 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13). 47 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).
Amendment 150 #
2021/0223(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) Therefore aAll modes of transport should be addressed in one instrument which should take into account athe variety of alternative fuels, the development of their market share and particularly their affordability. The use of zero-emission powertrain technologies and climate-neutral alternative fuels is at different stages of maturity in the different modes of transport and in the different Member States and regions. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid personal and light-duty commercial vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well, however at high prices for vehicles and fuels. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors, as well as heavy-duty road transport, continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. The use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuelsgaseous or liquid bio-methane, biomass fuels, biofuels, advanced biofuels, recycled carbonfuels, renewable fuels of non-biological origin or renewable and low- carbon synthetic gaseous and liquid fuels.
Amendment 156 #
2021/0223(COD)
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5 a) Therefore, the general principle of technological neutrality should be maintained and market competition between the different alternative technologies should be promoted and protected at Union and national levels, thus providing for the best technological solutions and affordable prices. Targets and milestones should be set at Union and national levels, depending on the market development of different technologies, while the net-zero ambition should always be the guiding principle.
Amendment 159 #
2021/0223(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) SuchBiofuels, advanced biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor or no adaptations. Renewable and bio-LNG can be used for heavy-duty transport, both road and maritime, as demonstrated by the fact that already 20% of gas used in road transport is bio-methane. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.
Amendment 166 #
2021/0223(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) LNG is likely to play a continued role in maritime transport, where there is currently no economically viable zero- emission powertrain technology available. The Communication on the Smart and Sustainable Mobility Strategy points to zero-emission seagoing ships becoming market ready by 2030. Fleet conversion, a tendency, which should be promoted, duly monitored and reported. Fleet conversion, based on relevant, affordable and viable new technologies, should take place gradually due to the long lifetime of the ships. Contrary to maritime transport, fFor inland waterways, with normally smaller vessels and shorter distances, low- and zero-emission powertrain technologies, such as hydrogen and, electricity, sh and other alternative fuels, could enter the markets more quickly. LNG is, LPG and their renewable derivatives are, however expected to no longer play a significant role in that sectorand the competitive development of the market in this sector is still ongoing. Transport fuels such as LNG need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-LNG) or renewable and low-carbon synthetic gaseous e-fuels (e- gas) for instance. Those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.
Amendment 173 #
2021/0223(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) In the heavy-duty road transport sector, LNG trucks are fully mature and can run on a high blend of bio-LNG. On the one hand, the common scenarios underpinning the Sustainable and Smart Mobility Strategy and the Climate Target Plan as well as the revised “Fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. Furthermore, LPG and CNG vehicles for which already a sufficientsome infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limitedclimate-neutral alternative fuels, despite this not being an existing market tendency yet. Therefore a targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. As the market for decarbonised heavy-duty vehicles is still developing, a variety of alternative technologies should be incentivised, including via infrastructure planning and adaptation, while taking into account market shares and traffic data.
Amendment 183 #
2021/0223(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. A special attention and higher fleet based targets for centres of relatively higher population density and higher electric vehicles market-share is also needed. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.
Amendment 189 #
2021/0223(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles, as well as population and market shares of electric vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.
Amendment 196 #
2021/0223(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) Implementation in Member States should ensure that a sufficient number of publicly accessible recharging points is installed, in particular at public transport stations, such as port passenger terminals, airports or railway stations. A sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the TEN-T network, the main roads and in urban areas, to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union.
Amendment 197 #
2021/0223(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11 a) Member States' implementation should take into consideration the fact that demand for a suitable number of charging stations might change throughout the year in some areas of their territory, mainly outside of major metropolitan centres, as it does in many tourist locations. In these cases, the possibility of deploying a temporary mobile off-grid charging infrastructure would aid those territories in meeting seasonal demand without requiring the installation of fixed infrastructure that would be ineffective at other times of the year and would have negative environmental consequences.
Amendment 199 #
2021/0223(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11 a) The deployment of publicly accessible recharging infrastructure should primarily result from private market investment. However, Member States should support infrastructure deployment through initial public investments, in cases where market conditions require public support, provided it is in full compliance with State aid rules, until a competitive market has been established.
Amendment 206 #
2021/0223(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to support the expected market uptakeproactively support the market share development of battery electric heavy-duty vehicles.
Amendment 208 #
2021/0223(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.
Amendment 209 #
2021/0223(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network and the main roads to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.
Amendment 217 #
2021/0223(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clientsif the access is unlimited and unconditional. Recharging or refuelling points for car- sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, should not be considered as publicly accessible recharging or refuelling points.
Amendment 222 #
2021/0223(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) The increasing number of electric vehicles in road, rail, maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. Smart recharging points as well as off-grid recharging points, in particular, can facilitate the integration of electric vehicles into the electricity system furtherand reduce the impact of electric vehicles on the electricity distribution network, as it enables demand response through aggregation and through price based demand response. System integration can further be facilitated through bi-directional recharging (vehicle-to-grid). All normal recharging points at which vehicles are typically parked for a longer period should therefore support smart recharging.
Amendment 230 #
2021/0223(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) The development of on-grid and off-grid infrastructure for electric vehicles, the interaction of that infrastructure with the electricity system, and the rights and responsibilities assigned to the different actors in the electric mobility market, have to be consistent with the principles established under Directive (EU) 2019/944. In that sense, distribution system operators should cooperate on a non-discriminatory basis with any person establishing or operating publicly accessible recharging points and Member States should ensure that the electricity supply for a recharging point can be the subject of a contract with a supplier other than the entity supplying electricity to the household or premises where this recharging point is located. The access of Union electricity suppliers to recharging points should be without prejudice to the derogations under Article 66 of Directive (EU) 2019/944.
Amendment 235 #
2021/0223(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The establishment and operation of recharging points for electric vehicles should be developed as a competitive market with open access to all parties interested in rolling-out or operating recharging infrastructures, on-grid and off- grid. In view of the limited alternative locations on highways, existing highway concessions such as for conventional refuelling stations or rest areas are a particular cause for concern, since they can run over very long periods and sometimes even lack a specified end date altogether. Member States should seek, to the extent possible and in compliance with Directive (EU) 2014/23 of the European Parliament and of the Council53 , to competitively award new concessions specifically for recharging stations on or adjacent to existing highway rest areas in order to limit deployment cost and enable new market entrants. _________________ 53 Directive 2014/23/EU of the European Parliament and of the Council of 26 February 2014 on the award of concession contracts (OJ L 94, 28.3.2014, p. 1).
Amendment 259 #
2021/0223(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. _________________ 56 COM(2020) 301 final
Amendment 263 #
2021/0223(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) A number of LNG refuelling points are established in the Union, already providing a backbone for the circulation of LNG driven heavy-duty vehicles. The TEN-T core network should remain the basis for the deployment of LNG infrastructure, and progressively for bio- LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but certain limited should remain the basis for the deployment of LNG infrastructure, and progressively for bio-LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but some important gaps in the network remain across the EU to reach that objective. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should cease to applyLNG stations are insufficient especially in Eastern Europe and in third countries, situated on international transport corridors, including corridors linking different Member States. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should be adapted to different market scenarios in line with EU and national decarbonisation targets and market shares of alternative fuels.
Amendment 282 #
2021/0223(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) Shore-side electricity facilities, either fixed or mobile, can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels. Under the FuelEU maritime initiative, ship operators of container and passenger ships need to comply with provisions to reduce emissions at berth. Mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in TEN-T core and comprehensive maritime ports to comply with those requirements. The application of these targets to all TEN- T maritime ports should ensure the level playing field between ports.
Amendment 286 #
2021/0223(COD)
Proposal for a regulation
Recital 32 a (new)
Recital 32 a (new)
Amendment 288 #
2021/0223(COD)
Proposal for a regulation
Recital 32 b (new)
Recital 32 b (new)
(32 b) The diversity of maritime ports in terms of size, traffic segments served, governance and geographical location has to be taken into account in the deployment of on-shore power supply.
Amendment 291 #
2021/0223(COD)
Proposal for a regulation
Recital 32 c (new)
Recital 32 c (new)
(32 c) Given the cost and complexity associated with the roll-out of OPS in maritime ports, it is essential to prioritise the investments, particularly where it makes the most sense in terms of emissions reduction and economic viability. Frequency of use, potential level of emissions reduction, regularity of calls and availability of grid capacity are important elements in that respect;
Amendment 302 #
2021/0223(COD)
Proposal for a regulation
Recital 32 e (new)
Recital 32 e (new)
(32 e) In case it is impossible to supply sufficient on-shore power due to weak capacity in the local grid connecting to the port, this should not be considered as a failure by the port nor of the ship owner or operator to comply with the requirements of this Regulation, as long as the insufficient local grid capacity is duly attested by the grid manager.
Amendment 347 #
2021/0223(COD)
Proposal for a regulation
Recital 38
Recital 38
(38) The revised national policy frameworks should include detailed market and traffic shares, especially for transit traffic, data monitoring and evaluation on a frequent basis, providing for market projections and supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium- sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.
Amendment 351 #
2021/0223(COD)
Proposal for a regulation
Recital 39
Recital 39
(39) The development and implementation of the revised national policy frameworks of the Member States should be facilitated by the Commission by means of exchanges of information and best practices between the Member States and regional and local authorities.
Amendment 354 #
2021/0223(COD)
Proposal for a regulation
Recital 40
Recital 40
(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies, taking into consideration the national market and traffic share data and market projections, the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.
Amendment 361 #
2021/0223(COD)
Proposal for a regulation
Recital 41
Recital 41
(41) Member States should make use of a wide range of regulatory and non-market-based and regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks, in close cooperation with private sector actors, who should play a key role in supporting the development of alternative fuels infrastructure.
Amendment 379 #
2021/0223(COD)
Proposal for a regulation
Recital 49 a (new)
Recital 49 a (new)
(49 a) The European Union should ensure that the technical requirements for land transport developed according to this Regulation are comparable with the UNECE's international standards for dangerous goods transportation by road, rail, and inland waterway.
Amendment 392 #
2021/0223(COD)
Proposal for a regulation
Recital 54 a (new)
Recital 54 a (new)
(54 a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate unnecessary compliance costs in the affected sectors.
Amendment 395 #
2021/0223(COD)
Proposal for a regulation
Article 1 – paragraph 3
Article 1 – paragraph 3
3. This Regulation establishes a reporting mechanism to stimulate cooperation and ensures a robust tracking of progress. The mechanism shall comprise a structured, transparent, iterative and multi-level governance process between the Commission and Member States for the purpose of the finalisation of the national policy frameworks, taking into account existing local and regional strategies for the deployment of alternative fuels infrastructure, and their subsequent implementation and corresponding Commission action.
Amendment 398 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – introductory part
Article 2 – paragraph 1 – point 3 – introductory part
(3) ‘alternative fuels’ means fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute, on a permanent basis or for a transitional phase, to its decarbonisation and enhance the environmental performance of the transport sector, including:
Amendment 403 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – introductory part
Article 2 – paragraph 1 – point 3 – point a – introductory part
(a) ‘alternative fuels for low- and zero- emission vehicles’:
Amendment 408 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 2
Article 2 – paragraph 1 – point 3 – point a – indent 2
– hydrogen and hydrogen derived fuels,
Amendment 410 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 3
Article 2 – paragraph 1 – point 3 – point a – indent 3
Amendment 419 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1
Article 2 – paragraph 1 – point 3 – point b – indent 1
– biomass fuels and biofuels as defined in Article 2, points (27) and (33) of Directive (EU) 2018/2001such as bio-hydrogen, bio-ammonia, bio- methanol, bio-methane, bio-LNG, bio- CNG, bio-LPG or RCF,
Amendment 422 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 2
Article 2 – paragraph 1 – point 3 – point b – indent 2
– synthetic and paraffinic fuels, including ammoniae-hydrogen, e-ammonia, e- methanol, e-methane, e-LNG, rDME or RFNBO, produced from renewable energy,
Amendment 428 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point c – introductory part
Article 2 – paragraph 1 – point 3 – point c – introductory part
(c) ‘alternative fossil fuels’ for a transitional phaseprogressively blended with renewable fuels:
Amendment 441 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 17
Article 2 – paragraph 1 – point 17
(17) ‘electric road system’ means a physical installation along a road that allows for the transfer of electricity to an electric vehicle while the vehicle is in motionfor propulsion or dynamic charging to an electric vehicle;
Amendment 442 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 17 a (new)
Article 2 – paragraph 1 – point 17 a (new)
(17 a) 'dynamic charging' means the charging of an electric vehicles battery while the vehicle is in motion;
Amendment 451 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 38
Article 2 – paragraph 1 – point 38
(38) ‘publicly accessible’ alternative fuels infrastructure, means an alternative fuels infrastructure which is located at a site or premise that is open to the general public, irrespective of whetherwith unlimited and unconditional access to the alternative fuels infrastructure, is located on public or on private property, whether limitations or conditions apply in terms of access to the siterrespective of whether it is located on public or orn premise and irrespective of the applicable use conditions of the alternative fuels infrastructureivate property;
Amendment 453 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 38
Article 2 – paragraph 1 – point 38
(38) ‘publicly accessible’ alternative fuels infrastructure, means an alternative fuels infrastructure - on-grid or off-grid - which is located at a site or premise that is open to the general public, irrespective of whether the alternative fuels infrastructure is located on public or on private property, whether limitations or conditions apply in terms of access to the site or premise and irrespective of the applicable use conditions of the alternative fuels infrastructure;
Amendment 458 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 41
Article 2 – paragraph 1 – point 41
(41) ‘recharging point’ means a fixed or mobile, on-grid or off-grid interface that allows for the transfer of electricity to an electric vehicle, which, whilst it may have one or several connectors to accommodate different connector types, is capable of recharging only one electric vehicle at a time, and excludes devices with a power output less than or equal to 3,7 kW the primary purpose of which is not recharging electric vehicles.
Amendment 463 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 41 a (new)
Article 2 – paragraph 1 – point 41 a (new)
(41 a) ‘off-grid recharging point’ means a charging point based on the temporal decoupling between the provision of the charging service for an electric vehicle and the withdrawal of the electricity from the grid;
Amendment 467 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 45
Article 2 – paragraph 1 – point 45
(45) ‘recharging station’ means a single physical installation at a specific location, consisting of one or more recharging points;
Amendment 476 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 57
Article 2 – paragraph 1 – point 57
(57) ‘ship at berth’ means ship at b ship which is securely moored along a quay in a port falling under th as defined in Article 3, point (n) of Regulation (EU) 2015/757e jurisdiction of a Member State while it is loading, unloading or hoteling, including the time spent when not engaged in cargo operations;
Amendment 481 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 58
Article 2 – paragraph 1 – point 58
(58) ‘shore-side electricity supply’ means the provision of shore-side electrical power through a standardised interfacefixed, floating or mobile installation to seagoing ships or inland waterway vessels at berth;
Amendment 483 #
2021/0223(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 59
Article 2 – paragraph 1 – point 59
(59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronica standardised communication protocol;
Amendment 500 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2
Article 3 – paragraph 1 – indent 2
– in their territory, publicly accessible recharging stations dedicated to light-duty vehicles are deployed in a territorially balanced manner that provide sufficient power output for those vehicles.
Amendment 504 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2 a (new)
Article 3 – paragraph 1 – indent 2 a (new)
- no region or territory is left behind and that regional disparities in the deployment of the infrastructure for alternative fuels are well-addressed in the formulation and implementation of national policy frameworks, through fixed, off-grid or mobile charging point.
Amendment 507 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 2 a (new)
Article 3 – paragraph 1 – indent 2 a (new)
- the grid connection and the grid capacity are provided.
Amendment 512 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point a
Article 3 – paragraph 1 – subparagraph 1 – point a
(a) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 13 kW is provided through publicly accessible recharging stations; and
Amendment 520 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 – point b
Article 3 – paragraph 1 – subparagraph 1 – point b
(b) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 0.662 kW is provided through publicly accessible recharging stations.
Amendment 530 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – introductory part
Article 3 – paragraph 2 – point a – introductory part
(a) along or in the immediate vicinity of the TEN-T core network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
Amendment 537 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – point i
Article 3 – paragraph 2 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 3600 kW and include at least onetwo recharging stations with an individual power output of at least 15300 kW;
Amendment 539 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – point ii
Article 3 – paragraph 2 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 61200 kW and include at least two recharging stations with an individual power output of at least 15300 kW;
Amendment 546 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point b – introductory part
Article 3 – paragraph 2 – point b – introductory part
(b) along or in the immediate vicinity of the TEN-T comprehensive network, publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
Amendment 550 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point b – point i
Article 3 – paragraph 2 – point b – point i
(i) by 31 December 2030, each recharging pool shall offer a power output of at least 3600 kW and include at least one recharging station with an individual power output of at least 15300 kW;
Amendment 553 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point b – point ii
Article 3 – paragraph 2 – point b – point ii
(ii) by 31 December 2035, each recharging pool shall offer a power output of at least 61200 kW and include at least two recharging stations with an individual power output of at least 15300 kW.
Amendment 561 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 a (new)
Article 3 – paragraph 2 a (new)
2 a. The minimum distance requirement laid down in paragraph 2 - points (a) and (b) shall not apply to sections with a traffic density of less than [ ] vehicles per week. For such sections, Member States shall ensure an adequate distance in accordance with the sections traffic demands.
Amendment 562 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 2 b (new)
Article 3 – paragraph 2 b (new)
2 b. In case of rapid market uptake in any relevant reporting period, Member States should shorten the deadlines under points (a) and (b) accordingly and increase the targets for recharging pools accordingly.
Amendment 563 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3
Article 3 – paragraph 3
3. Neighbouring Member States shall ensure that the maximum distances referred to in paragraph 2 - points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and, unless economically unfeasible, of the TEN-T comprehensive network.
Amendment 569 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3 a (new)
Article 3 – paragraph 3 a (new)
3 a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 573 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3 b (new)
Article 3 – paragraph 3 b (new)
3 b. Member States shall ensure that targets in densely populated areas and regions with high uptake in registered light-duty electricity vehicles are increased accordingly in order to provide the necessary infrastructure and support the market development.
Amendment 575 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 3 c (new)
Article 3 – paragraph 3 c (new)
3 c. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors connecting Member States, are situated.
Amendment 578 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – introductory part
Article 4 – paragraph 1 – point a – introductory part
(a) along or in the immediate vicinity of the TEN-T core network, publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them:
Amendment 581 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – point i
Article 4 – paragraph 1 – point a – point i
(i) by 31 December 2025, each recharging pool shall offer a power output of at least 142800 kW and include at least onetwo recharging stations with an individual power output of at least 350 kW;
Amendment 588 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point a – point ii
Article 4 – paragraph 1 – point a – point ii
(ii) by 31 December 2030, each recharging pool shall offer a power output of at least 35000 kW and include at least twofour recharging stations with an individual power output of at least 350 kW;
Amendment 594 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b – introductory part
Article 4 – paragraph 1 – point b – introductory part
(b) along or in the immediate vicinity of the TEN-T comprehensive network, publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 100 km in-between them:
Amendment 595 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b – point i
Article 4 – paragraph 1 – point b – point i
(i) by 31 December 2030, each recharging pool shall offer a power output of at least 1400 kW and include at least onetwo recharging stations with an individual power output of at least 350 kW;
Amendment 601 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point b – point ii
Article 4 – paragraph 1 – point b – point ii
(ii) by 1 December 2035, each recharging pool shall offer a power output of at least 3500 kW and include at least two recharging stations with an individual power output of at least 35700 kW;
Amendment 605 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) by 31 December 203027, in each safe and secure parking area situated on the TEN-T core network, at least onetwo recharging station dedicated to heavy-duty vehicles with a power output of at least 100 kW isare installed;
Amendment 610 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point c a (new)
Article 4 – paragraph 1 – point c a (new)
(c a) by 31 December 2030,in each safe and secure parking area, situated on the TEN-T comprehensive network, at least one recharging station dedicated to heavy- duty vehicles with a power output of at least 100 kW is installed;
Amendment 616 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point d
Article 4 – paragraph 1 – point d
(d) by 31 December 2025, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 61200 kW are deployed, provided by recharging stations with an individual power output of at least 15300 kW;
Amendment 624 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) by 31 December 2030, in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 12400 kW are deployed, provided by recharging stations with an individual power output of at least 15300 kW.
Amendment 626 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e a (new)
Article 4 – paragraph 1 – point e a (new)
(e a) Member States shall ensure that the grid connection and the grid capacity necessary is provided.
Amendment 634 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2 a. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 640 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 2 b (new)
Article 4 – paragraph 2 b (new)
2 b. The Commission should take the necessary measures to ensure the cooperation with third countries, especially candidates for membership in the EU and those third countries, in which transit corridors connecting Member States are situated.
Amendment 641 #
2021/0223(COD)
Proposal for a regulation
Article 4 – paragraph 2 c (new)
Article 4 – paragraph 2 c (new)
2 c. The Commission should review, if necessary, the targets set in this regulation for electric recharging infrastructure dedicated to heavy-duty vehicles to align them with the new requirements set in the updated regulation EU 2019/1242 on the CO2 emission standards for heavy-duty vehicles.
Amendment 655 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point a – introductory part
Article 5 – paragraph 2 – point a – introductory part
(a) operators of recharging points shall, at publicly accessible recharging stations with a power output below 50 kW, deployed from the date referred to in Article 24, accept electronic payments through terminals and devices used for payment services, including at least one of the following:
Amendment 662 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point a – point iii
Article 5 – paragraph 2 – point a – point iii
Amendment 668 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point b
Article 5 – paragraph 2 – point b
Amendment 674 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point b – point i
Article 5 – paragraph 2 – point b – point i
Amendment 678 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – point b – point ii
Article 5 – paragraph 2 – point b – point ii
Amendment 684 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1
Article 5 – paragraph 2 – subparagraph 1
From 1 January 2027 onwards, operators of recharging points shall ensure that all publicly accessible recharging stations with a power output equal to or more than 50 kW operated by them comply with the requirement in point (b)of this paragraph.
Amendment 686 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 2
Article 5 – paragraph 2 – subparagraph 2
The requirements laid down in points (a) and (b)this paragraph shall not apply to publicly accessible recharging points that do not require payment for the recharging service.
Amendment 698 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 5 – introductory part
Article 5 – paragraph 5 – introductory part
5. Operators of recharging points shall clearly display the ad hoc price and all its componentsin price per kWh at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. At least the following price components, if applicable at the recharging station, shall be clearly displayed:
Amendment 702 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 5 – indent 1
Article 5 – paragraph 5 – indent 1
Amendment 707 #
Amendment 713 #
Amendment 717 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 6
Article 5 – paragraph 6
6. Prices charged by mobility service providers to end users shall be reasonable, and affordable, transparent and non- discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the recharging session, and specific to their intended recharging session, through freely available, widely supported electronic means, clearly distinguishing the price components charged by the operator of recharging point, applicable e-roaming costs and other fees or charges applied by the mobility service provider. The fees shall be reasonable and affordable, transparent and non- discriminatory. No extra charges for cross- border e-roaming shall be applied.
Amendment 720 #
2021/0223(COD)
Proposal for a regulation
Article 5 – paragraph 7
Article 5 – paragraph 7
7. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built publicly accessible recharging points operated by them are digitally-connected recharging points and include e-roaming functionality. All existing recharging points have to fulfil this requirement by 31 December 2025.
Amendment 725 #
2021/0223(COD)
8. From the date referred to in Article 24, operators of recharging points shall ensure that all newly built publicly accessible normal power recharging points operated by them are capable of smart recharging. All existing recharging points have to fulfil this requirement by 31 December 2025.
Amendment 737 #
2021/0223(COD)
Proposal for a regulation
Article 5 a (new)
Article 5 a (new)
Amendment 742 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 1 – introductory part
Article 6 – paragraph 1 – introductory part
1. Member States shall ensure that, in their territory, a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 December 203027.
Amendment 753 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 1
Article 6 – paragraph 1 – subparagraph 1
To that end Member States shall ensure that by 31 December 203027 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the TEN-T core and the TEN-T comprehensive network. Liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 4350 km in-between them.
Amendment 766 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 3 a (new)
Article 6 – paragraph 3 a (new)
3 a. Paragraph 1 shall not apply to outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 768 #
2021/0223(COD)
Proposal for a regulation
Article 6 – paragraph 3 b (new)
Article 6 – paragraph 3 b (new)
3 b. The Commission should take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
Amendment 788 #
2021/0223(COD)
Proposal for a regulation
Article 8 – title
Article 8 – title
8 LNG, LPG and CNG infrastructure for road transport vehicles
Amendment 793 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
Member States shall ensure until 1 January 2025 that an appropriate number of publicly accessible refuelling points for LNG, LPG ad CNG are put in place, at least along the TEN-T core network, in order to allow LNG, LPG and CNG heavy-duty motor vehicles to circulate throughout the Union, where there is demand, unless the costs are disproportionate to the benefits, including environmental benefits.
Amendment 799 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 1 (new)
Article 8 – paragraph 1 – subparagraph 1 (new)
To this end, Member States take the necessary measures to ensure that, by 31 December 2030:
Amendment 800 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 – point a (new)
Article 8 – paragraph 1 – point a (new)
(a) In urban areas, CNG stations are installed according to a spatial density criterion, ensuring that one station covers a catchment area of 20 km², in order to promote the use of natural gas and biomethane in cities, including for public transport. Member States may assess stricter parameters for LNG, LPG and CNG stations in urban and suburban areas where air quality is particularly poor;
Amendment 801 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 – point b (new)
Article 8 – paragraph 1 – point b (new)
(b) LNG, LPG and CNG refuelling infrastructures are built in correspondence of road infrastructures such as motorways, facilitating their access to the public.
Amendment 803 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 a (new)
Article 8 – paragraph 1 a (new)
Without prejudice to paragraph 1, Member States shall support the installation of LNG, LPG and CNG refuelling stations also at logistic centres, depots or multipurpose refuelling stations in ports, as well as at airports for the refuelling of ground-moving vehicles such as vehicles for the transport of passengers.
Amendment 804 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 b (new)
Article 8 – paragraph 1 b (new)
Further targets, including for the TEN-T comprehensive network, shall be set by Member States, in accordance with reasonable national and EU-wide market share and transit traffic share indicators, allowing for unhindered use of the LNG, CNG and LPG fleets.
Amendment 805 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 c (new)
Article 8 – paragraph 1 c (new)
All newly-built infrastructure for LNG, CNG and LPG should be compatible with renewable fuels and allowing for progressive blending with and the gradual replacement of alternative fossil fuels.
Amendment 806 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 d (new)
Article 8 – paragraph 1 d (new)
The Commission shall take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors, connecting Member Stats, are situated.
Amendment 807 #
2021/0223(COD)
Proposal for a regulation
Article 8 – paragraph 1 e (new)
Article 8 – paragraph 1 e (new)
The provisions of this Article shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.
Amendment 809 #
2021/0223(COD)
Proposal for a regulation
Article 8 a (new)
Article 8 a (new)
Article 8 a Renewable fuels infrastructure 1. Member States shall plan the development of infrastructure for all renewable fuels, following the assessment of National policy frameworks and of market and transit traffic shares and market projections, made by the Commission by 1 December 2026 at the latest. 2. The Commission shall, when revising this Regulation, include binding targets for renewable fuels infrastructure based on national reports, Commission analysis based on national and EU-wide market share and transit traffic share indicators.
Amendment 815 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
1. Member States shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports, as well as to inland vessels in ports connected to navigable waterways. To that end, Member States shall take the necessary measures to ensure that by 1 January 2030:
Amendment 847 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 – point c a (new)
Article 9 – paragraph 1 – point c a (new)
(c a) the ports shall decide the implementation of points (a), (b) and (c) requirements in accordance with number of calls by terminal.
Amendment 871 #
2021/0223(COD)
(c a) several short port calls to load and unload at different berths in the same port;
Amendment 873 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. Where the maritime port of the TEN-T core network and the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources. , or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 887 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 3 a (new)
Article 9 – paragraph 3 a (new)
3 a. Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.
Amendment 897 #
2021/0223(COD)
Proposal for a regulation
Article 10 – paragraph 1 – point b a (new)
Article 10 – paragraph 1 – point b a (new)
(b a) sufficient grid capacity and connection, power reserve and frequency conversion to the ports are available.
Amendment 926 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. Member States shall ensure that airport managing bodies of all TEN-T core and comprehensive network airports ensure the provision of electricity supply to stationary aircraft, taking into account the need to recharge batteries for hybrid and electric propulsion aircrafts once available, by:
Amendment 927 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. Member States shall ensure that airport managing bodies and suppliers of groundhandling services of all TEN-T core and comprehensive network airports ensure the provision of electricity supply, through any technology available to them, to stationary aircraft by:
Amendment 933 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 1 (new)
Article 12 – paragraph 1 – subparagraph 1 (new)
Short-term parking positions such as de- icing positions, parking positions in military areas and parking positions for general air traffic (below 5,7 to MTOW) shall not be covered by this paragraph.
Amendment 938 #
2021/0223(COD)
Proposal for a regulation
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2 a. Where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources or if the costs are disproportionate to the benefits, including environmental benefits.
Amendment 948 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. By 1 January 2024, each Member State shall, jointly with regional, national and local authorities prepare and send to the Commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.
Amendment 953 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point a
Article 13 – paragraph 1 – subparagraph 1 – point a
(a) an assessment of the current state and future development of the market as regards alternative fuels in the transport sector, and of the development of alternative fuels infrastructure, considering intermodal access of alternative fuels infrastructure and, where relevant, cross- border continuity and mobility and accessibility between outermost regions and between them and the mainland;
Amendment 970 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point g a (new)
Article 13 – paragraph 1 – subparagraph 1 – point g a (new)
(g a) national targets and measures to promote alternative fuels infrastructure: i. along the road networks wich are not included in the core and comprehensive TEN-T networks, in particular with respect to publicly accessible recharging points. In particular, Member States shall ensure that high and medium-levels road networks for both light and heavy mobility are adequately covered by the recharge infrastructure;
Amendment 981 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
Article 13 – paragraph 1 – subparagraph 1 – point k a (new)
(k a) measures to ensure that the density of publicly accessible alternative fuels infrastructure available at national level takes into account the population density and the number of registrations of vehicles, powered by alternative fuels in the local area based on NUTS 3 level in accordance with the latest NUTS classification;
Amendment 986 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point l
Article 13 – paragraph 1 – subparagraph 1 – point l
(l) a deployment plan for alternative fuels infrastructure in airports other than for electricity supply to stationary aircraft, in particular for hydrogen, hydrogen derived fuels and electric recharging for aircrafts;
Amendment 995 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point n
Article 13 – paragraph 1 – subparagraph 1 – point n
(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, ammoniahydrogen derived fuels and electricity;
Amendment 1000 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point o
Article 13 – paragraph 1 – subparagraph 1 – point o
(o) a deployment plan for alternative fuels in inland waterway transport, in particular for both hydrogen and, electricity and other relevant alternative fuels;
Amendment 1009 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
(p a) a comprehensive investment plan laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include the infrastructures outside the TEN-T network;
Amendment 1017 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
Article 13 – paragraph 1 – subparagraph 1 – point p b (new)
(p b) a deployment plan for grid connections and capacity.
Amendment 1019 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 a (new)
Article 13 – paragraph 1 a (new)
1 a. Without prejudice to paragraph 1 and before the deadline set therein, Member States are invited to submit preliminary national policy frameworks in order to ensure a smooth and quick development and deployment of the infrastructure. When a Member State decides to hand in a preliminary national policy framework, the Commission shall assess the preliminary national policy framework and issue recommendations no later than six months after the submission of the preliminary national policy frameworks.
Amendment 1021 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. Member States shall ensure that the national policy frameworks take into account the needs of the different regions and transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.
Amendment 1028 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 3
Article 13 – paragraph 3
3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of all the stakeholders concerned.
Amendment 1031 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 3 a (new)
Article 13 – paragraph 3 a (new)
3 a. Members States, in their policy frameworks, shall take into account regional disparities and pay special attention to less developed regions (at NUTS-2 level), especially those with Regional GDP (PPS per inhabitant in % of the EU 27) under 50.
Amendment 1033 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process. The European Coordinators, in line with Article 45 of Regulation (EU) No 1315/2013, shall be consulted.
Amendment 1034 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 4 a (new)
Article 13 – paragraph 4 a (new)
4 a. The Commission should take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.
Amendment 1036 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 6
Article 13 – paragraph 6
6. Each Member State shall make available to the public its draft national policy framework, including a comprehensive financing plan, and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.
Amendment 1040 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 7 – point b a (new)
Article 13 – paragraph 7 – point b a (new)
(b a) if policies and measures are geographically distributed across the regions within the Member State.
Amendment 1043 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 20276 and every two years thereafter.
Amendment 1045 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 3
Article 14 – paragraph 3
3. The regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every three years thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, whether public or private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944. Transmission and distribution system operators shall have an active role in the recharge infrastructure planning, among others in terms of power and technologies to be installed, pools location and connectivity requirements, and ensure consistency between the recharge infrastructure planning and the respective grid planning.
Amendment 1050 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 3
Article 14 – paragraph 3
Amendment 1053 #
2021/0223(COD)
Proposal for a regulation
Article 14 – paragraph 4
Article 14 – paragraph 4
4. On the basis of input from transmission system operators and distribution system operators, the regulatory authority of a Member States shall assess, at the latest by 1 30 June 2024 and periodically every three years thereafter, the potential contribution of bidirectional charging to the penetration of renewable electricity into the electricity system. That assessment shall be made publicly available. On the basis of the results of the assessment, Member States shall take, if necessary, the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points, in both public and private areas and include them in their progress report referred to in paragraph 1.
Amendment 1055 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 3 – introductory part
Article 15 – paragraph 3 – introductory part
3. The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) one yearsix months after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:
Amendment 1062 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 – point b
Article 15 – paragraph 4 – point b
(b) the number of publicly accessible hydrogen and other renewable fuels refuelling points;
Amendment 1076 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 – point j a (new)
Article 15 – paragraph 4 – point j a (new)
(j a) the alternative fuel infrastructure in outermost regions and islands.
Amendment 1079 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 a (new)
Article 15 – paragraph 4 a (new)
4 a. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every third year until 2050, the results of an evaluation on the functioning of this Regulation, with emphasis on this Regulation’s effects on the functioning of the single market, the competitiveness of affected sectors and the magnitude of carbon leakage.
Amendment 1081 #
2021/0223(COD)
Proposal for a regulation
Article 15 – paragraph 4 c (new)
Article 15 – paragraph 4 c (new)
4 c. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities in the Member States shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.
Amendment 1084 #
2021/0223(COD)
Proposal for a regulation
Article 16 – paragraph 2 a (new)
Article 16 – paragraph 2 a (new)
2 a. The European Parliament shall be duly informed by the Commission about measures taken in accordance with paragraph 2.
Amendment 1106 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – point a – point iv a (new)
Article 18 – paragraph 2 – point a – point iv a (new)
(iv a) accessibility for heavy-duty vehicles, including height, length and width restrictions of the recharging and refuelling points.
Amendment 1109 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – point b – point ii
Article 18 – paragraph 2 – point b – point ii
(ii) type and availability of connector,
Amendment 1119 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii a (new)
Article 18 – paragraph 2 – point c – point iii a (new)
(iii a) if applicable, price for parking,
Amendment 1121 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii b (new)
Article 18 – paragraph 2 – point c – point iii b (new)
(iii b) if applicable, time limit for parking,
Amendment 1122 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii c (new)
Article 18 – paragraph 2 – point c – point iii c (new)
(iii c) payment options.
Amendment 1123 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 2 – subparagraph 1 (new)
Article 18 – paragraph 2 – subparagraph 1 (new)
Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall not be obliged to disclose static or dynamic data that would result in the disclosure of company confidential data.
Amendment 1128 #
2021/0223(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
3. Member States shall ensure the accessibility of data, not including company confidential data, on an open and non- discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67 . _________________ 67 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).
Amendment 1140 #
2021/0223(COD)
Proposal for a regulation
Article 21 a (new)
Article 21 a (new)
Amendment 1142 #
2021/0223(COD)
Proposal for a regulation
Article 22 – paragraph 1
Article 22 – paragraph 1
By 31 December 2026, the Commission shall review this Regulation, and, where appropriate,paying special attention to the appropriateness of the targets and infrastructure requirements set within this Regulation. If it finds that one or more provisions are not appropriate any more or new technologies have emerged, the Commission shall submit a proposal to amend ithis Regulation.
Amendment 1149 #
2021/0223(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b – indent 8
Annex I – paragraph 1 – point 1 – point b – indent 8
– Shore side electricity supply at maritime ports of the TEN-T core and TEN-T comprehensive network, including exact location (port), grid capacity, and capacity of each installation within the port;
Amendment 71 #
2021/0211(COD)
Proposal for a directive
Recital 17 a (new)
Recital 17 a (new)
(17 a) The EU ETS should contribute to effectively decarbonising maritime transport activities as much as possible. The transition from fossil fuels to renewable and low-carbon fuels will play a considerable role in that process. However, considering the high level of competition between shipping companies and the important price differential between conventional fuels and renewable and low-carbon fuels, this transition should be supported through economic incentives that reflect the environmental benefit of alternative fuels and make them more competitive for shipping companies thereby avoiding carbon leakage. For this purpose, free allowances should be allocated to shipping companies, in proportion to the amount of alternative fuels used and reported. The amount of allowances allocated for free should be adjusted with multipliers in order to take into account that some types of alternative fuels deliver higher environmental benefits and are more costly to purchase for shipping companies. The Commission should regularly review the level of the multipliers based on fuels market price information.
Amendment 74 #
2021/0211(COD)
Proposal for a directive
Recital 17 b (new)
Recital 17 b (new)
(17 b) Where necessary, the Commission should review Regulation 2015/757, to ensure that the information on the use of all types of alternative fuels, is available for the purpose of determining the amount of free allowances under the EU ETS.
Amendment 77 #
2021/0211(COD)
Proposal for a directive
Recital 17 c (new)
Recital 17 c (new)
(17 c) A Maritime Transition Fund (‘the Maritime Fund’) should be established to provide funds to the Member States to support their policies supporting maritime transport sector decarbonisation. This should be achieved notably through development of innovative technologies for decarbonising the sector, production of sustainable alternative fuels as defined in Regulation on the use of renewable and low-carbon fuels in maritime transport XXX/XXX, including systems for collection of raw materials for alternative fuels, investments in research and development and first industrial application of technologies and designs reducing GHG emissions, research for new engines and technologies, and ports infrastructure. The Commission should submit legislative proposals for the creation of a Maritime Fund. The Maritime Fund should be a fully budgeted expenditure programme within the MFF. The budgetary envelope for this programme should be expressed as an amount set at a level equivalent to 50% of the revenue expected from the auctioning of maritime allowances. The Maritime Fund shall be implemented by the Commission in direct management in accordance with the relevant rules adopted pursuant to Article322 TFEU, in particular Regulation(EU, Euratom) 2018/1046 and Regulation (EU, Euratom) 2020/2092 of the European Parliament and of the Council.
Amendment 299 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga – paragraph 2
Article 3ga – paragraph 2
Amendment 307 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3ga new
Article 3ga new
Amendment 312 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2003/87/EC
Article 3gd new
Article 3gd new
Amendment 335 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Directive 2003/87/EC
Article 6 – point e
Article 6 – point e
(e) an obligation to surrender allowances equal to the total emissions of the installation in each calendar yeareach calendar year allowances in accordance with provisions of this Directive, as verified in accordance with Articles3gc and 15, within four months following the end of that year;.
Amendment 342 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Directive 2003/87/EC
Article 10 – paragraph 3 – introductory part
Article 10 – paragraph 3 – introductory part
3. Member States shall determine the use of revenues generated from the auctioning of allowances, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget and revenues transferred to Aviation Transition Fund, Maritime Transition Fund in accordance with Article 3dnew and3gd (new). Member States, shall use their revenues generated from the auctioning of allowances referred to in paragraph 2, with the exception of the revenues used for the compensation of indirect carbon costs referred to in Article 10a(6), for one or more of the following:;
Amendment 349 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c
Article 1 – paragraph 1 – point 11 – point c
Directive 2003/87/EC
Article 10 – paragraph 3 – point h a (new)
Article 10 – paragraph 3 – point h a (new)
(h a) to finance measures to support airports decarbonisations in accordance with Regulation xxx/xxxx on the deployment of alternative fuels infrastructure, and Regulation xxxx/xxxx on ensuring a level playing field for sustainable air transport;
Amendment 350 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point c a (new)
Article 1 – paragraph 1 – point 11 – point c a (new)
Directive 2003/87/EC
Article 10 – paragraph 3 – subparagraph 2
Article 10 – paragraph 3 – subparagraph 2
(c a) Article 10 - paragraph 3 - subparagraph 2 "(c a) In paragraph 3, the second subparagraph is amended as follows: " Member States shall be deemed to have fulfilled the provisions of this paragraph if they have in place and implement fiscal or financial support policies, including in particular in developing countries, or domestic regulatory policies, which leverage financial support, established for the purposes set out in the first subparagraph, including the transfers to Aviation Fund and Maritime Fund, and which have a value equivalent to at least 950 % of the revenues generated from the auctioning of allowances referred to in paragraph 2, including all revenues from the auctioning referred to in paragraph 2, points (b) and(c). ; Or. en (Directive 2003/87/EC)
Amendment 351 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 11 – point d
Article 1 – paragraph 1 – point 11 – point d
Directive 2003/87/EC
Article 10 – paragraph 4
Article 10 – paragraph 4
4. The Commission is empowered to adopt delegated acts in accordance with Article 23 to supplement this Directive concerning the timing, administration and other aspects of auctioning, including the modalities for the transfer of a share of revenues to the Union budget, Aviation Fund and Maritime Fund in order to ensure that it is conducted in an open, transparent, harmonised and non- discriminatory manner.
Amendment 355 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 12 – point b
Article 1 – paragraph 1 – point 12 – point b
Directive 2003/87/EC
Article 10a – paragraph 1a – subparagraph 1
Article 10a – paragraph 1a – subparagraph 1
1a. No free allocation shall be given in relation to the production of products listed in Annex I of Regulation [CBAM] as from the date of application of the Carbon Border Adjustment Mechanismwhen CBAM has fully demonstrated its effectiveness in equalising CO2 costs between imported and domestic products.
Amendment 375 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point -a (new)
Article 1 – paragraph 1 – point 15 – point -a (new)
Directive 2003/87/EC
Article 12 – paragraph 1
Article 12 – paragraph 1
(-a) Article 12(1) is replaced as following : " 1. Member States shall ensure that allowances can be transferred between: (a) personregulated entities within the Union ; (b) personregulated entities within the Union and persons in third countries, where such allowances are recognised in accordance with the procedure referred to in Article 25 without restrictions other than those contained in, or adopted pursuant to, this Directive Or. en (Directive 2007/87/EC)
Amendment 377 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – point a new
Article 12 – paragraph 3 – point a new
(a a) An aircraft operator shall receive allowances free of charge proportional with the use of sustainable aviation fuels, including renewable fuels of non- biological origin. For each type of sustainable aviation fuel reported, the amount of allowances received shall correspond to the amount of allowances, which the aircraft operator would have been required to surrender for the same volume of fossil kerosene, multiplied according to subpagraph (ab) of this Article
Amendment 378 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
(a b) The amount of allowances received free of charge by an aircraft operator shall be multiplied as follows, depending on the type of sustainable aviation fuel reported: (a) By a factor of 4 for biofuels produced from feedstock listed in Annex IX Part A of the Renewable Energy Directive. (b) By a factor of 2 for biofuels produced from feedstock listed in Annex IX Part B of the Renewable Energy Directive. (c) By a factor of 6 for renewable fuel of non-biological origin, as defined under the Renewable Energy Directive.
Amendment 379 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 a c new
Article 12 – paragraph 3 a c new
(a c) An aircraft operator shall also receive allowances free of charge proportional with the use of best available aircraft technology in the previous year. (a) The aircraft models eligible as best available aircraft technology shall be those defined with respect to the performance against the New Type ICAO CO2 standard in a delegated act developed under the EU taxonomy. Until the Commission adopts such a delegated act, the performance thresholds defined in the report of the Platform on Sustainable Finance shall apply. (b) An operator shall report its share of flights using best available aircraft technology – in relation to their total emissions in a given year to the competent authorities. These shall request that the reported data is substantiated and verify the data. (c) To reduce administrative burden on authorities and operators, the latter may choose not to report this share, resulting on no free allowances for the use of best available aircraft technology.
Amendment 380 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point c
Article 1 – paragraph 1 – point 15 – point c
Directive 2003/87/EC
Article 12 – paragraph 3 – point c
Article 12 – paragraph 3 – point c
(c) each shipping company surrenders a number of allowances equal to its total emissions during the preceding calendar year, as verified in accordance with Article 3gc and provisions of Article 3ga.
Amendment 392 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 15 – point e a (new)
Article 1 – paragraph 1 – point 15 – point e a (new)
Directive 2003/87/EC
Article 12 – paragraph 4
Article 12 – paragraph 4
(e a) paragraph 4 is amended as follows: "4. Member States shall take the necessary steps to ensure that allowances will be cancelled at any time at the request of the personregulated entity holding them. In the event of closure of electricity generation capacity in their territory due to additional national measures, Member States may cancel allowances from the total quantity of allowances to be auctioned by them referred to in Article 10(2) up to an amount corresponding to the average verified emissions of the installation concerned over a period of five years preceding the closure. The Member State concerned shall inform the Commission of such intended cancellation in accordance with the delegated acts adopted pursuant to Article 10(4). " Or. en ((Directive 2003/87/EC))
Amendment 398 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19 a (new)
Article 1 – paragraph 1 – point 19 a (new)
Directive 2003/87/EC
Article 19 – paragraph 2
Article 19 – paragraph 2
Amendment 399 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 19 b (new)
Article 1 – paragraph 1 – point 19 b (new)
Directive 2003/87/EC
Article 19 – paragraph 2a (new)
Article 19 – paragraph 2a (new)
Amendment 418 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 3a (new)
Article 30d – paragraph 3a (new)
3 a. 25 % of the total quantity of allowances covered by this Chapter shall be auctioned and the revenues generated therefrom shall be allocated to EU budget as own resources in accordance with Article 2(e)(1) of the Decision (EU, Euratom) 2020/2053
Amendment 420 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 3b new
Article 30d – paragraph 3b new
3 b. 25 % of the total quantity of allowances covered by this Chapter shall be auctioned and the revenues generated therefrom shall be allocated to the Social Climate Fund established by Regulation (EU)20…/xxx [Social Climate Fund Regulation].
Amendment 421 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5
Article 30d – paragraph 5
5. Member States shall determine the use of revenues generated from the auctioning of allowances referred to in paragraph 4, except for the revenues established as own resources in accordance with Article 311(3) TFEU and entered in the Union budget as provided in paragraph 3a of this Article and except for the revenues transferred to the Social Climate Fund in accordance with paragraph 3b of this Article. Member States shall use their revenues for one or more of the activities referred to in Article 10(3) or for one or more of the following:
Amendment 425 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – subparagraph 2
Article 30d – paragraph 5 – point b – subparagraph 2
Member States shall use a part of their auction revenues generated in accordance with this Article to address social aspects of the emission trading under this Chapter with a specific emphasis on vulnerable households, vulnerable micro-enterprises and vulnerable transport users as defined under Regulation (EU) 20…/nnxxx [Social Climate Fund Regulation](*). Where a Member State submits to the Commission a [Social Climate Plan] pursuant to that Regulation, the Member State shall use those revenues inter alia to finance that plan including as national contribution as provided in Article 14 of the Regulation (EU) 20…/xxx [Social Climate Fund Regulation.
Amendment 426 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d – paragraph 5 – point b – subparagraph 3
Article 30d – paragraph 5 – point b – subparagraph 3
Member States shall be deemed to have fulfilled the provisions of this paragraph if they have in place and implement fiscal or financial support policies or regulatory policies, which leverage financial support, established for the purposes set out in the first subparagraph and which have a value equivalent to the revenues generated from the auctioning of allowances referred to in this Chapterin accordance with paragraph , subparagraph 1 of this Article.
Amendment 438 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 1
Article 30h – paragraph 1
1. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than twice the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 50 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 441 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h – paragraph 2
Article 30h – paragraph 2
2. Where, for more than threewo consecutive months, the average price of allowance in the auctions carried out in accordance with the act adopted under Article 10(4) is more than three times the average price of allowance during the sixfour preceding consecutive months in the auctions for the allowances covered by this Chapter, the Commission shall, as a matter of urgency, adopt a decision to release 150 million allowances covered by this Chapter from the Market Stability Reserve in accordance with Article 1a(7) of Decision (EU) 2015/1814.
Amendment 470 #
2021/0211(COD)
Proposal for a directive
Article 4 – paragraph 1
Article 4 – paragraph 1
Amendment 157 #
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, LNG and other sustainable maritime fuels produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic maritime fuels should be eligible. In particular, LNG and other sustainable maritime fuels produced from feedstock listed in Part B of Annex IX of Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise maritime transport already in the short term.
Amendment 398 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 1
Article 5 – paragraph 1
1. From 1 January 2030, a ship at berthmoored at the quayside 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 416 #
2021/0210(COD)
Proposal for a regulation
Article 5 – paragraph 3 – point a
Article 5 – paragraph 3 – point a
(a) that are at berthmoored at the quayside for less than two hours, calculated on the basis of hour of departure and arrival monitored in accordance with Article 14;
Amendment 500 #
2021/0210(COD)
Proposal for a regulation
Article 9 – paragraph 3 a (new)
Article 9 – paragraph 3 a (new)
3a. The Commission shall develop a common methodology to enable a "book and claim" system for renewable, decarbonised and low carbon fuels that are placed in the Union market.
Amendment 585 #
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. 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, and support the development, testing and deployment of the most innovative European technologies in the fleet and its renewal, across the European Union maritime technology industry to achieve significant emission reductions.
Amendment 118 #
2021/0205(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Development and deployment of sustainable aviation fuels with a high potential for sustainability, commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. This should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to Union transport decarbonisation ambitions, while strengthening Union’s efforts towards a high level of environmental protection. For this purpose, sustainable aviation fuels, which are produced from feedstock listed in Parts A and B of Annex IX of Directive (EU) 2018/2001, as well as synthetic aviation fuels should be eligible. In particular, sustainable aviation fuels produced from feedstock listed in Part B of Annex IX ofother than high- ILUC risk feedstock and comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of the Directive (EU) 2018/2001 are essential, as currently the most commercially mature technology to decarbonise air transport already in the short termnd are certified in accordance with Article 30 of this Directive, as well as synthetic aviation fuels should be eligible.
Amendment 216 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 5
Article 3 – paragraph 1 – indent 5
— ‘sustainable aviation fuels’ (‘SAF’) means drop-in aviation fuels that are either synthetic aviation fuels, advanced biofuels as defined in Article 2, second paragraph, point 34 of Directive (EU) 2018/2001, or biofuels produced from the feedstock listed in Part B of Annex IX to that Directive or from other than high ILUC-risk feedstock, which comply with the sustainability and greenhouse gas emissions criteria laid down in Article 29(2) to (7) of that Directive and are certified in accordance with Article 30 of this Directive;
Amendment 230 #
2021/0205(COD)
Proposal for a regulation
Article 3 – paragraph 1 – indent 8
Article 3 – paragraph 1 – indent 8
— ‘synthetic aviation fuels’ means fuels that are recycled carbon fuels or renewable fuels of non- biological origin, as defined in Article 2, second paragraph, point 35 and 36 of Directive (EU) 2018/2001, used in aviation;
Amendment 31 #
2021/0197(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy, where economic growth is decoupled from resource us and vibrant industries that remain world-leaders in their respective segment and global innovation drivers while securing high-paid quality jobs in Europe. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.
Amendment 41 #
2021/0197(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) In line with Regulation (EU) 2019/631 the emissions of the entire life cycle of vehicles should be taken into account in order to ensure that emissions are reduced in the most effective manner. Given the strengthened target for 2030, it is important to ensure that a methodology of full life-cycle CO2 emissions for vehicles follows suit. It is therefore necessary that the Commission develop no later than December 31, 2023, an harmonized methodology to report the carbon footprint of the life-cycle of vehicles in order to consider the global impact of passenger cars and light commercial vehicles on the environment. This regulation should be reviewed in 2028 to incorporate this harmonized methodology of an extended carbon accounting as new indicator for further reduction targets beyond 2030.
Amendment 49 #
2021/0197(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging. _________________ 25Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).
Amendment 53 #
2021/0197(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of net zero-emission vehicles and fuels being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation and employment levels in the automotive value chain can be maintained in Europe and that mobility remains accessible and affordable for everyone. Within the global context, also the EU automotive chain must be a leading actor in the on- going transition towards net zero-greenhouse gas emission mobility and fuels solutions. The strengthened CO2 emission reduction standards armust be technology neutral in reaching the fleet- wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide targets. ZLow and zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, depending on their respective full lifecycle emissions and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, and vehicles powered by alternative sustainable biofuels and biogases which can continue to play a role in the transition pathway.
Amendment 64 #
2021/0197(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Thoseis targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero- emission technologies in a cost- efficient way.
Amendment 68 #
2021/0197(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale- up of the manufacturing of low- and zero- emission vehicles and associated technologies, and fuels, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities, while maintaining automotive employment levels in Europe. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.
Amendment 77 #
2021/0197(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of low- and zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of low- and zero- emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll- out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re- skilling of workers and reconversion of activities. The progress report will also build on the two-yearly progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. _________________ 26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
Amendment 83 #
2021/0197(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in. For this reason, considering the weak and slow implementation of Directive 2014/94/EU of the European Parliament and of the Council27 . _________________ 27 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on, this proposal should be accompanied by an ambitious proposal for a Regulation on Alternative Fuel Infrastructure, providing for ambitious mandatory targets for the deployment of alternative fuels infrastructure (OJ L 307 28.10.2014, p. 1)throughout the 27 Member States.
Amendment 91 #
2021/0197(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards low- and zero-emission vehicles in a cost-efficient manner, and it is therefore appropriat. The progressively more ambitious emission reduction targets as set in Regulation (EU) 2019/631 have increased the costs of compliance for manufacturers. It is therefore of the utmost importance to maintain the approach of decreasing target levels in five-year steps.
Amendment 96 #
2021/0197(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) With the stricter EU fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed as of 2030. Before that date and therefore throughout this decade, the incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date, plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meetlow- and zero- emission vehicles on the Union market. The incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km.
Amendment 109 #
2021/0197(COD)
Proposal for a regulation
Recital 21
Recital 21
Amendment 119 #
2021/0197(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 20268. For this review, all aspects considered in the two yearly reporting should be considered.
Amendment 120 #
2021/0197(COD)
Proposal for a regulation
Recital 23 a (new)
Recital 23 a (new)
(23a) The regulations review is an important part of tracking the Union progress towards its climate ambitions while ensuring that concrete reduction targets can be met through an harmonized methodology for reporting on the life-cycle of vehicles, and taking into account industrial and social consequences of the defined targets.
Amendment 125 #
2021/0197(COD)
Proposal for a regulation
Recital 24 a (new)
Recital 24 a (new)
Amendment 129 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point –a (new)
Article 1 – paragraph 1 – point 1 – point –a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 4
Article 1 – paragraph 4
(-a) paragraph 4 is replaced by the following: 4. From 1 January 2025, the following EU fleet-wide targets shall apply: "(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021determined in accordance with point 6.1.1 of Part A of Annex I; as set in Regulation (EU) 2019/631; " "(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 15 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I. content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019 as set in Regulation (EU) 2019/631. " Or. en(https://eur-lex.europa.eu/legal- %3A111%3ATOC)
Amendment 145 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point i
Article 1 – paragraph 1 – point 1 – point a – point i
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(i) in point (a), the figure “37,5 %” is replaced by ‘545 %’,
Amendment 152 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point ii
Article 1 – paragraph 1 – point 1 – point a – point ii
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(ii) in point (b), the figure “31 %” is replaced by ‘540 %’,
Amendment 157 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a
Article 1 – paragraph 5a
Amendment 159 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a
Article 1 – paragraph 5a
Amendment 165 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point c
Article 1 – paragraph 1 – point 1 – point c
Amendment 183 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/631
Article 4 – paragraph 1
Article 4 – paragraph 1
Amendment 184 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 4 – paragraph 3 a (new)
Article 4 – paragraph 3 a (new)
Amendment 185 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/631
Article 6 – paragraph 6
Article 6 – paragraph 6
4a) in Article 6 paragraph 6 is amended as follows: "6. Paragraph 5 shall not apply where all the manufacturers included in the pool are part of the same group of connected manufacturers or where the credit transfer consists of only one manufacturer transferring respective credits between the passenger car and light commercial vehicle fleets; (b) The respective individual manufacturer(s) targets shall be replaced by a modified target for the manufacturer(s) where there is credit transfer of passenger and light commercial vehicles differences between specific targets (M1 or N1) and specific emissions (M1 or N1). The modification is defined as follows: the difference between a manufacturer’s specific emission target and its specific emissions in one category (M1 or N1) with the difference between a manufacturer’s specific emission target and its specific emissions in the other category (M1 or N1).When the volume based credit trading in one category allows to compensate the exceedance of the other category, the combination shall be considered to have met the two specific emissions targets." Or. en(Regulation (EU) 2019/631)
Amendment 202 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation 2019/631
Article 10 – paragraph 2
Article 10 – paragraph 2
Amendment 203 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Regulation 2019/631
Article 12 – paragraph 3a (new)
Article 12 – paragraph 3a (new)
(6b) 6a. in Article 12, the following paragraph is inserted: ‘3a. ‘The Commission shall draw up, no later than 31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of fuels and energy consumed by vehicles on the EU market.’
Amendment 204 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)Regulation 2019/631
Article 1 – paragraph 1 – point 6 a (new)Regulation 2019/631
Article 11 a (new)
(6a) the following Article 11a is inserted: “Use of synthetic and alternative fuels (1) Upon application by a manufacturer, CO2savings achieved through the use of synthetic and advanced alternative fuels(hereinafter "alternative fuels") shall be considered in accordance with paragraphs 2 and 3 of this Article. (2) The contribution of the CO2 savings achieved through the use of alternative fuels can be accounted for the manufacturer’s average specific CO2 emissions as referred to in paragraph 1 of this Article, In alternative, CO2 savings achieved through the use of alternative fuels may be allocated to individual vehicles which are technically capable of using the credited alternative fuel in accordance with Regulation (EC) 715/2007. (3) Each Member State shall record for each calendar year the quantities of alternative fuels placed on the market by a manufacturer, or the quantities of alternative fuels allocated to a manufacturer, and shall provide appropriate certification of these quantities and the resulting CO2 savings by correspondingly applying the certification and documentation procedure laid down in Directive (EU) 2018/2001. The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001. The credits must indicate the issuing Member State, their period of validity, and the quantity and type of alternative fuel for which they were issued. The credits must be tradable. With a view to minimising the risk of single quantities being claimed more than once in the Union, Member States and the Commission shall strengthen cooperation among national systems, including, where appropriate, the exchange of data. Where the competent authority of one Member State suspects or detects a fraud, it shall, where appropriate, inform the other Member States. (4) The amount of the savings referred to in paragraphs 1 and 2 shall be calculated in accordance with Annex I, Part C.
Amendment 221 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14a – paragraph 1
Article 14a – paragraph 1
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.
Amendment 223 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation 2019/631
Article 14a – paragraph 2
Article 14a – paragraph 2
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, to be analysed not under a purely tailpipe-emissions-based measurement, but under a holistic life- cycle analysis-based approach to emissions of vehicles, fuel and energy, taking into account also the green-house gas intensity at mineral extraction, production and end-of-life stages, allowing inter alia for the accounting of green steel and recycled materials, as well as the energy mix in the respective Member State of circulation, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;
Amendment 226 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 9 a (new)
Article 1 – paragraph 1 – point 9 a (new)
Regulation (EU) 2019/631
Article 14 b (new)
Article 14 b (new)
Amendment 234 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a
Article 1 – paragraph 1 – point 10 – point a
Regulation 2019/631
Article 15 – paragraph 1
Article 15 – paragraph 1
The report shall, where appropriate, be accompanied by a proposal for amending this Regulation and identifying a clear pathway for further CO2 emissions reductions by introducing EU fleet-wide targets for new passenger cars fleet and for new light commercial vehicles fleet from 1 January 2035 and from 1 January 2040, based on a LCA methodology developed by the European Commission no later than 31 December 2023.
Amendment 237 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraph 2
Article 15 – paragraph 2
(b) paragraphs 2 to 5 are deleted, is replaced by the following: "In the report referred to in paragraph 1, the Commission shall consider, inter alia, the real-world representativeness of the CO2 emission and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007; the deployment on the Union market of zero- and low-emission vehicles, in particular with respect to light commercial vehicles; the roll-out of recharging and refuelling infrastructure reported under Regulation(XXX) of the European Parliament and of the Council on the deployment of alternative fuels infrastructure , including their financing; the implementation of the Energy Performance of the building Directive 2010/31/EU and its foreseen review; the potential contribution of the use of synthetic and advanced alternative fuels produced with renewable energy to emissions reductions; the CO2 emissions reduction actually observed at the existing fleet level; the functioning of the incentive mechanism for zero- and low-emission vehicles; the potential effects of the transitional measure set out in point 6.3 of Part A of Annex I; the impact of this Regulation on consumers, particularly on those on low and medium incomes; as well as aspects to further facilitate an economically viable and socially fair transition towards clean, competitive and affordable mobility in the Union."
Amendment 240 #
2021/0197(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraph 3 to 5
Article 15 – paragraph 3 to 5
(b ) paragraphs 23 to 5 are deleted
Amendment 245 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a
Annex I – paragraph 1 – point 1 – point a
Regulation 2019/631
Annex I – Part A – point 6.1
Annex I – Part A – point 6.1
EU fleet-wide targets for 2025 onwardsand 2030’,
Amendment 252 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b
Annex I – paragraph 1 – point 1 – point b
Regulation 2019/631
Annex I Part A point 6.1.2
Annex I Part A point 6.1.2
Amendment 257 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point c
Annex I – paragraph 1 – point 1 – point c
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.3
Annex I – Part A – point 6.1.3
Amendment 267 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation 2019/631
Annex A – Part A – point 6.3.1
Annex A – Part A – point 6.3.1
6.3.1 Specific emissions targets for 2025 to 2029onwards:
Amendment 284 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – Point 6.3.2.
Annex I – Part A – Point 6.3.2.
6.3.2 Specific emissions targets for 2030 to 2034onwards
Amendment 302 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3.3.
Annex I – Part A – point 6.3.3.
Amendment 325 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point a
Annex I – paragraph 1 – point 2 – point a
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.
Annex I – Part B – point 6.1.
The EU fleet-wide targets for 2025 onwardsand 2030
Amendment 334 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point b
Annex I – paragraph 1 – point 2 – point b
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.2
Annex I – Part B – point 6.1.2
Amendment 337 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point c
Annex I – paragraph 1 – point 2 – point c
Regulation (EU) 2019/631
Annex I – Part B – point 6.1.3.
Annex I – Part B – point 6.1.3.
Amendment 348 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point d
Annex I – paragraph 1 – point 2 – point d
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.2.
Annex I – Part B – point 6.2.2.
Amendment 355 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.2.3.
Annex I – Part B – point 6.2.3.
Amendment 359 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point e
Annex I – paragraph 1 – point 2 – point e
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.1
Annex I – Part B – point 6.3.1
(e) Point 6.3.1 is replaced by the following: "6.3.1. Specific emissions targets for 2025 to 2029 The sSpecific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) ·correction). ZLEV factor where: sSpecific emissions reference target is the specific emissions reference target for the manufacturer determined in accordance with point 6.2.1; øtargets EU fleet-wide target2025correction = (øtarget – EU fleet-wide target2021)· (1- reduction factor2025) øtarget is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.1; , by 31 October 2024 and every second year thereafter, the figures Øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023. The new respective Øtarget shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x), unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where; y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new light commercial vehiclepassenger cars calculated as the total number of new zero- and low- emission vehicles, where each of them is counted as ZLEV specific in accordance with the following formula, divided by the total number of new light commercial vehiclepassenger cars registered in the relevant calendar year: ZLEVspecific = x is 15% (𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛 50 𝑜𝑓 𝐶𝑂2 ) ZLEVspecific = (𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛 50 𝑜𝑓 𝐶𝑂2 ) x is 15% Or. en(Regulation (EU) 2019/631)
Amendment 369 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2.
Annex I – Part B – point 6.3.2.
6.3.2. Specific emissions targets for 2030 to 2034onwards
Amendment 373 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
Specific emissions target = (specific emissions reference target – (øtargets - EU fleet-wide target2030)correction) ZLEV factor
Amendment 377 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
EU fleet-wide target2030correction = (øtarget – EU fleet-widetarget2021) · (1- reduction factor2030) øtargets is the average, weighted on the number of new light commercial vehicles of each individual manufacturer, of all the specific emissions reference targets determined in accordance with point 6.2.2;1, by 31 October 2024 and every second year thereafter, the figures Øtarget for new light commercial vehicles in the preceding two calendar years starting with 2022 and 2023. The new respective Øtarget shall apply from 1 January of the calendar year following the date of the adjustment; ZLEV factor is (1 + y – x),unless this sum is larger than 1,05 or lower than 1,0 in which case the ZLEV factor shall be set to 1,05 or 1,0, as the case may be; where: y is the share of zero- and low-emission vehicles in the manufacturer's fleet of new passenger cars calculated as the total number of new zero- and low-emission vehicles, where each of them is counted as ZLEV specific in accordance with the following formula, divided by the total number of new passenger cars registered in the relevant calendar year: ZLEV specific = 1 – (specific emissions of
Amendment 379 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point f
Annex I – paragraph 1 – point 2 – point f
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2
Annex I – Part B – point 6.3.2
Amendment 381 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 2 – point g
Annex I – paragraph 1 – point 2 – point g
Regulation (EU) 2019/631
Annex I – Part B – point 6.3.2..
Annex I – Part B – point 6.3.2..
Amendment 392 #
2021/0197(COD)
Proposal for a regulation
Annex I – paragraph 1 – point 3 (new)
Annex I – paragraph 1 – point 3 (new)
Regulation (EU) 2019/631
Annex I – Part C – point (new)
Annex I – Part C – point (new)
In Annex 1 , the following, new Part C is added: “PART C Calculation of the CO2 savings achieved through the use of alternative fuels pursuant to Art. 11a The total (origin) of all CO2 savings credits (credit total) in g in year t pursuant to Art. 11a shall be calculated using the formula: credittotal,t = ∑𝒌(𝒇𝒖𝒆𝒍𝒌,𝒕 × 𝑪𝑶𝟐𝒓𝒆𝒇 × 𝑪𝑶𝟐𝒔𝒂𝒗𝒊𝒏𝒈𝒌) + bankingt-1 The total (usage) of all CO2 savings credits is also calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount in g credited in year t to the specific average emissions in accordance with Article 11a(1) (reduction amount fleet) shall be calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount credited in year t to an individual vehicle “j” in accordance with Article 11a(2) (reduction amountvehicle,j,t) shall be calculated using the formula: 𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 reduction amountvehicle,j,t = 𝒎𝒊𝒍𝒆𝒂𝒈𝒆 Where: ∑𝒌(.) Total of all alternative fuels placed on the market across all fuel types ∑𝒋(.) Total of all CO2 reductions credited to individual vehicles pursuant to Article 11a(2) fuelk,t Contributed or allocated quantity in MJ of an alternative fuel k placed on the market in year t CO2ref CO2 emission comparator for fossil fuels in g/MJ pursuant to Directive (EU) 2018/2001 CO2savingk Greenhouse gas emissions saving of each alternative fuel pursuant Directive (EU) 2018/2001 in comparison to fossil fuels in % bankingt Alternative fuels credits not used and transferred by a manufacturer in year t creditfleet,t Total emission reduction credits in g CO2 credited in year t pursuant to Article 11a(1) creditvehicle,j,t Emission reductions in g CO2 credited to vehicle j in year t pursuant to Article 11a(2) mileage Average expected lifetime distance driven in km of a manufacturer’s newly registered vehicle. According to historical values 180,000 km can be used. This is in line with the Report for the European Commission by Ricardo-AEA (Ref: Ares (2014)2298698) the average diesel car lifetime mileage is approximately 208,000 km while petrol lifetime mileages fluctuate between 160,000 and 170,000 km. Diesel cars accounted for approx. 35% of new passenger cars in 2018. vehiclest Number of vehicles registered by a manufacturer in year t “
Amendment 141 #
2020/2273(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the new EU Biodiversity Strategy for 2030 and its level of ambition; recognises, however, the need to set balanced targets in each Member State, given the diversity of farming and forestry practices and the efforts made to date to observe the principles of economic, environmental and social sustainability;
Amendment 253 #
2020/2273(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Expresses strong support for the targets of protecting at least 30 % of the Union’s marine and terrestrial areas, and of strictly protecting at least 10 % of these areas, including primary and old-growth forests and other carbon-rich ecosystems; stresses that these should be binding and implemented by Member States in accordance with science-based criteria and biodiversitythat are specific to each site and biodiversity needs at local and regional level, as well as climate needs; underlines that in addition to increasing protected areas, the quality of protected areas should be ensured and clear conservation plans, specific to each site, implemented;
Amendment 272 #
2020/2273(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Emphasises that successful conservation of protected areas, including strictly protected areas, requires decision- making at the level of, and based on the needs of, the individual sites, taking into account the regional, socio-economic and cultural characteristics of the areas within the EU, with a view to promoting community-based conservation;
Amendment 338 #
2020/2273(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Welcomes the upcoming legislative proposal on the EU Nature Restoration Plan and reiterates its call for a restoration target of at least 30 % of the EU’s land and seas, which should be implemented by each Member State consistently throughout their territory, which should be based on scientific assessments; considers that in addition to an overall restoration target, ecosystem-specific targets should be set, with a particular emphasis on ecosystems for the dual purposes of biodiversity restoration and climate change mitigation and adaptation; stresses that after restoration, no ecosystem degradation should be allowed;
Amendment 407 #
2020/2273(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Stresses the need for the active involvement of all stakeholders at European, national, regional and local level so that they can take concrete action to effectively implement the Biodiversity Strategy for 2030 and to address any implementation gaps in the Habitats and Birds Directives;
Amendment 491 #
2020/2273(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Calls on the Commission to develop environmental regeneration processes by restoring natural areas in built-up zones, thereby encouraging the removal of unused, outdated or dilapidated buildings and infrastructure by private and public bodies; notes that this process would also help to improve the landscape and relieve citizens and local authorities of the tax burdens potentially involved in maintaining such properties;
Amendment 520 #
2020/2273(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Expresses its support for the 2030 targets of bringing at least 25 % of agricultural land under organic farm management, which should become the norm in the long term, and ensuring that at least 10 % of agricultural land consists of high-diversity landscape features, which should be implemented at farm level, targets which should both be incorporated into EU legislation; considers it imperative that farmers receive support and training in the transition towards agroecological practices; supporting the development of organic farming in line with market trends, and ensuring, on a voluntary basis, that 10 % of agricultural land consists of high-diversity landscape features, which should be implemented at farm level; considers it imperative that farmers receive financial and other support as well as training in the transition towards more sustainable practices, and that products obtained in this way are properly promoted; notes, too, that all available production techniques should be used to ensure that there is sufficient supply to meet market demands;
Amendment 625 #
2020/2273(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Points out that the maintenance and development of open areas for permanent grassland and pasture should be made a priority in order to protect at- risk species of wild birds and pollinators, which are primarily connected with this type of environment, including by clearing woodland in degraded areas consisting of matter of little environmental value;
Amendment 653 #
2020/2273(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Underlines that the new EU Forest Strategy must be fully aligned with the Climate Law and the Biodiversity Strategy; calls for the inclusion in the Nature Restoration Plan of specific bindingpolicy targets for the protection and restoration of forest ecosystems, which should also be incorporated into the Forest Strategy;
Amendment 689 #
2020/2273(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
Amendment 771 #
2020/2273(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Welcomes the Commission’s targets of reducing the use of more hazardous and chemical pesticides by 50 %, the use of fertilisers by at least 20 % and nutrient losses by at least 50 % by 2030, which should be made bindingand nutrient losses by 2030; recognises that these targets could have a significant negative impact on the economic sustainability of the sector, on farmers’ incomes and on food safety, and should therefore be subject to an impact assessment before a targeted reduction is set; takes the view that farmers should be put in a position where they are able to use fewer products, or optimise their use, through greater investment and greater development in the areas of research, innovation and tools and precision agriculture techniques; considers that the derogation envisaged in Article 53(1) of Regulation (EC) No 1107/2009 should be clarified and must only be applied for health and environmental reasoso as to respond to farmers’ actual needs with regard to the most dangerous pathogens;
Amendment 799 #
2020/2273(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Takes the view that a reduction in plant protection chemicals should be accompanied by a clear framework that would allow for the development and use of innovative technologies, including biotechnologies, provided that they are safe for consumers and the environment and widely accessible to farmers; calls for clarity on the ever-growing world of new plant-breeding techniques (NBTs) in order to regulate their areas of application and prospective use and thereby provide the necessary legal basis for their development in the field;
Amendment 813 #
2020/2273(INI)
Motion for a resolution
Paragraph 18 b (new)
Paragraph 18 b (new)
18b. Looks forward to reading the Commission’s study on the potential of new genomic techniques, which should ultimately lead to an appropriate legal framework based on state-of-the-art scientific expertise and evidence;
Amendment 874 #
2020/2273(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Regrets that the list of Union concern represents less than 6 % of IAS present in Europe; cCalls on the Commission to ensure proper coverage of IAS affecting threatened species on the EU list and to reinforce prevention by introducing mandatory risk assessments prior to the first import of non-native speci, while taking due account of the implementation costs for Member States and the socioeconomic aspects of using IAS for income purposes, and by adopting white lists by 2030 at the latests well as reinforcing prevention in the context of imports;
Amendment 887 #
2020/2273(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Calls on the Commission to give stakeholders all the power they need to take sweeping and concrete action to tackle invasive alien species as a matter of priority, both in terms of time and resources;
Amendment 892 #
2020/2273(INI)
Motion for a resolution
Paragraph 21 b (new)
Paragraph 21 b (new)
21b. Calls on the Commission to equip Member States with urgent intervention measures to control general predatory species whose conservation status is favourable or on the rise and whose prominence in many environments, just as with IAS, is putting the populations of priority species at risk, for example many bird species that nest on the ground in open or cultivated areas or wetlands;
Amendment 909 #
2020/2273(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Calls on the Commission to ensure effective biodiversity mainstreaming and proofing across EU spending and programmes on the basis of the EU Taxonomy and the ‘do no significant harm’ principle; calls on the Commission to provide a comprehensive assessment of how the EUR 20 billion per yearresources needed for nature could be mobilised, to make corresponding proposals for the Union’s annual budget and to examine the need for a dedicated funding instrument for TEN-N; considers that efforts should be made to reach 10 %earmark a proportion of annual spending on biodiversity under the multiannual financial framework (MFF) as soon as possible from 2021 onwards; calls on the Commission to draw up a legislative proposal that includes sufficient financial resources to compensate farmers for the increased costs and/or loss of income due to new practices designed to pursue the objectives of the biodiversity strategy;
Amendment 928 #
2020/2273(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
Amendment 965 #
2020/2273(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Highlights the need for a legally binding biodiversity governance framework, similar to the Climate Law, which steers a path to 2050 through a set of binding objectives, including targets for 2030 and the COP15 commitments, and which establishes a monitoring mechanism with smart indicators; calls on the Commission to submit a legal proposal to this end in 2022 which establishes a monitoring mechanism with smart indicators;
Amendment 1138 #
2020/2273(INI)
Motion for a resolution
Paragraph 29 a (new)
Paragraph 29 a (new)
29a. Stresses the importance of including respect for biodiversity in trade agreements in order to halt global deforestation and prevent the overexploitation of fishery and marine resources; urges developing countries to support biodiversity and alignment with European standards on sustainability, and to prevent the exploitation of workers; calls on the Commission to ensure that imported products meet the same standards required of European producers in order to protect biodiversity;
Amendment 134 #
2020/2091(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Acknowledges that the reduction in CO2 emissions resulting from COVID- 19 containment measures was smaller than predicted, being estimated at around -7% (-3% to -13% depending on the Member State1a); notes that the substantial and sustained reduction in road traffic and economic activity is not being matched by a proportionate reduction in atmospheric pollution, especially that caused by fine dust particles; stresses that the putative direct link between air pollution, in particular fine dust particles, and the spread of the SARS-CoV-2 virus now appears unlikely1b; concludes, therefore, that private mobility choices have less impact on air pollution than previously affirmed and predicted; urges the Commission accordingly to proceed without delay to an in-depth review of Directive 2008/50/EC, to finally take into account the geographical characteristics and climatic conditions of each territory and focus on the main anthropogenic sources of air pollution; _________________ 1aLe Quéré, C., Jackson, R.B., Jones, M.W. et al. Temporary reduction in daily global CO2 emissions during the COVID- 19 forced confinement. Nat. Clim. Chang. 10, 647–653 (2020) 1b'Atmospheric particulate matter does not favour the spread of COVID-19 into the air' - Press release by National Research Council (https://www.cnr.it/it/comunicato- stampa/9921/il-particolato-atmosferico- non-favorisce-la-diffusione-in-aria-del- covid-19)
Amendment 86 #
2020/0374(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 14
Article 2 – paragraph 1 – point 14
(14) ‘Ancillary service’ means services provided in the context of or together with core platform services, including payment services as defined in point 3 of Article 4 and technical services which support the provision of payment services as defined in Article 3(j) of Directive (EU) 2015/2366, fulfilment, delivery of parcels as defined in Article 1(paragraph 2) of Regulation (EU) 2018/644, identification or advertising services;
Amendment 105 #
2020/0374(COD)
Proposal for a regulation
Article 5 – paragraph 1 – introductory part
Article 5 – paragraph 1 – introductory part
In respect of each of its core platform services identified pursuant to Article 3(7and ancillary services as identified, respectively, in Article 3(7) and in Article 2 (paragraph 1, point 14), a gatekeeper shall:
Amendment 111 #
2020/0374(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point e
Article 5 – paragraph 1 – point e
(e) refrain from requiring business users to use, offer or interoperate with an identification service of the gatekeeperr any other ancillary service operated by the gatekeeper, as well as by any third party belonging to the same undertaking, in the context of services offered by the business users using the core platform services of that gatekeeper;
Amendment 116 #
2020/0374(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point g a (new)
Article 5 – paragraph 1 – point g a (new)
(g a) refrain from using, in competition with business users and with ancillary services providers, any data not publicly available, which is generated through activities by those business users, including by the end users of these business users, of its core platform services or provided by those business users of its core platform services or by the end users of these business users;
Amendment 119 #
2020/0374(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point g b (new)
Article 5 – paragraph 1 – point g b (new)
Amendment 120 #
2020/0374(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point g c (new)
Article 5 – paragraph 1 – point g c (new)
(g c) allow business users and providers of ancillary services access to and interoperability with the same operating system, hardware or software features that are available or used in the provision by the gatekeeper of any ancillary services;
Amendment 124 #
2020/0374(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point a
Article 6 – paragraph 1 – point a
Amendment 127 #
2020/0374(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point d
Article 6 – paragraph 1 – point d
Amendment 132 #
2020/0374(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point f
Article 6 – paragraph 1 – point f
Amendment 204 #
2020/0321(COD)
Proposal for a regulation
Recital 19 a (new)
Recital 19 a (new)
(19a) In order to ensure the full application of Article 35 of Regulation (EU) no.536/2014 of the European Parliament and of the Council 1a, with regard to emergency clinical trials on subjects unable to provide informed consent, a special independent monitoring committee for emergency clinical trials is setup, in order to avoid the duplication of similar studies that could harm the human dignity and to ensure closer pharmacovigilance due to the particularity of the trial in question. _________________ 1a Regulation (EU) no 536/2014 of the European Parliament and of the Council of 16 April 2014 on clinical trials on medicinal products for human use, and repealing Directive 2001/20/EC. Official Journal of the European Union L 158/1, p. 34. https://ec.europa.eu/health/sites/health/fil es/files/eudralex/vol- 1/reg_2014_536/reg_2014_536_en.pdf
Amendment 7 #
2020/0108(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) The CovidOVID-19 pandemic is a major shock to the global and Union economy. Due to the necessary containment measures, economic activity in the EU dropped significantly. The contraction in EUMember States' GDP in 2020 is expected to be around 7.5%the worst since the Great Depression, far deeper than during the financial crisis in 2009. The outbreak of the pandemic has shown the interconnectivity of global supply chains and exposed some vulnerabilities such as the over-reliance of strategic industries on non-diversified external supply sources. Such vulnerabilities need to be addressed, to improve the Union’s emergency response as well as the resilience of the entire economy, while maintaining its openness to competition and trade in line with its rules. Investment activity is expected to have dropped significantly. Even before the pandemic, while a recovery in investment-to-GDP ratios in the Union could be observed, it remained below what might be expected in a strong recovery and was insufficient to compensate for years of underinvestment following the 2009 crisis. More importantly, the current investment levels and forecasts do not cover the Union’s needs for structural investment to restart and sustain long-term growth in the face of technological change and global competitiveness, including for innovation, skills, infrastructure, small and medium- sized enterprises (SMEs) and the need to address key societal challenges such as sustainability or population ageing. Consequently, in order to achieve the Union's policy objectives and to support a swift, inclusive and healthy economic recovery, support is necessary to address market failures and sub-optimal investment situations and to reduce the investment gap in targeted sectors.
Amendment 12 #
2020/0108(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) In the last years, the Union has adopted ambitious strategies to complete the Single Mternal market and to stimulate sustainable and inclusive growth and jobs, such as 'Europe 2020 - A strategy for smart, sustainable and inclusive growth' of 3 March 2010, 'Action Plan on Building a Capital Markets Union' of 30 September 2015, 'A new European Agenda for Culture' of 22 May 2018, 'Clean Energy for all Europeans' of 30 November 2016, 'Closing the loop - An EU action plan for the Circular Economy' of 2 December 2015, 'A European Strategy for Low- Emission Mobility' of 20 July 2016, ‘European Defence Action Plan’ of 30 November 2016, 'Launching the European Defence Fund' of 7 June 2017, 'Space Strategy for Europe' of 26 October 2016, the Interinstitutional Proclamation on the European Pillar of Social Rights of 13 December 2017, the ‘European Green Deal’ of 11 December 2019, the ‘European Green Deal Investment Plan’ of 14 January 2020, the ‘Strong Social Europe for Just Transitions’ of 14 January 2020, the ‘Strategy for shaping Europe’s digital future’, the ‘Data Strategy’ and the ‘Artificial Intelligence Communication’ of 19 February 2020, ‘A New Industrial Strategy for Europe’ of 10 March 2020 and ‘SME Strategy for a sustainable and digital Europe’ of 10 March 2020. The InvestEU Fund should exploit and reinforce synergies between those mutually reinforcing strategies through providing support to investment and access to financing. (This amendment applies throughout the text.)
Amendment 13 #
2020/0108(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) At Union level, the European Semester of economic policy coordination is the framework to identify national reform priorities and monitor their implementation. Member States, where appropriate in cooperation with local and regional authorities, develop their own national multiannual investment strategies in support of those reform priorities. Those strategies should be presented alongside the yearly national reform programmes as a way of outlining and coordinating priority investment projects that are to be supported by national funding, Union funding, or both. Those strategies should also use Union funding in a coherent manner and maximise the added value of the financial support to be received notably from the European structural and investment funds, the Recovery and Resilience Facility and the InvestEU Programme. However, country-specific recommendations have often had counterproductive macro- economic effects; notably, in the field of public health they have recommended the weakening of public health systems in several Member States, which therefore found themselves less equipped to deal with the COVID-19 outbreak.
Amendment 16 #
2020/0108(COD)
Proposal for a regulation
Recital 8
Recital 8
Amendment 21 #
2020/0108(COD)
Proposal for a regulation
Recital 9
Recital 9
Amendment 23 #
2020/0108(COD)
Proposal for a regulation
Recital 10
Recital 10
Amendment 33 #
2020/0108(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The contribution of the InvestEU Fund to the achievement of the climate target will be tracked through a Union climate tracking system to be developed by the Commission in cooperation with potential implementing partners, appropriately using the criteria established by [Regulation on the establishment of a framework to facilitate sustainable investment25 ] for determining whether an economic activity is environmentally sustainable. The InvestEU Programme should also contribute to the implementation of other dimensions of the SDGs. _________________ 25. COM(2018)353.
Amendment 41 #
2020/0108(COD)
Proposal for a regulation
Recital 13
Recital 13
(13) Investment projects that receive substantial Union support, in particular in the area of infrastructure, should be screened by the implementing partner to determine whether they have an environmental, climate or social impact. Investment projects that have such an impact should be subject to sustainability proofing in accordance with guidance that should be developed by the Commission in close cooperation with potential implementing partners under the InvestEU Programme. This guidance should appropriately use the criteria established by [Regulation on establishment of a framework to facilitate sustainable investment] for determining whether an economic activity is environmentally sustainable and consistent with the guidance developed for other programmes of the Union. Consistent with the principle of proportionality, such guidance should include adequate provisions for avoiding undue administrative burdens, and projects below a certain size as to be defined in the guidance should be excluded from the sustainability proofing. Where the implementing partner concludes that no sustainability proofing is to be carried out, it should provide a justification to the Investment Committee established for the InvestEU Fund. Operations that are inconsistent with the achievement of the climate objectives should not be eligible for support under this Regulation.
Amendment 96 #
2020/0108(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point b
Article 3 – paragraph 1 – point b
(b) growth and employment in the Union economy, the sustainability of the Union economy and its environmental and climate dimension contributing to the achievement of the SDGs and the objectives of the Paris Agreement on Climate Change and to the creation of high-quality jobs;
Amendment 167 #
2020/0108(COD)
Proposal for a regulation
Article 7 – paragraph 6 – introductory part
Article 7 – paragraph 6 – introductory part
6. Implementing partners shall apply a target of at least 60 % of the investment under the sustainable infrastructure policy window contributing to meeting the Union objectives on climate and environment.deleted
Amendment 194 #
2020/0108(COD)
Proposal for a regulation
Annex II – point 1 – introductory part
Annex II – point 1 – introductory part
1. The development of the energy sector in accordance with the Energy Union priorities, including security of energy supply, clean energy transition and the commitments taken under the 2030 Agenda for Sustainable Development and the Paris Agreement on Climate Change, in particular through:
Amendment 206 #
2020/0108(COD)
Proposal for a regulation
Annex II – point 3 – point f
Annex II – point 3 – point f
(f) climate change actions, climate adaptation and mitigadaptation, including natural hazard disaster risk reduction;
Amendment 209 #
2020/0108(COD)
Proposal for a regulation
Annex II – point 3 – point j
Annex II – point 3 – point j
(j) projects that promote sustainable culturalcultural and landscape heritage.
Amendment 236 #
2020/0108(COD)
Proposal for a regulation
Annex V – part 2 – paragraph 1 – point 12 – point c
Annex V – part 2 – paragraph 1 – point 12 – point c
(c) projects equipped with carbon capture and storage or carbon capture and utilisation installations; industrial or research projects that lead to substantial reductions of greenhouse gas emissions as compared with the applicable EU Emission Trading System benchmarks
Amendment 238 #
2020/0108(COD)
Proposal for a regulation
Annex V – part 2 – paragraph 1 – point 15 – point b
Annex V – part 2 – paragraph 1 – point 15 – point b
(b) existing plants, where the investment is for the purpose of increasing energy efficiency, capturing exhaust gases for storage or use or recovering materials from incineration ashes, provided such investments do not result in an increase of the plants' waste processing capacity.
Amendment 4 #
2020/0104(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) At Union level, the European Semester of economic policy coordination (‘European Semester’), including the principles of the European Pillar of Social Rights, is the framework to identify national reform priorities and monitor their implementation. Member States develop their own national multiannual investment strategies in support of those reforms. Those strategies should be presented alongside the yearlyon a three-year basis as an annex to the National Reform Programmes as a way to outline and coordinate priority investment projects to be supported by national and/or Union funding.
Amendment 9 #
2020/0104(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) The implementation of the investments and reforms contributing to achieve a high degree of resilience of domestic economies, allowing constraints flexibility, strengthening adjustment capacity and unlocking growth potential without involving pro-cyclical effects are among the Union’s policy priorities. They are therefore crucial to set the recovery on a sustainable path and support the process of upward economic and social convergence. This is even more necessary in the aftermath of the pandemic crisis to pave the way for a swift recovery.
Amendment 18 #
2020/0104(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) Currently, nNo instrument should foresees direct financial support linked to the achievement of results and to implementation of reforms and public investments of the Member States in response to challenges identified in the European Semester, and with a view to having a lasting impact on the productivity and resilience of the economy of the Member States.
Amendment 27 #
2020/0104(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Against this background, it is necessary to strengthenadapt the current framework for the provision of support to Member States and provide direct financial support to Member States through an innovative tool. To that end, a Recovery and Resilience Facility (the ‘Facility’) should be established under this Regulation to provide effective financial and significant support to step up the implementation of counter-cyclical reforms and related public investments in the Member States. The Facility should be comprehensive and should also benefit from the experience gained by the Commission and the Member States from the use of the other instruments and programmes.
Amendment 31 #
2020/0104(COD)
Proposal for a regulation
Recital 11
Recital 11
Amendment 43 #
2020/0104(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) In order to implement these overall objectivesboost economical recovery, relevant actions will be identified during the Facility’s preparation and implementation, and reassessed in the context of the relevant evaluations and review processes. Also, due attention should be paid to the impact of the national plans submitted under this Regulation on fostering not only the green transition, but also the digital transformation. They will both play a priority role in relaunching and modernising our economy.
Amendment 45 #
2020/0104(COD)
Proposal for a regulation
Recital 13
Recital 13
Amendment 54 #
2020/0104(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) The Facility’s general objective should be the promotion of economic, social and territorial cohesion. For that purpose, it should contribute to improving the resilience and adjustment capacity of the Member States, mitigating the social and economic impact of the crisis, and supporting the green and digital transitions aimed at achieving a climate neutral Europe by 2050, thereby restoring the growth potential of the economies of the Union in the aftermath of the crisis, fostering employment creation and to promoting sustainable growth.
Amendment 59 #
2020/0104(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) The specific objective of the Facility should be to provide financial support with a view to achieving the milestones and targets of countercyclical reforms and investments as set out in recovery and resilience plans. That specific objective should be pursued in close cooperation with the Member States concerned.
Amendment 62 #
2020/0104(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) To ensure its contribution to the objectives of the Facility, the recovery and resilience plan should comprise measures for the implementation of reforms and public investment projects through a coherent recovery and resilience plan. The recovery and resilience plan should be consistent with the relevant country- specific challenges and priorities identified in the context of the European Semester, with the national reform programmes, the national energy and climate plans, the just transition plans, and the partnership agreements and operational programmes adopted under the Union funds. To boost actions that fall within the priorities of the European Green Deal and the Digital Agenda, the plan should also set out measures that are relevant for the green and digital transitions. The measures should enable a swift deliver of targets, objectives and contributions set out in national energy and climate plans and updates thereofby the Member States in the aftermath of the COVID-19 outbreak. All supported activities should be pursued in full respect of the climate and environmental prioritiestandards of the Union.
Amendment 68 #
2020/0104(COD)
Proposal for a regulation
Recital 17
Recital 17
Amendment 72 #
2020/0104(COD)
Proposal for a regulation
Recital 18
Recital 18
(18) To inform the preparation and the implementation of the recovery and resilience plans by Member States, the Council should be able to discuss, within the European Semester, the state of recovery, resilience, cohesion and adjustment capacity in the Union. To ensure appropriate evidence, this discussion should be based on the Commission’s strategic and analytical information available in the context of the European Semester and, if available, on the basis of the information on the implementation of the plans in the preceding years.
Amendment 74 #
2020/0104(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) In order to ensure a meaningful financial contribution commensurate to the actual needs of Member States to undertake and complete the reforms and investments included in the recovery and resilience plan, it is appropriate to establish a maximum financial contribution available to them under the Facility as far as the financial support (i.e. the non- repayable financial support) is concerned. That maximum contribution should be calculated on the basis of the demographic trend (taking into account the depopulation rate), the inversempact of the per capitaCOVID-19 outbreak on the Gross Domestic Product (GDP) and the relative unemployment rate of each Member State.
Amendment 76 #
2020/0104(COD)
Proposal for a regulation
Recital 21
Recital 21
(21) In order to ensure the national ownership and a focus on relevant reforms and investments, Member States wishing to receive support should submit to the Commission a recovery and resilience plan that is duly reasoned and substantiated. The recovery and resilience plan should set out the detailed set of measures for its implementation, including targets and milestones, and the expected impact of the recovery and resilience plan on growth potential, job creation and economic and social resilience; it should also include measures that are relevant for the green and the digital transitions; it should also include an explanation of the consistency of the proposed recovery and resilience plan with the relevant country-specific challenges and priorities identified in the context of the European Semesterbe ecologically responsible. Close cooperation between the Commission and the Member States should be sought and achieved throughout the process.
Amendment 83 #
2020/0104(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) The Commission should assess the recovery and resilience plan proposed by the Member States and should act in close cooperation with the Member State concerned. The Commission will fully respect the national ownership of the process and will therefore take into account the justification and elements provided by the Member State concerned and assess whether the recovery and resilience plan proposed by the Member State is expected to contribute to effectively address challenges identified in the relevant country-specific recommendation addressed to the Member State concerned or in other relevant documents officially adopted by the Commission in the European Semester; whether the plan contains measures that effectively contribute to the green and the digital transitions and to addressing the challenges resulting from them; whether the plan is expected to have a lasting impact in the Member State concerned; whether the plan is expected to effectively contribute to strengthen the growth potential, job creation and economic and social resilience of the Member State, mitigate the economic and social impact of the crisis and contribute to enhancing economic, social and territorial cohesion; whether the justification provided by the Member State of the estimated total costs of the recovery and resilience plan submitted is reasonable and plausible and is commensurate to the expected impact on the economy and employment; whether the proposed recovery and resilience plan contains measures for the implementation of reforms and public investment projects that represent coherent actions; and whether the arrangement proposed by the Member State concerned are expected to ensure effective implementation of the recovery and resilience plan, including the proposed milestones and targets, and the related indicators.
Amendment 94 #
2020/0104(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) To ensure that the financial support is frontloaded in the initial years after the crisis, and to ensure compatibility with the available funding for this instrument, the allocation of funds to the Member States should be made available until 31 December 2024. To this effect, at least 670 percent of the amount available for non- repayable support should be legally committed by 31 December 2022. The remaining amount should be legally committed by 31 December 2024.
Amendment 97 #
2020/0104(COD)
Proposal for a regulation
Recital 29
Recital 29
(29) The request for a loan should be justified by the financial needs linked to additional countercyclical reforms and investments included in the recovery and resilience plan, notably relevant for the green and digital transitions, and by therefore, by a higher cost of the plan than the maximum financial contribution (to be) allocated via the non-repayable contribution. It should be possible to submit the request for a loan together with the submission of the plan. In case the request for loan is made at a different moment in time, it should be accompanied by a revised plan with additional milestones and targets. To ensure frontloading of resources, Member States should request a loan support at the latest by 31 August 2024. For the purposes of sound financial management, the total amount of all the loans granted under this Regulation should be capped. In addition, the maximum volume of the loan for each Member State should not exceed 4.7% of its Gross National Income. An increase of the capped amount should be possible in exceptional circumstances subject to available resources. For the same reasons of sound financial management, it should be possible to pay the loan in instalments against the fulfilment of results.
Amendment 100 #
2020/0104(COD)
Proposal for a regulation
Recital 30
Recital 30
(30) A Member State should have the possibility to make a reasoned request to amend the recovery and resilience plan within the period of implementation, where objective circumstances justify such a course of action. The Commission should assess the reasoned request and take a new decision within fourthree months.
Amendment 102 #
2020/0104(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) For the purpose of sound financial management, specific rules should be laid down for budget commitments, payments, suspension, cancellation and recovery of funds. To ensure predictability, it should be possible for Member States to submit requests for payments on a biannual basis. Payments should be made in instalments and be based on a positive assessment by the Commission of the implementation of the recovery and resilience plan by the Member State. Suspension and cancellation of the financial contribution should be possible when the recovery and resilience plan has not been implemented in a satisfactory manner by the Member State. Appropriate contradictory procedures should be established to ensure that the decision by the Commission in relation to suspension, cancellation and recovery of amounts paid respects the right of Member States to provide observations.
Amendment 105 #
2020/0104(COD)
Proposal for a regulation
Recital 33
Recital 33
(33) For effective monitoring of implementation, the Member States should report on a quarteyearly basis within the European Semester process on the progress made in the achievement of the recovery and resilience plan. Such reports prepared by the Member States concerned should be appropriately reflected in the National Reform Programmes, which should be used as a tool for reporting on progress towards completion of recovery and resilience plans.
Amendment 110 #
2020/0104(COD)
Proposal for a regulation
Recital 40
Recital 40
(40) In accordance with the Financial Regulation, Regulation (EU, Euratom) No 883/2013 of the European Parliament and of the Council14 , Council Regulation (Euratom, EC) No 2988/9515and ,Council Regulation (Euratom, EC) No 2185/9616 and Council Regulation (EU) 2017/193917 , the financial interests of the Union are to be protected through proportionate measures, including the prevention, detection, correction and investigation of irregularities and fraud, the recovery of funds lost, wrongly paid or incorrectly used and, where appropriate, the imposition of administrative sanctions. In particular, in accordance with Regulation (EU, Euratom) No 883/2013 and Regulation (Euratom, EC) No 2185/96, the European Anti-Fraud Office (OLAF) may carry out administrative investigations, including on- the-spot checks and inspections, with a view to establishing whether there has been fraud, corruption or any other illegal activity affecting the financial interests of the Union. In accordance with Regulation (EU) 2017/1939, the European Public Prosecutor's Office (EPPO) may investigate and prosecute fraud and other criminal offences affecting the financial interests of the Union as provided for in Directive (EU) 2017/1371 of the European Parliament and of the Council18 . In accordance with the Financial Regulation, any person or entity receiving Union funds is to fully cooperate in the protection of the Union’s financial interests, to grant the necessary rights and access to the Commission, OLAF, the EPPO and the European Court of Auditors and to ensure that any third parties involved in the implementation of Union funds grant equivalent rights to the Commission, OLAF, the EPPO and the European Court of Auditors. _________________ 14Regulation (EU, Euratom) No 883/2013 of the European Parliament and of the Council of 11 September 2013 concerning investigations conducted by the European Anti-Fraud Office (OLAF) and repealing Regulation (EC) No 1073/1999 of the European Parliament and of the Council and Council Regulation (Euratom) No 1074/1999,(OJ L248, 18.9.2013, p. 1) 15 Council Regulation (EC, Euratom) No 2988/95 of 18 December 1995 on the protection of the European Communities financial interests (OJ L 312, 23.12.95, p.1) 16 Council Regulation (Euratom, EC) No 2185/96 of 11 November 1996 concerning on-the-spot checks and inspections carried out by the Commission in order to protect the European Communities' financial interests against fraud and other irregularities (OJ L292,15.11.96, p.2) 17 Council Regulation (EU) 2017/1939 of 12 October 2017 implementing enhanced cooperation on the establishment of the European Public Prosecutor’s Office (‘the EPPO’) (OJ L283, 31.10.2017,, p.1) 18 Directive (EU) 2017/1371 of the European Parliament and of the Council of 5 July 2017 on the fight against fraud to the Union's financial interests by means of criminal law (OJ L 198, 28.7.2017, p. 29)
Amendment 113 #
2020/0104(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 3
Article 2 – paragraph 1 – point 3
Amendment 124 #
2020/0104(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
The scope of application of the Recovery and Resilience Facility established by this Regulation shall refer to policy areas related to economic, social and territorial cohesion, the green and digital transitions, health, competitiveness, resilience, productivity, education and skills, research and innovation, smart, sustainable and inclusive growth, jobs and investment, and the stability of the financial systems.
Amendment 134 #
2020/0104(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
1. The general objective of the Recovery and Resilience Facility shall be to promote the Union’s economic, social and territorial cohesion by improving the resilience and adjustment capacity of the Member States, mitigating the social and economic impact of the crisis, and supporting the green and digital transitions, thereby contributing to restoring the growth potential of the economies of the Union, fostering employment creation in the aftermath of the COVID-19 crisis, and promoting sustainable growth.
Amendment 140 #
2020/0104(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
2. To achieve that general objective, the specific objective of the Recovery and Resilience Facility shall be to provide Member States with financial support with a view to achieving the milestones and targets of countercyclical reforms and investments as set out in their recovery and resilience plans. That specific objective shall be pursued in close cooperation with the Member States concerned.
Amendment 146 #
2020/0104(COD)
2. The amounts referred to in paragraph 1(a) may also cover expenses pertaining to preparatory, monitoring, control, audit and evaluation activities, which are required for the management of each instrument and the achievement of its objectives, in particular studies, meetings of experts, information and communication actions, including corporate communication of the political priorities of the Union, in so far as they are related to the objectives of this Regulation, expenses linked to IT networks focusing on information processing and exchange, corporate information technology tools, and all other technical and administrative assistance expenses incurred by the Commission for the management of each instrument. EThe same amount of expenses may also cover the costs of other supporting activities such as quality control and monitoring of projects on the ground and the costs of peer counselling and experts for the assessment and implementation of countercyclical reforms and investments.
Amendment 148 #
2020/0104(COD)
Proposal for a regulation
Article 6
Article 6
Amendment 153 #
2020/0104(COD)
Proposal for a regulation
Article 9 – paragraph 1 – introductory part
Article 9 – paragraph 1 – introductory part
1. In the event of significant non- compliance in relation to any of the cases laid down in Article 15(7) of the Regulation laying down common provisions on the […)][CPR], the Council shallmay, on a proposal from the Commission, adopt a decision by means of an implementing act to suspend the time period for the adoption of the decisions referred to in Articles 17(1) and 17(2) or to suspend payments under the Recovery and Resilience Facility.
Amendment 156 #
2020/0104(COD)
Proposal for a regulation
Article 10 – paragraph 1
Article 10 – paragraph 1
A maximum financial contribution shall be calculated for each Member State for the allocation of the amount referred to in Article 5(1)(a), using the methodology set out in Annex I, based on the demographic trend (taking into account the depopulation rate), the inverse of the per capitampact of COVID- 19 outbreak on the Gross Domestic Product (GDP) and the relative unemployment rate of each Member State.
Amendment 158 #
2020/0104(COD)
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. For a period starting after 31 December 2022 until 31 December 2024, where financial resources are available, the Commission may organise calls in line with the calendar of the European Semester. To that effect, it shall publish an indicative calendar of the calls to be organised in that period, and shall indicate, at each call, the amount available for allocation. Each Member State may propose to receive up to a maximum amount corresponding to its allocation share of the available amount for allocation, as referred to in Annex I, to implement the recovery and resilience plan.
Amendment 159 #
2020/0104(COD)
Proposal for a regulation
Article 12 – paragraph 3 – point a
Article 12 – paragraph 3 – point a
(a) the reasons for the loan support, justified by the higher financial needs linked to additional countercyclical reforms and investments;
Amendment 160 #
2020/0104(COD)
Proposal for a regulation
Article 12 – paragraph 3 – point b
Article 12 – paragraph 3 – point b
(b) the additional countercyclical reforms and investments in line with Article 15;
Amendment 163 #
2020/0104(COD)
Proposal for a regulation
Article 13 – paragraph 1 – point b
Article 13 – paragraph 1 – point b
(b) the additional countercyclical reforms and investments comply with the criteria set out in Article 16(3.
Amendment 164 #
2020/0104(COD)
Proposal for a regulation
Article 13 – paragraph 2 – point e
Article 13 – paragraph 2 – point e
(e) the other elements needed for the implementation of the loan support in relation to the countercyclical reforms and the investment projects concerned in line with the decision referred to in Article 17(2).
Amendment 175 #
2020/0104(COD)
Proposal for a regulation
Article 14 – paragraph 2
Article 14 – paragraph 2
2. The recovery and resilience plans shall be consistent with the relevant country-specific challenges and priorities identified in the context of the European Semester, in particular those relevant for or resulting from the green and digital transitionby the Member States. The recovery and resilience plans shall also be consistent with the information included by the Member States in the national reform programmes under the European Semester, in their national energy and climate plans and updates thereof under the Regulation (EU)2018/199921 , in the territorial just transition plans under the Just Transition Fund22 , and in the partnership agreements and operational programmes under the Union funds. _________________ 21Regulation (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. 22 […]
Amendment 183 #
2020/0104(COD)
Proposal for a regulation
Article 14 – paragraph 3
Article 14 – paragraph 3
Amendment 188 #
2020/0104(COD)
Proposal for a regulation
Article 15 – paragraph 2
Article 15 – paragraph 2
2. The recovery and resilience plan presented by the Member State concerned shall constitute an annex to its National Reform Programme and shall be officially submitted on a three-year basis at the latest by 30 April. A draft plan may be submitted by Member State starting from 15 October of the preceding year, together with the draft budget of the subsequent year.
Amendment 189 #
2020/0104(COD)
Proposal for a regulation
Article 15 – paragraph 3 – point a
Article 15 – paragraph 3 – point a
Amendment 195 #
2020/0104(COD)
Proposal for a regulation
Article 15 – paragraph 3 – point c
Article 15 – paragraph 3 – point c
Amendment 215 #
2020/0104(COD)
Proposal for a regulation
Article 15 – paragraph 3 – point d
Article 15 – paragraph 3 – point d
Amendment 221 #
2020/0104(COD)
Proposal for a regulation
Article 15 – paragraph 3 – point f
Article 15 – paragraph 3 – point f
(f) the estimated total cost of the countercyclical reforms and investments covered by the recovery and resilience plan submitted (also referred as ‘estimated total cost of the recovery and resilience plan’) backed up by appropriate justification and how it is commensurate to the expected impact on the economy and employment;
Amendment 230 #
2020/0104(COD)
Proposal for a regulation
Article 16 – paragraph 2
Article 16 – paragraph 2
2. When assessing the recovery and resilience plan and in the determination of the amount to be allocated to the Member State concerned, the Commission shall take into account the analytical information on the Member State concerned available in the context of the European Semester as well as the justification and the elements provided by the Member State concerned, as referred to in Article 15(3), and any other relevant information including, in particular, the one contained in the National Reform Programme and the National Energy and Climate Plan of the Member State concerned and, if relevant, information from technical support received via the Technical Support Instrument.
Amendment 233 #
2020/0104(COD)
Proposal for a regulation
Article 16 – paragraph 3 – introductory part
Article 16 – paragraph 3 – introductory part
3. The Commission shall assess the importance and coherence of the recovery and resilience plan and its contribution to the green and digital transitions, and for that purpose, shall take into account the following criteria:
Amendment 237 #
2020/0104(COD)
Proposal for a regulation
Article 16 – paragraph 3 – point a
Article 16 – paragraph 3 – point a
Amendment 239 #
2020/0104(COD)
Proposal for a regulation
Article 16 – paragraph 3 – point b
Article 16 – paragraph 3 – point b
Amendment 259 #
2020/0104(COD)
Proposal for a regulation
Article 16 – paragraph 3 – point e
Article 16 – paragraph 3 – point e
(e) whether the justification provided by the Member State on the amount of the estimated total costs of the recovery and resilience plan submitted is reasonable and plausible and is commensurate to the expected impact on the economy and employment;
Amendment 262 #
2020/0104(COD)
Proposal for a regulation
Article 16 – paragraph 3 – point f
Article 16 – paragraph 3 – point f
(f) whether the recovery and resilience plan contains measures for the implementation of countercyclical reforms and public investments projects that represent coherent actions;
Amendment 269 #
2020/0104(COD)
Proposal for a regulation
Article 17 – paragraph 1
Article 17 – paragraph 1
1. The Commission shall adopt a decision within four months of the official submission of the recovery and resilience plan by the Member State, by means of an implementing act. In the event that the Commission gives a positive assessment to a recovery and resilience plan, that decision shall set out the countercyclical reforms and investment projects to be implemented by the Member State, including the milestones and targets, and the financial contribution allocated in accordance with Article 11.
Amendment 272 #
2020/0104(COD)
Proposal for a regulation
Article 17 – paragraph 2
Article 17 – paragraph 2
2. In case the Member State concerned requests a loan support, the decision shall also set out the amount of the loan support as referred to in Article 12(4) and (5) and the additional countercyclical reforms and investment projects to be implemented by the Member State covered by that loan support, including the additional milestones and targets.
Amendment 277 #
2020/0104(COD)
Proposal for a regulation
Article 17 – paragraph 4 – point b
Article 17 – paragraph 4 – point b
(b) the description of the countercyclical reforms and of the investment projects and the amount of the estimated total cost of the recovery and resilience plan;
Amendment 278 #
2020/0104(COD)
Proposal for a regulation
Article 17 – paragraph 4 – point c – point 2
Article 17 – paragraph 4 – point c – point 2
Amendment 279 #
2020/0104(COD)
Proposal for a regulation
Article 17 – paragraph 4 – point e
Article 17 – paragraph 4 – point e
Amendment 283 #
2020/0104(COD)
Proposal for a regulation
Article 17 – paragraph 5
Article 17 – paragraph 5
5. Where the Commission gives a negative assessment to a recovery and resilience plan, it shall communicate a duly justified assessment within fourthree months of the submission of the proposal by the Member State.
Amendment 284 #
2020/0104(COD)
Proposal for a regulation
Article 17 – paragraph 6
Article 17 – paragraph 6
6. The arrangements and timetable for implementation as referred to in point (d), the relevant indicators relating to the fulfilment of the envisaged milestones and targets referred to in point (e), the arrangements for providing access by the Commission to the underlying data referred to in point (f), and, where appropriate, the additional milestones and targets related to the disbursement of the loan support referred to in point (g) of paragraph 4 shall be further illustrated in an operational arrangement to be agreed by the Member State concerned and the Commission after the adoption of the decision referred to in paragraph 1.
Amendment 286 #
2020/0104(COD)
Proposal for a regulation
Article 18 – paragraph 2
Article 18 – paragraph 2
2. Where the Commission considers that the reasons put forward by the Member State concerned justify an amendment of the relevant recovery and resilience plan, the Commission shall assess the new plan in accordance with the provisions of Article 16 and shall take a new decision in accordance with Article 17 within fourthree months of the official submission of the request.
Amendment 287 #
2020/0104(COD)
Proposal for a regulation
Article 18 – paragraph 3
Article 18 – paragraph 3
Amendment 290 #
2020/0104(COD)
Proposal for a regulation
Article 19 – paragraph 3 – introductory part
Article 19 – paragraph 3 – introductory part
3. Upon completion of the relevant agreed milestones and targets indicated in the recovery and resilience plan as approved in the implementing act of the Commission, the Member State concerned shall submit to the Commission a duly justified request for payment of the financial contribution and, where relevant, of the loan tranche. Such requests for payment may be submitted by the Member States to the Commission on a biannual basis. The Commission shall assess, within two months of receiving the request, whether the relevant milestones and targets set out in the decision referred to in Article 17(1) have been satisfactorily implemented. For the purpose of the assessment, the operational arrangement referred to in Article 17(6) shall also be taken into account. The Commission may be assisted by experts.
Amendment 295 #
2020/0104(COD)
Proposal for a regulation
Article 19 – paragraph 6
Article 19 – paragraph 6
Amendment 298 #
2020/0104(COD)
Proposal for a regulation
Article 19 – paragraph 7
Article 19 – paragraph 7
Amendment 300 #
2020/0104(COD)
Proposal for a regulation
Article 20 – paragraph 1
Article 20 – paragraph 1
The Member State concerned shall report on a quarterly basis within the European Semester procesyearly basis on the progress made in the achievement of the recovery and resilience plans, including the operational arrangement referred to in Article 17(6). To that effect, the quarterly reports of the Member States shall be appropriately reflected in the National Reform Programmes, which shall be used as a tool for reporting on progress towards completion of the recovery and resilience plans.
Amendment 302 #
2020/0104(COD)
Proposal for a regulation
Article 21 – paragraph 1
Article 21 – paragraph 1
1. The Commission shall transmit the recovery and resilience plans as approved in the implementing act of the Commission in accordance with Article 17 to the European Parliament and the Council without undue delay. The Member State concerned may request the Commission to redact sensitive or confidential information, the disclosure of which would jeopardise public interests of the Member State.
Amendment 304 #
2020/0104(COD)
Proposal for a regulation
Article 21 – paragraph 2
Article 21 – paragraph 2
Amendment 311 #
2020/0104(COD)
Proposal for a regulation
Article 24 – paragraph 4
Article 24 – paragraph 4
Amendment 312 #
2020/0104(COD)
Proposal for a regulation
Article 25 – paragraph 2
Article 25 – paragraph 2
2. The evaluation report shall, in particular, assess to which extent the objectives have been achieved, and the efficiency of the use of resources and the European added value. It shall also consider the continued relevance of all objectives and actions.
Amendment 315 #
2020/0104(COD)
Proposal for a regulation
Article 26 – paragraph 1
Article 26 – paragraph 1
Amendment 317 #
2020/0104(COD)
Proposal for a regulation
Article 26 – paragraph 2
Article 26 – paragraph 2
Amendment 318 #
2020/0104(COD)
Proposal for a regulation
Annex I – paragraph 2 – indent 1
Annex I – paragraph 2 – indent 1
— PopulationDemographic trend;
Amendment 324 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 1 – introductory part
Annex II – point 2 – paragraph 1 – introductory part
In accordance with Article 16(3), the Commission shall assess the importance and coherence of the recovery and resilience plans, and its contribution to the green and digital transitions, and for that purpose, it shall take into account the following criteria:
Amendment 326 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 1 – point a
Annex II – point 2 – paragraph 1 – point a
Amendment 328 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 1 – point b
Annex II – point 2 – paragraph 1 – point b
Amendment 338 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 1 – point e
Annex II – point 2 – paragraph 1 – point e
(e) whether the justification provided by the Member State on the amount of the estimated total costs of the recovery and resilience plan submitted is reasonable and plausible and is commensurate to the expected impact on the economy and employment;
Amendment 340 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 1 – point f
Annex II – point 2 – paragraph 1 – point f
(f) whether the recovery and resilience plan contains measures for the implementation of countercyclical reforms and public investment projects that represent coherent actions;
Amendment 344 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 3 – point 2.1 – introductory part
Annex II – point 2 – paragraph 3 – point 2.1 – introductory part
2.1 The recovery and resilience plan is expected to contribute to effectively address challenges identified in the relevant country-specific recommendations addressspecific reports prepared toby the Member State concerned or in other relevant documents officially adopted by the Commission in the European Semester.
Amendment 346 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 3 – point 2.1 – paragraph 1 – subparagraph 1 – indent 1
Annex II – point 2 – paragraph 3 – point 2.1 – paragraph 1 – subparagraph 1 – indent 1
— The recovery and resilience plan is expected to contribute to effectively address challenges identified in the relevant country-specific recommendations, including fiscal aspects, or in other relevant documents officially adopted by the Commission in the European Semester addressed to the Member States concernedMember States' specific reports, including fiscal aspects,
Amendment 348 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 3 – point 2.1 – paragraph 1 – subparagraph 6
Annex II – point 2 – paragraph 3 – point 2.1 – paragraph 1 – subparagraph 6
A – The recovery and resilience plan contributes to effectively address challenges identified in the CSRs, or in other relevant documents officially adopted by the Commission in the European Semester,specific reports proposed by the Member State concerned and the plan represents an adequate response to the economic and social situation of the Member State concerned.
Amendment 349 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 3 – point 2.1 – paragraph 1 – subparagraph 7
Annex II – point 2 – paragraph 3 – point 2.1 – paragraph 1 – subparagraph 7
B – The recovery and resilience plan contributes to partially address challenges identified in the CSRs, or in other relevant documents officially adopted by the Commission in the European Semesterspecific reports proposed by the Member State concerned and the plan represents a partially adequate response to the economic and social situation of the Member State concerned.
Amendment 350 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 3 – point 2.1 – paragraph 1 – subparagraph 8
Annex II – point 2 – paragraph 3 – point 2.1 – paragraph 1 – subparagraph 8
C – The recovery and resilience plan does not contribute to address any challenges identified in the CSRs, or in other relevant documents officially adopted by the Commission in the European Semesterspecific reports proposed by the Member State concerned and the plan does not represent an adequate response to the economic and social situation of the Member State concerned.
Amendment 351 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 3 – point 2.2
Annex II – point 2 – paragraph 3 – point 2.2
Amendment 384 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 3 – point 2.4 – paragraph 1 – subparagraph 1 – indent 1
Annex II – point 2 – paragraph 3 – point 2.4 – paragraph 1 – subparagraph 1 – indent 1
— the recovery and resilience plan contains measures that aim at addressing weaknesses of the economy of the Member States and at boosting the growth potential of the economy of the Member State concerned, stimulating job creation and mitigating the adverse effects of the crisis, while avoiding adverse impacts of those measures on climate and environment.
Amendment 388 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 3 – point 2.5 – introductory part
Annex II – point 2 – paragraph 3 – point 2.5 – introductory part
2.5 The justification provided by the Member State on the amount of the estimated total costs of the recovery and resilience plan is reasonable and plausible and is commensurate to the expected impact on the economy and employment;
Amendment 389 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 3 – point 2.5 – paragraph 1 – subparagraph 1 – indent 1
Annex II – point 2 – paragraph 3 – point 2.5 – paragraph 1 – subparagraph 1 – indent 1
Amendment 390 #
2020/0104(COD)
Proposal for a regulation
Annex II – point 2 – paragraph 3 – point 2.5 – paragraph 1 – subparagraph 2 – indent 1
Annex II – point 2 – paragraph 3 – point 2.5 – paragraph 1 – subparagraph 2 – indent 1
Amendment 189 #
2020/0102(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) With a view to protecting people in vulnerable situations, including those suffering from mental illnesses, non- communicable diseases and chronic diseases, the Programme should also promote actions which address the collateral impacts of the health crisis on people belonging to such vulnerable groups. With a view to guaranteeing continued high standards of essential healthcare services, the Programme should, especially in times of crisis and pandemics, encourage a transition to telemedicine, home administration of medication, and implementation of preventative and self-care plans, where possible and appropriate, while ensuring that access to healthcare services is provided to chronic patients, taking into account the respective levels of digitisation of the Member States and problems of access to digital solutions in remote areas or for certain population groups.
Amendment 197 #
2020/0102(COD)
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Correlations have been observed between health and/or economic crises and a worrying increase in depressive tendencies resulting from the effects of reduced disposable income, uncertainty about the future and growing unemployment. The Programme should therefore provide support for national actions aimed at integrating mental health into all policies and promoting mental health in all areas, including school and work, and for preventive actions to combat depression and suicide.
Amendment 241 #
2020/0102(COD)
Proposal for a regulation
Recital 16 a (new)
Recital 16 a (new)
(16a) The Programme should provide for equal access to healthcare. ‘Socioeconomic health inequalities’ cover situations ranging from unequal access to treatment, fragmented access across regions and differences in health status based on economic conditions, to the distribution of health determinants between different population groups. The individual Member States are responsible for developing social and health polices to tackle the national challenges linked to health inequalities.
Amendment 255 #
2020/0102(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) Non-communicable diseases are a result of a combination of genetic, physiological, environmental and behavioural factors. Such non- communicable diseases as cardiovascular diseases, cancer, neurological disorders, chronic respiratory diseases, and diabetes, represent major causes of disability, ill- health, health- related retirement, and premature death in the Union, resulting in considerable social and economic impacts. To decrease the impact of non- communicable diseases on individuals and society in the Union and reach goal 3 of the Sustainable Development Goals, Target 3.4, to reduce premature mortality from non- communicable diseases by one third by 2030, it is key to provide an integrated response focusing on prevention across sectors and policy fields, combined with efforts to strengthen health systems.
Amendment 299 #
2020/0102(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Cancer is the second leading cause of mortality in the Member States after cardiovascular diseases. It is also one of non-communicable diseases that share common risk factors and the prevention and control of which would benefit the majority of citizens. In 2020 the Commission announced the ‘Europe’s Beating Cancer Plan’ which would cover the entire cycle of the disease starting from prevention and early diagnosis to treatment and quality of life of patients and survivors. The measures should benefit from the Programme and from Horizon Europe’s Mission on Cancer. The actions on cancer should also address its common risk factors and synergies with other major non-communicable diseases, such as neurological diseases, and consider devising a template for other major disease areas based on the ‘Europe’s Beating Cancer Plan’.
Amendment 312 #
2020/0102(COD)
Proposal for a regulation
Recital 19 a (new)
Recital 19 a (new)
(19a) Heart attacks and strokes often occur in people previously undiagnosed with cardiovascular diseases. Many of these are due to undetected genetic conditions, such as familial hypercholesterolaemia, arrhythmias, congenital heart disease and cardiomyopathies, and conditions such as hypertension. The Programme should support the development of policies and interventions to identify and manage individuals at high risk of developing cardiovascular disease in order to prevent the onset of the disease and reduce mortality.
Amendment 345 #
2020/0102(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) The Programme should therefore support actions to monitor shortages of medicines, medical devices and other healthcare products and to ensure greater availability and affordability of those products while limiting the dependency of their supply chains on third countries, in particular actions, where necessary in synergy with other programmes, to encourage local production of medicinal plants in the Member States, and to encourage and support production of active ingredients and generics within the European Union. In particular, in order to address unmet medical needs, the Programme should provide support to clinical trials so as to speed up the development, authorisation and access to innovative and effective medicines, promote incentives to develop such medicinal products as antimicrobials and foster the digitial transformation of healthcare products and platforms for monitoring and collecting information on medicines.
Amendment 568 #
2020/0102(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point 6
Article 4 – paragraph 1 – point 6
(6)support action for the surveillance, prevention, diagnosis and treatment and care of non-communicable diseases, and notably of cancer, while addressing its synergies with other major non- communicable diseases, such as neurological disorders;
Amendment 640 #
2020/0102(COD)
Proposal for a regulation
Article 16 – paragraph 1
Article 16 – paragraph 1
The Commission shall consult the health authorities of the Member States in the Steering Group on Health Promotion, Disease Prevention and Management of Non-Communicable Diseases on the work plans established for the Programme and its priorities and strategic orientations and its implementation. Consideration should be given to promoting synergies between European funds and national funds/resources to ensure long-term effectiveness and sustainability of the actions.
Amendment 666 #
2020/0102(COD)
Proposal for a regulation
Annex I – point a – point ii a (new)
Annex I – point a – point ii a (new)
(iia.) Local production of medicinal plants in the Member States;
Amendment 668 #
2020/0102(COD)
Proposal for a regulation
Annex I – point a – point ii b (new)
Annex I – point a – point ii b (new)
(iib.) Production of active ingredients and generics within the European Union to reduce the Member States’ dependence on certain third countries.
Amendment 740 #
2020/0102(COD)
Proposal for a regulation
Annex I – point d a (new)
Annex I – point d a (new)
(da.)Development of the capacity and resources of patients’ organisations to increase patients’ contribution to health policy planning and implementation.
Amendment 765 #
2020/0102(COD)
Proposal for a regulation
Annex I – point f – point v
Annex I – point f – point v
(v) Actions to address the collateral health consequences of a health crisis, in particular those on mental health, onin addition to social exclusion and financial hardship, often experienced by patients suffering from chronic diseases and other vulnerable groups;
Amendment 768 #
2020/0102(COD)
Proposal for a regulation
Annex I – point f – point v a (new)
Annex I – point f – point v a (new)
(va.) With patient safety as a top priority, actions to facilitate the availability of accessible and affordable telemedicine services for all patients throughout Europe, and to support digital literacy and a transition to telemedicine, home administration of treatment and medication, and implementation of preventative and self-care plans, while involving patients’ organisations in evaluating, identifying and implementing the best possible solutions in terms of continued access to high-quality care and treatment;
Amendment 809 #
2020/0102(COD)
Proposal for a regulation
Annex I – point g – point vi a (new)
Annex I – point g – point vi a (new)
(via.) Support actions promoting mental health in the workplace and in schools; promote actions to combat depression and suicide; develop socially inclusive forms of mental health care;
Amendment 819 #
2020/0102(COD)
Proposal for a regulation
Annex I – point g – point ix a (new)
Annex I – point g – point ix a (new)
(ixa.) Support the establishment and implementation of evidence-based programmes assisting Member States and their actions to improve health promotion, health literacy and disease prevention (for communicable and non-communicable diseases);
Amendment 910 #
2020/0102(COD)
Proposal for a regulation
Annex I – point h – point x a (new)
Annex I – point h – point x a (new)
(xa.) Support actions to tackle common, shared risk factors and synergies between cancer and other major non- communicable diseases, such as neurological disorders, and to render the European cancer plan a template for other major disease areas;
Amendment 918 #
2020/0102(COD)
Proposal for a regulation
Annex I – point h – point x b (new)
Annex I – point h – point x b (new)
(xb) Building on Europe’s cancer plan, support the creation of a template for other major disease areas, such as neurological disorders;
Amendment 944 #
2020/0102(COD)
Proposal for a regulation
Annex I – point i – point iv a (new)
Annex I – point i – point iv a (new)
(iva) Foster a supportive environment for meaningful patient and public involvement in clinical trials, starting with the design phase and ending with dissemination;
Amendment 5 #
2020/0100(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) The Commission adopted a Communication on the European Green Deal on 11 December 20199 , drawing its roadmap towards an allegedly new growth policy for Europe and setting ambitious objectives to counter climate change and for environmental protection. In line with the objective to achieve climate neutrality in the Union by 2050 in an effective and fair manner, the European Green Deal announced a Just Transition Mechanism to provide means for facing the climate challengetransition towards a climate-neutral economy while leaving no one behind. The most vulnerable regions and people are the most exposed to the harmful effects of climate change and environmental degradation. At the same time, managing the transition requires significant structural changes. _________________ 9 COM(2019) 640 final.
Amendment 12 #
2020/0100(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) The proposal for establishing the Just Transition Fund was adopted by the Commission on 14 January 202011 . For the better programming and implementation of the Fund, territorial just transition plans are to be adopted, setting out the key steps and timeline of the transition process and identifying the territories most negatively affected by the transition towards a climate neutral economy and with less capacity to deal with the transition challendamages. _________________ 11 COM(2020) 22 final
Amendment 20 #
2020/0100(COD)
Proposal for a regulation
Recital 4
Recital 4
(4) A public sector loan facility (the ‘Facility’) should be provided. It constitutes the third pillar of the Just Transition Mechanism, supporting public sector entities in their investments. Such investments should meet the development needs resulting from the transition challendamages described in the territorial just transition plans as adopted by the Commission. The activities envisaged for support should be consistent with and complement those supported under the other two pillars of the Just Transition Mechanism.
Amendment 26 #
2020/0100(COD)
Proposal for a regulation
Recital 5
Recital 5
(5) In order to enhance the economic diversification of territories impacted by the transition, the Facility should cover a wide range of investments, on condition that they contribute to meet the development needs in the transition towards a climate neutral economy, as described in the territorial just transition plans. The investments supported may cover energy and transport infrastructure, district heating networks, green mobility, smalocal public transport, waste management, clean energy and energy efficiency measures including renovations and conversions of buildings, support to transition to a circular economy, land restoration and decontamination, as well as up- and re- skilling, training and social infrastructure, including social housing. Infrastructure developments may also include solutions leading to their enhanced resilience to withstand disasters. Comprehensive investment approach should be favoured in particular for territories with important transition needs. Investments in other sectors could also be supported if they are consistent with the adopted territorial just transition plans. By supporting investments that do not generate sufficient revenues, the Facility aims at providing public sector entities with additional resources necessary to address the social, economic and environmental challendamages resulting from the adjustment to climathe transition. In order to help identify investments with a high positive environmental impact eligible under the Facility, the EU taxonomy on environmentally sustainable economic activities may be used towards a climate-neutral economy.
Amendment 45 #
2020/0100(COD)
Proposal for a regulation
Recital 22
Recital 22
(22) The objective of this Regulation, namely to leverage public investment in territories, most impacted by the transition towards climate neutrality by addressing the corresponding development needs, cannot be sufficiently achieved by the Member States alone. The main reasons in this regard are the difficulties for public entities to support investments, which do not generate sufficient streams of own revenues and benefit the territories most negatively impacted by climathe transition, without EU grant support towards a climate-neutral economy, due to the Union's restrictive economic and budgetary policies and the need for a coherent implementation framework under direct management. Since those objectives can be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 TEU. 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 54 #
2020/0100(COD)
Proposal for a regulation
Article 1 – paragraph 2
Article 1 – paragraph 2
The Facility shall provide support benefitting Union territories facing serious social, environmental and economic challendamages deriving from the transition process towards a climate-neutral economy of the Union by 2050.
Amendment 63 #
2020/0100(COD)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. The general objective of the Facility is to address serious socio- economic challendamages deriving from the transition process towards a climate-neutral economy for the benefit of the Union territories identified in the territorial just transition plans prepared by the Member States in accordance with Article 7 of Regulation [JTF Regulation].
Amendment 84 #
2020/0100(COD)
Proposal for a regulation
Article 8 – paragraph 1 – point a
Article 8 – paragraph 1 – point a
(a) the projects achieve measurable impact in addressing serious social, economic or environmental challendamages deriving from the transition process towards a climate-neutral economy and benefit territories identified in a territorial just transition plan, even if they are not located in those territories;
Amendment 112 #
Amendment 113 #
2020/0100(COD)
Proposal for a regulation
Annex II – point 6 – point 6.3
Annex II – point 6 – point 6.3
6.3 Public utilities (water, wastewater, district heating, energy, waste management, local transport)
Amendment 115 #
Amendment 116 #
2020/0100(COD)
Proposal for a regulation
Annex II – point 7
Annex II – point 7
7. GPolluting and greenhouse gas emission reduced
Amendment 2 #
2019/2213(BUD)
Draft opinion
Paragraph 1
Paragraph 1
1. Calls for an ambitious realistic budget for the EUnion transport sector, which takes into account the emerging challenges and the current political priorities in terms of EU transport policy, namely ensuring ease of movement for people and goods across Europe and meeting social, business and region-specific needs;
Amendment 14 #
2019/2213(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Stresses that EU transport policy is essential for Europe’s economic, social and environmental development and its sustainability; strongly requests, therefore, that EU transport policy receive adequate and sufficientmake proper use of available funding in order to secure growth, jobs and competitiveness in Europe, including in the more remoteperipheral geographical areas; requests additional investments in research and innovation, and in social and territorial cohesion;
Amendment 16 #
2019/2213(BUD)
Draft opinion
Paragraph 3
Paragraph 3
3. Underlines that the 2021 budget should reflect the priorities set out by Parliament in its resolution of 14 November 2018 on the multiannual financial framework (MFF) and that it should provide the necessary financing for both projects started under the current MFF and for new projects based on the 2021- 2027 MFF;
Amendment 18 #
2019/2213(BUD)
Draft opinion
Paragraph 4
Paragraph 4
Amendment 25 #
2019/2213(BUD)
Draft opinion
Subheading 1
Subheading 1
The importance of transport in achieving the goals of the Green Dealsustainable mobility
Amendment 28 #
2019/2213(BUD)
Draft opinion
Paragraph 5
Paragraph 5
5. Reiterates that transport mustcan make a valuable contributeion to achievingso-called climate neutrality by 2050ut only over suitable transition periods that are conducive to growth and employment and do not harm the overall competitiveness of European industry on the world market;
Amendment 37 #
2019/2213(BUD)
Draft opinion
Paragraph 6
Paragraph 6
6. Underlines, therefore, that appropriate funding for transport projects will be instrumental in accelerating the shift to sustainable and smart mobility and in implementing the Green Deal’s legislative priorities through measures based on new technologies,ensuring proper links with all areas, bearing in mind the needs expressed by local communities; hopes that research and development projects can help boosting multimodal transport, and the development of automated and connected multimodal mobility and spur an increase in the production and deployment of sustainable alternative fuels;
Amendment 51 #
2019/2213(BUD)
Draft opinion
Paragraph 7 – introductory part
Paragraph 7 – introductory part
7. Underlines the importance of increasing the budget of flagship programmes of particular relevance to achieving EU goals:
Amendment 55 #
2019/2213(BUD)
Draft opinion
Paragraph 7 – indent 1
Paragraph 7 – indent 1
– Emphasises the crucial role of the Connecting Europe Facility (CEF) in fostering the development of a high- performance trans-European network (TEN-T) that is sustainable and interconnected across the areas of transport, energy and digital services infrastructure; reiterates that the swift completion of the TEN-T will make a significant contribution to socio-economic and territorial cohesion in the EU and to the promotion of the EU’s decarbonisation objectives; requests, therefore, that the CEF-Transport budget be increased for the MFF 2021-2027 and that its allocation for 2021 be decided accordingly; deplores the delays in the completion of works in several Member States, especially as regards cross-border projects;
Amendment 57 #
2019/2213(BUD)
Draft opinion
Paragraph 7 – indent 1 a (new)
Paragraph 7 – indent 1 a (new)
– Stresses that cutting red tape and expediting administrative procedures would enable works to be completed on time;
Amendment 58 #
2019/2213(BUD)
Draft opinion
Paragraph 7 – indent 2
Paragraph 7 – indent 2
– Requests an increase inthat the budget of Horizon 2020 to EUR 120 billion (2018 prices) and itssupport, as one of its financing lines, the ‘Smart Cities and Integrated Transport’ component accordingly, starting from 2021;
Amendment 81 #
2019/2213(BUD)
Draft opinion
Paragraph 12
Paragraph 12
12. Stresses the importance of a simpler, more efficient own resources system able to bringguaranteeing funding for EU expenditure bringing about a substantial reduction in the proportion of GNI-based contributions and to guarantee the adequate funding of EU spendingnot increasing the tax pressure on individuals and enterprises;
Amendment 85 #
2019/2213(BUD)
Draft opinion
Paragraph 13
Paragraph 13
13. Stresses the importancrole of agencies and joint undertakings in improving the transport sector’s performance and in fostering a reduction of transport emissions based on technological progress and rules; points out the importance of these agencies and joint undertakings receiving adequate financial and human resourcsafety based on technological progress and rules;
Amendment 92 #
2019/2213(BUD)
Draft opinion
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Deplores the fact that the Agency still has two seats, in Lille and Valenciennes, and points out that costs could be reduced if all operations were to be centralised at a single seat;
Amendment 97 #
2019/2213(BUD)
Draft opinion
Paragraph 15
Paragraph 15
15. Highlights in particular the role of the Clean Sky 2 and SESAR Joint Undertakings and of the European Union Aviation Safety Agency (EASA) in reducing CO2 emissions by passenger; stresses the very good results and the essential role played by the Clean Sky 2 Joint Undertaking in ensuring net accelerations in green technologies aimed at reducing the CO2 and greenhouse gas emissions, as well asdesigned to improve safety and to reduce the noise levels produced by aircraft;
Amendment 6 #
2019/2105(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Points out that members' contributions were below target for implementation of the Horizon 2020 programme by the Joint Undertaking and that in 2018, the fifth year of the programming period, only 47% of Horizon 2020 activities were implemented if taken together with the related additional Joint Undertaking activities, excluding which the implementation rate was only 34%; 1 a _________________ 1aEuropean Court of Auditors Annual Report for 2018 on the EU Joint Undertakings
Amendment 6 #
2019/2101(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Points out that members' contributions were below target for implementation of the Horizon 2020 programme by the Joint Undertaking and that in 2018, the fifth year of the programming period, only 52% of Horizon 2020 activities were implemented if taken together with the related additional Joint Undertaking activities, excluding which the implementation rate was only 42%1a; 1aEuropean Court of Auditors’ 2018 annual report on EU Joint Undertakings, ECA.
Amendment 6 #
2019/2100(DEC)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Points out that members' contributions were below target for implementation of the Horizon 2020 programme by the SESAR 2020 Joint Undertaking and that in 2018, the fifth year of the programming period, only 29% of Horizon 2020 activities were implemented if taken together with the related additional Joint Undertaking activities, excluding which the implementation rate was 29%1a;
Amendment 7 #
2019/2100(DEC)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5b. Notes that, according to the Court, shortcomings in the drafting of the 2018 call for proposals for funding from the Connecting Europe Facility (MCE) have resulted in overlaps and inconsistencies between the award criteria, compromising the overall effectiveness of the grant evaluation process1a;
Amendment 8 #
2019/2100(DEC)
Draft opinion
Paragraph 5 c (new)
Paragraph 5 c (new)
5c. Notes the observation by the Court of Auditors in its Special Report No 11/20191a regarding the sometimes unnecessary use of European funding in view of the purposes for which it was allocated and a number of funding management shortcomings;
Amendment 1 #
2019/2081(DEC)
Draft opinion
Paragraph 1
Paragraph 1
1. WelcomNotes the finding of the Court of Auditors that the accounts of the European Union Agency for Railways ('the Agency') for the 2018 financial year are legal and regular in all material aspects;
Amendment 5 #
2019/2081(DEC)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Notes the Court's observations concerning the legality and regularity of the transactions, and joins the Court in urging the Agency to employ procurement procedures which are consistent with the Financial Regulation;
Amendment 6 #
2019/2081(DEC)
Draft opinion
Paragraph 2 b (new)
Paragraph 2 b (new)
2b. Notes the Court's observations concerning internal controls, and calls on the Agency to carry out more effective ex ante checks on payments in connection with contracts, with a view to ensuring that all procurement procedures are competitive and transparent;
Amendment 7 #
2019/2081(DEC)
Draft opinion
Paragraph 2 c (new)
Paragraph 2 c (new)
2c. Calls on the Agency to take account of the specific needs of small and medium-sized enterprises (SMEs) when applying fees and charges in connection with the new certification tasks and to carry out effective checks to verify the SME-related criteria when dealing with applicants;
Amendment 8 #
2019/2081(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Deplores the fact that the Agency still has two seats, in Lille and Valenciennes, and points out that costs could be reduced if all operations were to be centralised at a single seat;
Amendment 1 #
2019/2077(DEC)
Draft opinion
Paragraph 1
Paragraph 1
1. WelcomNotes the finding of the Court of Auditors that the accounts of the European Aviation Safety Agency ('the Agency') for the 2018 financial year are legal and regular in all material respects;
Amendment 11 #
2019/2077(DEC)
Draft opinion
Paragraph 4
Paragraph 4
4. Notes that the Agency ended the year with an overall deficit of 2 million EUR (a surplus of 0,7 million EUR related to subsidy activities and a deficit of 2,7 million EUR related to fees and charges activities); notes that the fees and charges deficit is deducted from the accumulated surplus, reducing it from 54,9 million EUR to 52,2 million EUR; observes that concerning activities related to fees and charges, the income rose by 1,8 million EUR compared to 2017, however staff costs increased by 3,7 million EUR, administrative costs by 0,9 million EUR and operational costs by 2,6 million EUR; notes that for subsidy-related activities an increase of subsidy by 2 million EUR was enough to cover the rise in administrative costs by 0,1 million EUR and operational expenditures by 1,4 million EUR; stresses that the accumulation of the EUR 52.2 million surplus stemming from aviation- funded activities is not provided for by the founding Regulation and that corrective actions have not been completed as from FY2016;
Amendment 12 #
2019/2077(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
Amendment 13 #
2019/2077(DEC)
Draft opinion
Paragraph 4 b (new)
Paragraph 4 b (new)
4b. Calls on the Agency to ensure that procurement procedures and framework contracts are carried out and phrased in such a way as to guarantee fair competition and full compliance with the legislation applicable and that procurement results in a satisfactory quality-price ratio, as made clear by the Court in its observations on the legality and regularity of transactions1 a; _________________ 1a ‘Annual Report on EU Agencies for the financial year 2018’, Annual Report, ECA;
Amendment 1 #
2019/2076(DEC)
Draft opinion
Paragraph 1
Paragraph 1
1. WelcomNotes the finding of the Court of Auditors that the transactions underlying the accounts of the European Maritime Safety Agency ('the Agency') for the 2018 financial year are legal and regular in all material respects;
Amendment 2 #
2019/2055(DEC)
Draft opinion
Paragraph 1
Paragraph 1
1. WelcomNotes the finding of the Court of Auditors (‘the Court’) that the consolidated accounts of the European Union for the year 2018 are reliable and that the transactions underlying the accounts of the Union for the 2018 financial year are generally legal and regular in all material aspects, except for high-risk expenditure (mainly spending on a reimbursement basis, which is subject to complex rules), which has an estimated error level of 4,5%; notes that the overall estimated level of error of 2,6% is still above the ECA’s materiality threshold (2%);
Amendment 3 #
2019/2055(DEC)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Is concerned about the increasing concentration of expertise and responsibilities in the hands of the agencies in the transport sector, which could lead to an increase in the costs borne by the EU budget;
Amendment 5 #
2019/2055(DEC)
Draft opinion
Paragraph 3
Paragraph 3
3. WelcomNotes the completion of the 2017 CEF Transport blending call in 2018 with an innovative approach making available a total indicative budget of EUR 1,35 billion of EU grants to be combined with funding from the European Fund for Strategic Investments (EFSI), the European Investment Bank, national promotional banks or private investors; believes that an ex-post evaluation of those projects must be carried out in order to assess this instrument's effectiveness on the basis of the type of action financed; notes that the second deadline for submission of proposals in April 2018, focusing on innovation and new technologies projects, notably in the field of alternative fuels, in support of the Commission’s Clean Mobility policy, resulted in 35 projects being selected with a total of EUR 404,8 million in CEF funding; notes the need to improve the level of awareness of the CEF eligibility rules among the beneficiaries;
Amendment 12 #
2019/2055(DEC)
Draft opinion
Paragraph 6
Paragraph 6
6. Reiterates the request of the Court to improve coherence, clarity and effectiveness of the EU passenger rights framework, take action to promote awareness campaignsmore effective and transparent information and provide national enforcement bodies with further tools for enforcing passenger rights;
Amendment 13 #
2019/2055(DEC)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Highlights the importance of investing in projects that concern both the creation of new and the maintenance and safety of existing infrastructure, both on the core network and the comprehensive network of TEN-T corridors, in order to ensure that sufficient long-distance transport services are available and to improve cohesion and local and cross- border territorial connectivity, including in the outermost and island regions;
Amendment 19 #
2019/2055(DEC)
Draft opinion
Paragraph 12
Paragraph 12
12. Welcomes the start of new projects focusing on urban mobility, efficient logistics and infrastructure, including the port of the future, worth around EUR 105 million from the 2017 call of the Horizon 2020 programme; welcomes the adoption of the 3-year Horizon 2020 Transport Work Programme for 2018-2020; reiterates the recommendation by the Court to set out an EU-wide port development plan for core ports, in keeping with existing national management models, and to revise the number of core ports;
Amendment 3 #
2019/2028(BUD)
Draft opinion
Paragraph 1
Paragraph 1
1. Takes note of the draft budget proposed by the Commission in the field of transport; regrets the indiscriminate cuts demanded by the Councilcalls for financing for the Connecting Europe Facility (CEF) to be protected when funds available for transport are allocated;
Amendment 4 #
2019/2028(BUD)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Recalls that, according to an Opinion of the Court of Auditors, centralising the work of the European Union Agency for Railways (ERA) at one seat could reduce costs borne by the EU budget;
Amendment 8 #
2019/2028(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Believes the time is ripe for a more fundamental reshaping of EU transport financing with a view to establishing a net zero transport sector by 2050 and guarantee full alignment with the Paris Agreementsustainable and efficient transport sector, guaranteeing infrastructure safety, protection of workers’ social dimension and fewer burdens for businesses through digitalisation and technological innovation;
Amendment 10 #
2019/2028(BUD)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Is concerned about the growing centralisation of expertise and responsibilities at the head of Agencies in the transport sector, which could entail a rise in costs borne by the EU budget;
Amendment 16 #
2019/2028(BUD)
Draft opinion
Paragraph 3
Paragraph 3
3. Insists that the EU transport policy is essies are fundamential for economic, social and environmental sustainability and therefore priority should be given to the quality and sustainability of projects rather than their quantity or sizeto industrial development in the EU Member States and essential for economic, social and environmental sustainability;
Amendment 17 #
2019/2028(BUD)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Highlights the importance of investing in infrastructure projects that guarantee the construction of new structures and the maintenance and safety of existing ones, both on the core network of TEN-T corridors and the comprehensive network, in order to ensure sufficient long-distance transport services exist and improve cohesion and local territorial connectivity, including in the island and outermost regions;
Amendment 23 #
2019/2028(BUD)
Draft opinion
Paragraph 4
Paragraph 4
4. ReiteraTakes notes that the provisional agreement on the regulation setting up the InvestEU1 Programme1 contains a general provision - applicable to all transport related financing - ensuring that "Pprojects that are inconsistent with the achievement of the climate objectives shall not be eligible for support" and that all projects "shall be screened to determine if they have an environmental, climate or social impact and if so, shall be subject to climate, environmental and social sustainability proofing"are screened to assess their environmental, climate and social impact; _________________ 1 European Parliament legislative resolution of 18 April 2019 on the proposal for a regulation of the European Parliament and of the Council establishing the InvestEU Programme (COM(2018)0439 – C8-0257/2018 – 2018/0229(COD)).
Amendment 24 #
2019/2028(BUD)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Points to the importance of completing major infrastructure projects already underway, including cross-border projects such as the high-speed Turin- Lyon rail link and the Brenner base tunnel; stresses in this regard the importance of completing these works on time without further delays;
Amendment 26 #
2019/2028(BUD)
Draft opinion
Paragraph 5
Paragraph 5
5. Stresses that beyond its key role in implementing the European Fund for Strategic Investments (EFSI) and InvestEU, it is vital that the revision of the European Investment Bank’s (EIB) transport policy due in 2020 paves the way for a more fundamental overhaul of the Bank’s transport financing; calls on the EIB to report on all steps of its transport policy revision to Parliament in a timely manner; points to the importance of fostering synergies between different funding programmes and the use of grants combined with other forms of financing, to generate and encourage the involvement of private capital and investments;
Amendment 29 #
2019/2028(BUD)
Draft opinion
Paragraph 6
Paragraph 6
6. Believes that the Connecting Europe Facility (CEF) spending in the field of transport can be improved by increasing further the share of funding for zero emission transport modes; welcomes the approach of the Commission to co-finance the re-establishment of regional cross- border rail connections that were dismantled or abandoned and encourages the Members States, cross-border regions and the Commission to further intensify these bottom-up projects that contribute to reopening borders in the EU where they still exist; calls on the Commission to significantly increase the reserved amount within the CEF budget line for financing for the re-establishment of regional missing rail links that were dismantled or abandoned; further electrification of railway infrastructure must be intensified and a quicker roll -out of the European Rail Traffic Management System (ERTMS) is required; the CEF budget should also take account of rail freight noise abatement measures in order to ensure a sustainable and efficient freight transport system; emphasises the importance of allowing a co-financing rate of 50% for cross-border projects;
Amendment 41 #
2019/2028(BUD)
Draft opinion
Paragraph 8
Paragraph 8
8. Calls on the Commission to combine the co-assess whether financing of the EuroVelo network withcould be combined with financing of the comprehensive rail network;
Amendment 45 #
2019/2028(BUD)
Draft opinion
Paragraph 9
Paragraph 9
9. In light of the still very high number of deaths and injuries caused by traffic accidents, and the new Directive on road infrastructure safety management with its provision ensuring that “Member States shall ensure that the needs of vulnerable road users are taken into account”, insists that the Commission and Member States further prioritise the financing of the transport safety of passengers in different means of transport and that they focus on the safety of all vulnerable road users, such as pedestrians, cyclists, persons with a disability and other micro-mobility users;
Amendment 50 #
2019/2028(BUD)
Draft opinion
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Calls on the Commission to promote projects supporting digitalisation in ports in order to make services to businesses more efficient and cut administrative burdens without foregoing the goal of integrating ports sustainably with the territories in which they are located;
Amendment 52 #
2019/2028(BUD)
Draft opinion
Paragraph 10 b (new)
Paragraph 10 b (new)
10b. Notes that the Court of Auditors has drawn attention in its Special Reports1 a in recent years to a sometimes unnecessary, inefficient and unsustainable use of EU financing in light of the purposes for which said financing had been granted; _________________ 1a ‘The EU's regulation for the modernisation of air-traffic management has added value - but the funding was largely unnecessary’, Special Report No 11/2019, ECA; ‘Maritime transport in the EU: in troubled waters — much ineffective and unsustainable investment’, Special Report No 23/2016, ECA.
Amendment 58 #
2019/2028(BUD)
Draft opinion
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Stresses the importance of tackling across the board the problems of wage dumping, welfare cover and working conditions for drivers in the haulage sector, which in addition to being a form of unfair market competition also raises serious concerns about road safety;
Amendment 62 #
2019/2028(BUD)
Draft opinion
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Highlights the importance of projects fostering the promotion of tourism, a sector that contributes significantly to Member States' GDP;
Amendment 121 #
2013/0186(COD)
Proposal for a regulation
Article 1 – paragraph 2
Article 1 – paragraph 2
2. The application of this Regulation shall be without prejudice to Member States' sovereignty over their airspace and to the requirements of the Member States relating to public order, public security and defence matters, as set out in Article 44. This Regulation does not cover military operations and training, whereas coordination with military authorities shall be ensured to identify and address potential impacts of the application of this regulation on those activities.
Amendment 166 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 3 – introductory part
Article 3 – paragraph 3 – introductory part
3. Without prejudice to paragraph 1, the national supervisory authorities shall be legfunctionally distinct and independent from any other public or private entity in terms of their organisation, functioning, legal structure and decision- making.
Amendment 179 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 4
Article 3 – paragraph 4
4. Member States may set up national supervisory authorities which are competent for several regulated sectors, if those integrated regulatory authorities fulfil the independence requirements set out in this Article. The national supervisory authority may also be joined in respect of its organisational structure with the national competent authority and national competition authority referred to in Article 11 of Council Regulation (EC) No 1/200338 , if the joint body fulfils the independence requirements set out in this Article. __________________ 38Council Regulation (EC) No 1/2003 of 16 December 2002 on the implementation of the rules on competition laid down in Articles 81 and 82 of the Treaty (OJ L 1, 4.1.2003, p. 1).
Amendment 194 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 6 – introductory part
Article 3 – paragraph 6 – introductory part
6. In addition to the requirements set out in paragraph 5, persons in charge of strategic decisions shall be appointed by an entity of the Member State concerned which does not directly exert ownership rights over air navigation service providersthrough a clear and transparent procedure. Member States shall decide whether these persons are appointed for a fixed and renewable term, or on a permanent basis which only allows dismissal for reasons not related to their decision-making. Persons in charge of strategic decisions shall not seek or take instructions from any government or other public or private entity when carrying out their functions for the national supervisory authority and shall have full authority over the recruitment and management of its staff.
Amendment 198 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 6 – subparagraph 1
Article 3 – paragraph 6 – subparagraph 1
They shall refrain from any direct or indirect interest that may be considered prejudicial to their independence and which may influence the performance of their functions. To that effect, they shall make an annual declaration of commitment and declaration of interests indicating any direct or indirect interests.
Amendment 206 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 6 – subparagraph 2
Article 3 – paragraph 6 – subparagraph 2
Persons in charge of strategic decisions, audits or other functions directly linked to performance targets or oversight of air navigation service providers, shall not hold any professional position or responsibility with any air navigation service provider after their term in the national supervisory authority, for at least a period of two period to be defined by Member States of at least one years.
Amendment 215 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 10
Article 3 – paragraph 10
Amendment 229 #
2013/0186(COD)
Proposal for a regulation
Article 4 – paragraph 3 – subparagraph 1
Article 4 – paragraph 3 – subparagraph 1
Amendment 279 #
2013/0186(COD)
Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 1
Article 6 – paragraph 1 – subparagraph 1
Amendment 284 #
2013/0186(COD)
Proposal for a regulation
Article 6 – paragraph 2 a (new)
Article 6 – paragraph 2 a (new)
2a. In order to avoid unnecessary administrative burden for small organisations, certain air navigation service providers may be exempted from the requirement provided for by paragraph 1 of this Article. Detailed rules shall be adopted in accordance with the examination procedure referred to in Article 37 (3).
Amendment 285 #
2013/0186(COD)
Proposal for a regulation
Article 6 – paragraph 3
Article 6 – paragraph 3
Amendment 315 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 1
Article 7 – paragraph 1 – subparagraph 1
Amendment 319 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 2
Article 7 – paragraph 2
Amendment 324 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 3
Article 7 – paragraph 3
3. Member States shall have discretionary powers in choosing an air traffic provider and shall specify the rights and obligations to be met by the air traffic service providers , designated individually or jointly. The obligations shall include conditions for making available relevant data enabling all aircraft movements to be identified in the airspace under their responsibility.
Amendment 348 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 1
Article 8 – paragraph 1 – subparagraph 1
Where this enables cost-efficiency gains to the benefit of airspace users, Member States shallmay allow airport operators tothe procurement of terminal air traffic services for aerodrome control and approach control under market conditions.
Amendment 353 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 2
Article 8 – paragraph 1 – subparagraph 2
Amendment 372 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 3
Article 8 – paragraph 3
3. Member States shall take all necessary measures to ensure that the provision of en route air traffic services is separated in terms of organisationfunctionally separated from the provision of CNS, AIS, ADS, MET and terminal air traffic services and that the requirement concerning the separation of accounts referred to in Article 25(3) is respected.
Amendment 376 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 4 – point b
Article 8 – paragraph 4 – point b
Amendment 378 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 4 – point c
Article 8 – paragraph 4 – point c
Amendment 417 #
2013/0186(COD)
Proposal for a regulation
Article 10 – paragraph 2 – subparagraph 1
Article 10 – paragraph 2 – subparagraph 1
The Commission may add additional key performance areas for performance target setting or monitoring purposes, where necessary to improve performance, in accordance with the examination procedure referred to in Article 37(3) and on the basis of an impact assessment.
Amendment 433 #
2013/0186(COD)
Proposal for a regulation
Article 10 – paragraph 3 – point h
Article 10 – paragraph 3 – point h
(h) balanced and symmetrical incentive schemes including for financial bonus and disincentives applicable whethere an air traffic service provider achieves a performance exceeding binding targets or whether it does not comply with the relevant binding performance targets during the reference period or where it has not implemented the relevant common projects referred to in Article 35. SuchThe financial disincentives shall in particular take account of the deterioration in the level of service quality provided by that provider, as a result of not complying with the performance targets or not implementing the common projects, and the impact thereof on the network;
Amendment 442 #
2013/0186(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
1. The Commission shall adopt the Union-wide performance targets for en route air navigation services and for terminal air navigation services in the key performance areas of environment, capacity and cost-efficiency for each reference period, in accordance with the advisoryexamination procedure referred to in Article 37(23) and with paragraphs 2 to 3 of this Article. In conjunction with the Union- wide performance targets, the Commission may define complementary baseline values, breakdown values or benchmark groups, for the purpose of enabling the assessment and approval of draft performance plans in accordance with the criteria referred to in Article 13(3). .
Amendment 446 #
2013/0186(COD)
Proposal for a regulation
Article 11 – paragraph 2 – point a
Article 11 – paragraph 2 – point a
(a) they shall drive gradual, continuous improvementsevolution in respect of the operational and economic performance of air navigation services;
Amendment 450 #
2013/0186(COD)
Proposal for a regulation
Article 11 – paragraph 3
Article 11 – paragraph 3
3. For the purposes of preparing its decisions on Union-wide performance targets, the Commission shall collect any necessary input from stakeholders and from the relevant national regulators (national supervisory authorities and national competent authorities). Upon request of the Commission, the Agency acting as PRB shall provide assistance to the Commission for the analysis and preparation of those decisions, by way of an opinion.
Amendment 453 #
2013/0186(COD)
Proposal for a regulation
Article 12 – paragraph 1 a (new)
Article 12 – paragraph 1 a (new)
1a. In case of justified circumstances occurred during the reference period, Member States may modify the notification referred to in paragraph 1.
Amendment 455 #
2013/0186(COD)
Proposal for a regulation
Article 12 – paragraph 2
Article 12 – paragraph 2
Amendment 458 #
2013/0186(COD)
Proposal for a regulation
Article 12 – paragraph 3
Article 12 – paragraph 3
Amendment 460 #
2013/0186(COD)
Proposal for a regulation
Article 12 – paragraph 4
Article 12 – paragraph 4
4. The designated air traffic service providers concerned shall base their draft performance plans for en route and terminal air navigation services on the classifications the Commission has founreferred to be in compliance with the criteria set out in points (28) and (55) of Article 2paragraph 1. The Agency acting as PRB shall base itself on those same classifications when assessing the allocation of costs between en route and terminal air navigation services under Article 13(3).
Amendment 464 #
2013/0186(COD)
Proposal for a regulation
Article 13 – title
Article 13 – title
Performance plans and performance targets for en route air navigation services of designated air traffic service providers
Amendment 466 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. The designated air traffic service providers for en route air traffic servicesnational supervisory authority shall, for each reference period, adopt draftthe performance plans drafted by air traffic service providers in respect of all the en route air navigation services which they provide and, where applicable, procure from other providers.
Amendment 472 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1
Article 13 – paragraph 1 – subparagraph 1
The draft performance plans shall be adopted after the setting of Union-wide performance targets and before the start of the reference period concerned. They shall contain performance targets for en route air navigation services in the key performance areas of the environment, capacity and cost-efficiency, consistent with the Union- wide performance targets. Those draft performance plans shall take account of the European ATM Master Plan. The draft performance plans shall be made publicly available.
Amendment 474 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. The draft performance plans for en route air navigation services referred to in paragraph 1 shall include relevant information provided by the Network Manager. Before adopting those draft plans, designated air traffic service providernational supervisory authorities shall consult airspace users’ representatives and, where relevant, military authorities, airport operators and airport coordinators. The designated air traffic service providers shall also submit those plans to the national competent authority responsible for their certification, which shall verify the compliance with Regulation (EU) 2018/1139 and the delegated and implementing acts adopted on the basis thereof.
Amendment 486 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – subparagraph 1 – introductory part
Article 13 – paragraph 3 – subparagraph 1 – introductory part
Consistency of performance targets for en route air navigation service with Union- wide performance targets shall be established according to at least one of the following criteria:
Amendment 490 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – subparagraph 1 – point b
Article 13 – paragraph 3 – subparagraph 1 – point b
(b) evaluation of performance improvements over time, for the reference period covered by the performance plan, and additionallyor for the overall period comprising both the preceding reference period and the reference period covered by the performance plan;
Amendment 500 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
4. The allocation of costs between en route and terminal air navigation services shall be assessed by the Agency acting as PRB on the basis of the methodology referred to in Article 10(3)(k) and the classification of the different services as assessed by the Commission pursuant to Article 12.
Amendment 501 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 5
Article 13 – paragraph 5
5. The draft performance plans for en route air navigation services referred to in paragraph 1, including where relevant the allocation of costs between en route and terminal air navigation services, shall be submitted to the Agency acting as PRB to assess the compliance with the Performance and Charging Schemes and the consistency with EU targets and to the national supervisory authority for assessment and approval.
Amendment 511 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 6 – subparagraph 2
Article 13 – paragraph 6 – subparagraph 2
Where the Agency acting as PRB finds that the allocation of costs complies with that methodology and with that classification, it shall take a decision to that effect, notifying the designated air traffic service provider and national supervisory authority concerned. The national supervisory authority shall be bound by the conclusions of that decision in respect of the allocation of costs for the purposes of the assessment of the draft performance plan for terminal air navigation services referred to in Article 14ensure the compliance to the conclusions of that decision.
Amendment 518 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 7 – introductory part
Article 13 – paragraph 7 – introductory part
7. The Agency acting as PRB shall assess the performance targets for en route air navigation services and the performance plans according to the criteria and conditions set out in paragraph 3. Where paragraph 6 applies, this assessment shall take place after a decision on the allocation of costs has been taken in accordance with the fourth subparagraph of paragraph 6the Agency acting as PRB finds that the draft performance plan meets those criteria and conditions, it shall notify it to the national supervisory authority.
Amendment 525 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 7 – subparagraph 2
Article 13 – paragraph 7 – subparagraph 2
Where the Agency acting as PRB finds that one or several performance targets for en route air navigation services are not consistent with the Union-wide performance targets or the performance plan does not meet the additional conditions set out in paragraph 3, it shall dennotify the approvalnational supervisory authority.
Amendment 528 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 8
Article 13 – paragraph 8
8. Where the Agency acting as PRB has denied approvalissued a negative assessment of a draft performance plan in accordance with paragraph 7, a revised draft performance plan shall be presented by the designated air traffic service provider concerned, including where necessary revised targets.
Amendment 534 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 9 – introductory part
Article 13 – paragraph 9 – introductory part
9. The Agency acting as PRB shall assess the revised draft performance plan referred to in paragraph 8 in accordance with the criteria and conditions set out in paragraph 3. Where a revised draft performance plan meets those criteria and conditions, the Agency acting as PRB shall approve notify the national supervisory authority.
Amendment 537 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 9 – subparagraph 1
Article 13 – paragraph 9 – subparagraph 1
Where a revised draft performance plan does not meet those criteria and conditions, the Agency acting as PRB shall deny its approval and shall require the designated air traffic service provider to present a final draft performance plan.
Amendment 542 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 9 – subparagraph 2
Article 13 – paragraph 9 – subparagraph 2
Where the revised draft performance plan submitted in accordance with paragraph 8 is denied because it contains performance targets for en route air navigation services that are not consistent with the Union-wide performance targets, the Agency acting as PRB shall establish performance targets in consistency with the Union-wide performance targets for the designated air traffic service provider concerned, taking into account the findings made in the decision referred to in paragraph 7. The final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets thus established by the Agency acting as PRBnational supervisory authority, as well as the measures to achieve those targets.
Amendment 546 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 9 – subparagraph 3
Article 13 – paragraph 9 – subparagraph 3
Where approvalthe assessment of the revised draft performance plan submitted in accordance with paragraph 8 is deniednegative only because it does not comply with the conditions set out in the third subparagraph of paragraph 3, the final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets contained in the draft performance plan and found to be consistent with the Union-wide performance targets by the Agency acting as PRB, and shall contain the amendments necessary in view of the conditions the Agency acting as PRB has found not being met.
Amendment 550 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 9 – subparagraph 4
Article 13 – paragraph 9 – subparagraph 4
Where approvalthe assessment of the revised draft performance plan submitted in accordance with paragraph 8 is deniednegative because it contains performance targets for en route air navigation services that are not consistent with the Union-wide performance targets and because, in addition, it does not comply with the conditions set out in the third subparagraph of paragraph 3, the final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets established by the Agency acting as PRBnational supervisory authority in accordance with the third subparagraph and the measures to achieve those targets and shall contain the amendments necessary in view of the conditions the Agency acting as PRB has found not being met.
Amendment 552 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 10
Article 13 – paragraph 10
10. Draft performance plans approved by the national supervisory authority and assessed by the Agency acting as PRB shall be adopted by the designated air traffic service providers concerned as definitive plans, and shall be made publicly available.
Amendment 569 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 11 – subparagraph 1
Article 13 – paragraph 11 – subparagraph 1
The designated air traffic service provider shall provide the information and data necessary for the monitoring of the performance of air navigation services. This shall include information and data related to actual costs and revenues. Where performance targets are not reached or the performance plan is not correctly implemented, the Agency acting as PRB shall issue decisions requiring corrective measures to be implemented by the air traffic service providers. These corrective measures may include, where objectively necessary, a requirement for an air traffic service provi, after consultation with the Network Manager, the Member States and the operational stakeholders to delegate the provision of the relevant services to another air traffic service providerhrough the Cooperative Decision Making (CDM) process. Where the performance targets continue to be missed, or where the performance plan continues to be incorrectly implemented or where corrective measures imposed are not or not properly applied, the Agency acting as PRB shall conduct an investigation and provide an opinion to the Commission in accordance with Article 24(2). The Commission may take action in accordance with Article 24(3).
Amendment 574 #
2013/0186(COD)
Proposal for a regulation
Article 14 – title
Article 14 – title
Performance plans and performance targets for terminal air navigation services of designated air traffic service providers
Amendment 577 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 1 – subparagraph 1
Article 14 – paragraph 1 – subparagraph 1
The draft performance plans shall be adopted after the setting of Union-wide performance targets and before the start of the reference period concerned. They shall contain performance targets for terminal air navigation services in the key performance areas of environment, capacity and cost- efficiency, consistent with the Union-wide performance targets. Those draft performance plans shall take account of the European ATM Master Plan. The draft performance plans shall be made publicly available.
Amendment 581 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 2
Article 14 – paragraph 2
2. The draft performance plans for terminal air navigation services referred to in paragraph 1 shall include relevant information provided by the Network Manager. Before adopting those draft plans, designated air traffic service providers shall consult airspace users’ representatives and, where relevant, military authorities, airport operators and airport coordinators. The designated air traffic service providers shall also submit those plans to the national competent authority responsible for their certification, which shall verify the compliance with Regulation (EU) 2018/1139 and the delegated and implementing acts adopted on the basis thereofsupervisory authority.
Amendment 586 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 3 – introductory part
Article 14 – paragraph 3 – introductory part
3. Draft performance plans for terminal air navigation services shall contain performance targets for terminal air navigation services that are consistent with the respective Union-wide performance targets in all key performance areas and fulfil the additional conditions laid down in the third subparagraph.
Amendment 592 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 3 – subparagraph 1 – introductory part
Article 14 – paragraph 3 – subparagraph 1 – introductory part
Consistency of performance targets for terminal air navigation service with Union- wide performance targets shall be established according to at least one of the following criteria:
Amendment 612 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 6 – subparagraph 2
Article 14 – paragraph 6 – subparagraph 2
Where the national supervisory authority finds that one or several performance targets for terminal air navigation services are not consistent with the Union-wide performance targets or the performance plan does not meet the additional conditions set out in paragraph 3, it shall deny the approval.
Amendment 617 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 8 – subparagraph 2
Article 14 – paragraph 8 – subparagraph 2
Where the revised draft performance plan submitted in accordance with paragraph 7 is denied because it contains performance targets for terminal air navigation services that are not consistent with the Union-wide performance targetsconditions set out in paragraph 3, the national supervisory authority shall establish performance targets in consistency with the Union-wide performance targets for the designated air traffic service provider concerned, taking into account the findings made in the decision referred to in paragraph 6. The final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets thus established by the national supervisory authority as well as the measures to achieve those targets.
Amendment 622 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 8 – subparagraph 3
Article 14 – paragraph 8 – subparagraph 3
Amendment 627 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 8 – subparagraph 4
Article 14 – paragraph 8 – subparagraph 4
Where approval of the revised draft performance plan submitted in accordance with paragraph 7 is denied because it contains performance targets for terminal air navigation services that are not consistent with the Union-wide performance targets and because, in addition, it does not comply with the conditions set out in the third subparagraph of paragraph 3, the final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets established by the national supervisory authority in accordance with the third subparagraph and the measures to achieve those targets and shall contain the amendments necessary in view of the conditions the national supervisory authority has found not being met.
Amendment 637 #
2013/0186(COD)
Proposal for a regulation
Article 14 – paragraph 10 – subparagraph 2
Article 14 – paragraph 10 – subparagraph 2
Where performance targets are not reached or the performance plan is not correctly implemented, the national supervisory authority shall issue decisions requiring corrective measures to be implemented by the air traffic service providers. These corrective measures may include, where objectively necessary, a requirement for an air traffic service provider to delegate the provision of the relevant services to another air traffic service provider. Where the performance targets continue to be missed, or where the performance plan continues to be incorrectly implemented, or where corrective measures imposed are not or not properly applied, the national supervisory authority shallmay request the Agency acting as PRB to conduct an investigation in accordance with Article 24(2), and the Commission may take action in accordance with Article 24(3).
Amendment 645 #
2013/0186(COD)
Proposal for a regulation
Article 15
Article 15
Amendment 655 #
2013/0186(COD)
Proposal for a regulation
Article 16 – paragraph 1 – introductory part
Article 16 – paragraph 1 – introductory part
1. The Network Manager shall, for each reference period, draw up a draft Network Performance Plan in respect of all the network functions which it deliversupports.
Amendment 666 #
2013/0186(COD)
Proposal for a regulation
Article 17 – paragraph 4
Article 17 – paragraph 4
4. The Agency acting as PRB as regards en route air navigation services, or the national supervisory authority concerned as regards terminal air navigation services, shall authorise the designated air traffic service provider concerned to proceed with the intended revision only if it is necessary and proportionate, and where the revised performance targets ensure that consistency with the Union-wide performance targets is maintained. Where the revision has been authorised, designated air traffic service providers shall adopt new draft performance plans, in accordance with the procedures set out in Articles 13 and 14.
Amendment 673 #
2013/0186(COD)
Proposal for a regulation
Article 18 – paragraph 1
Article 18 – paragraph 1
For the implementation of the performance scheme, the Commission shall adopt detailed requirements and procedures in respect of Articles 10(3), 11, 12, 13, 14, 15, 16 as well as 17, in particular as regards the development of draft performance plans, the setting of performance targets, the criteria and conditions for their assessment, the methodology for allocation of costs between en route and terminal air navigation services, the monitoring of performance and issuance of corrective measures, and the timetables for all procedures. Those requirements and procedures shall be set out in an implementing act adopted in accordance with the advisoryexamination procedure referred to in Article 37(23).
Amendment 674 #
2013/0186(COD)
Proposal for a regulation
Article 19 – paragraph 1
Article 19 – paragraph 1
1. Without prejudice to the possibility for Member States to finance the provision of air traffic services covered in this Article through public funds, charges for air navigation services shall be determined, imposed and enforced on airspace users. With respect to route charges, the charging scheme shall be consistent with the Eurocontrol Route Charges System.
Amendment 689 #
2013/0186(COD)
Proposal for a regulation
Article 19 – paragraph 6
Article 19 – paragraph 6
6. Financial data on determined costs, actual costs and revenues of designated air traffic service providers shall be reported to national supervisory authorities, Eurocontrol and the Agency acting as PRB and shall be made publicly available.
Amendment 691 #
2013/0186(COD)
Proposal for a regulation
Article 20 – paragraph 3 – point a
Article 20 – paragraph 3 – point a
Amendment 699 #
2013/0186(COD)
Proposal for a regulation
Article 20 – paragraph 3 a (new)
Article 20 – paragraph 3 a (new)
3a. other costs incurred by the Member States in relation to the provision of air navigation services such as the costs stemming from international agreements, if such costs are not covered by other financial resources.
Amendment 704 #
2013/0186(COD)
Proposal for a regulation
Article 20 – paragraph 6
Article 20 – paragraph 6
6. Designated air traffic service providers shall provide details of their cost base to the Agency acting as PRB, the national supervisory authorities, Eurocontrol and the Commission. To this end, costs shall be broken down in line with the separation of accounts referred to in Article 25(3), and by distinguishing staff costs, operating costs other than staff costs, depreciation costs, cost of capital, costs incurred for fees and charges paid to the Agency acting as PRB, and exceptional costs.
Amendment 709 #
2013/0186(COD)
Proposal for a regulation
Article 21 – paragraph 2 – introductory part
Article 21 – paragraph 2 – introductory part
2. Unit rates shall be set by the national supervisory authorities, after verification by the Agency acting as PRB that they comply with Article 19, Article 20 and with this Article. Where the Agency acting as PRB finds that a unit rate does not fulfill those requirements, the unit rate shall be reviewed accordingly by the national supervisory authority concerned. Where a unit rate continues to not fulfill those requirements, the Agency acting as PRB shall conduct an investigation and provide an opinion to the Commission in accordance with Article 24(2), and the Commission may take action in accordance with Article 24(3).
Amendment 717 #
2013/0186(COD)
Proposal for a regulation
Article 21 – paragraph 2 – subparagraph 1
Article 21 – paragraph 2 – subparagraph 1
For charging purposes, and when congestion causes significant network problems including deterioration of environmental performance, the Commission may define, by way of an Implementing Regulation adopted in accordance with the examination procedure referred to in Article 37(3), a common unit rate for en route air navigation services across the Single European Sky airspace, and detailed rules and procedures for its application. The common unit rate referred to in the first subparagraph shall be calculated on the basis of a weighted average of the different unit rates of the air navigation service providers concerned. The proceeds of the common unit rate shall be reallocated so as to achieve revenue neutrality for those air traffic service providers concerned.
Amendment 719 #
2013/0186(COD)
Proposal for a regulation
Article 22 – paragraph 1
Article 22 – paragraph 1
1. Charges shallmay be levied on airspace users for the provision of air navigation services,; if levied, this shall be under non- discriminatory conditions, taking into account the relative productive capacities of the different aircraft types concerned. When imposing charges on different airspace users for the use of the same service, no distinction shall be made in relation to the nationality or category of the user.
Amendment 723 #
2013/0186(COD)
Proposal for a regulation
Article 22 – paragraph 2
Article 22 – paragraph 2
2. The charge for en route air navigation services for a given flight in a given en route charging zone shall be calculated on the basis of the unit rate established for that en route charging zone and the en route service units for that flight. The charge shall be made out of one or more variable components, each based on objective factors.
Amendment 728 #
2013/0186(COD)
Proposal for a regulation
Article 22 – paragraph 3
Article 22 – paragraph 3
3. The charge for terminal air navigation services for a given flight in a given terminal charging zone shall be calculated on the basis of the unit rate established for that terminal charging zone and the terminal service units for that flight. For the purpose of calculating the charge for terminal air navigation services, the approach and departure of a flight shall count as a single flight. The charge shall be made out of one or more variable components, each based on objective factors.
Amendment 739 #
2013/0186(COD)
Proposal for a regulation
Article 22 – paragraph 5
Article 22 – paragraph 5
5. Charges shallmay be modulated to encourage air navigation service providers, airports and airspace users to support improvements in environmental performance, or service quality such as increased use of sustainable alternative fuels, increased capacity, reduced delays and sustainable development, while maintaining an optimum safety level, in particular for implementing the European ATM Master Plan. The modulation shall consist of financial advantages or disadvantages and shall be revenue neutral for air traffic service providers.
Amendment 745 #
2013/0186(COD)
Proposal for a regulation
Article 23 – paragraph 1
Article 23 – paragraph 1
For the implementation of the charging scheme, the Commission shallmay adopt detailed requirements and procedures in respect of Articles 19, 20, 21 and 22 in particular regarding the cost bases and determined costs, the setting of unit rates, the incentives schemes and risk sharing mechanisms and the modulation of charges. Those requirements and procedures shall be set out in an implementing act adopted in accordance with the advisory procedure referred to in Article 37(2).
Amendment 756 #
2013/0186(COD)
Proposal for a regulation
Article 24 – paragraph 2
Article 24 – paragraph 2
2. At the request of one or more Member States, of a national supervisory authority or of the Commission, the Agency acting as PRB shall carry out an investigation into any allegation of non- compliance as referred to in paragraph 1. Where it has indications of such non- compliance, the Agency acting as PRB may initiate an investigation on its own initiative. It shall conclude the investigation within four months of receipt of a request, after having heard the Member State, the national supervisory authority concerned and the designated air traffic service provider concerned. Without prejudice to Article 41(1), the Agency acting as PRB shall share the results of the investigation with the Member States concerned, the air traffic service providers concerned and the Commission. Results of the investigation may be subject to appeal.
Amendment 768 #
2013/0186(COD)
Proposal for a regulation
Article 25 – paragraph 3 – subparagraph 1
Article 25 – paragraph 3 – subparagraph 1
Amendment 779 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 1
Article 26 – paragraph 1
1. The air traffic management network functions shall aim at ensureing the sustainable and efficient use of the airspace and of scarce resources. They shall also ensure that airspace users can operate environmentally optimalised trajectories, while allowing maximum access to airspace and air navigation services and avoiding congestion. Those network functions , enumerated in paragraphs 2 and 3, shall support the achievement of the Union-wide performance targets and shall be based on operational requirements , respecting the separation of regulatory and operational tasks, without prejudice to Member States’ sovereignty over their airspace and to their responsibilities relating to public order, security and defence.
Amendment 788 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 2 – point a
Article 26 – paragraph 2 – point a
(a) the facilitation of the development of the design and management of the European airspace structures ;
Amendment 792 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 2 – point b
Article 26 – paragraph 2 – point b
(b) the coordination of air traffic flow management;
Amendment 795 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 3 – point a
Article 26 – paragraph 3 – point a
(a) optimisation of airspace design for the network and facilitation of delegation of air traffic services provision, where decided by the Member States concerned, and support to the optimisation of airspace design for the network through co- operation with the air traffic service providers and Member State authorities;
Amendment 799 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 3 – point b
Article 26 – paragraph 3 – point b
(b) managementfacilitation of the delivery of air traffic control capacity in the network as set out in the binding Network Operations Plan (NOP) adopted in accordance with the Article 27(7);
Amendment 809 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 3 – point e
Article 26 – paragraph 3 – point e
(e) the management ofsupport to the planning, monitoring and coordination of implementation activities of the deployment of infrastructure in the European ATM network, in accordance with the European ATM Master Plan, through a partnership with the operational stakeholders and taking into account military and operational needs and associated operational procedures;
Amendment 816 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 4
Article 26 – paragraph 4
4. The functions listed in paragraphs 2 and 3 shall not involve the adoption of binding measures of a general scope or the exercise of political discretion. They shall be performed in coordination with civil and military authorities in accordance with agreed procedures concerning the flexible use of airspace.
Amendment 824 #
2013/0186(COD)
Proposal for a regulation
Article 27 – paragraph 1
Article 27 – paragraph 1
1. In order to achieve the objectives referred to in Article 26, the Commission, supported by the Agency where relevantin accordance with Regulation (EU) 2018/1139, shall ensure that the Network Manager contributes to the execution of the network functions set out in Article 26, by carrying out the tasks referred to in paragraph 4 .
Amendment 828 #
2013/0186(COD)
Proposal for a regulation
Article 27 – paragraph 2
Article 27 – paragraph 2
2. The Commission mayshall appoint an impartial and competent body to carry out the tasks of the Network Manager . To this end, the Commission shall adopt an implementing act in accordance with the examination procedure referred to in Article 37(3). This appointment Decision shall include the terms and conditions of the appointment, including the financing of the Network Manager.
Amendment 831 #
2013/0186(COD)
Proposal for a regulation
Article 27 – paragraph 3
Article 27 – paragraph 3
3. The tasks of the Network Manager shall be executed in an independent, impartial and cost efficient manner . They shall be subject to appropriate governance, which shall recognise separate accountabilities for service provision and regulation where the competent body designatany other activity performed asby the Network Manager also has regulatory functions. In the execution of its tasks, the Network Manager shall take into consideration the needs of the whole ATM network and shall fully involve the airspace users, air navigation service providers , aerodrome operators and the military.
Amendment 837 #
2013/0186(COD)
Proposal for a regulation
Article 27 – paragraph 4
Article 27 – paragraph 4
4. The Network Manager shall contribute to the execution of the network functions through support measures aimed at safe and efficient planning and operations of the network under normal and network crisis conditions and through measures aimed at the continuous improvement of network operations in the Single European Sky and the overall performance of the network, especially regarding the implementation of the performance scheme. The action taken by the Network Manager shall take account of the need to fully integrate the airports in the network.
Amendment 842 #
2013/0186(COD)
Proposal for a regulation
Article 27 – paragraph 6 – introductory part
Article 27 – paragraph 6 – introductory part
6. The Network Manager, in coordination with the operational stakeholders that contribute to the Network Operations Plan through the appropriate CDM, shall:
Amendment 848 #
2013/0186(COD)
Proposal for a regulation
Article 27 – paragraph 6 – point a
Article 27 – paragraph 6 – point a
(a) decide on individuremedial measures to support the implementation of the network functions and to support the effective implementation of the binding Network Operations Plan and the achievement of the binding performance targetreakdown values;
Amendment 858 #
2013/0186(COD)
Proposal for a regulation
Article 27 – paragraph 7
Article 27 – paragraph 7
7. The Network Manager shall take decisions through a cooperative decision- making process. Parties to the cooperative decision-making process shall act to the maximum extent possible with a view to improving the functioning and performance of the network. The cooperative decision-making process shall promote the interest of the network, while seeking consensus of Member States.
Amendment 862 #
2013/0186(COD)
Proposal for a regulation
Article 29 – paragraph 1
Article 29 – paragraph 1
The air traffic service providers shall establish consultation mechanisms to consult the relevant airspace users and aerodrome operators on all major issues related to services provided, including relevant changes to airspace configurations, or strategic investments which have a relevant impact on air traffic management and air navigation service provision and/or charges. The airspace users shall also be involved in the process of approving strategic investment plans. The Commission shall adopt measures detailing the modalities of the consultation and of the involvement of airspace users in approving investment plans. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 37 (3).
Amendment 873 #
2013/0186(COD)
Proposal for a regulation
Article 31 – paragraph 1
Article 31 – paragraph 1
1. With regard to general air traffic, relevant operational data shall be made available in real-time, on a non- discriminatory basis and without prejudice to security or defence policy interests, by all air navigation service providers, airspace users, airports, and the Network Manager, including on cross-border basis and on a Union-wide basis. Such availability shall be to the benefit of certified or declared air navigation service providers, military air traffic service providers, entities having a proven interest in considering the provision of air navigation services, airspace users and airports as well as the Network Manager. The data shall be used only for operational purposes.
Amendment 908 #
2013/0186(COD)
Proposal for a regulation
Article 38 – paragraph 1
Article 38 – paragraph 1
1. Without prejudice to the obligation of Member States under International Agreements, Member States, national supervisory authorities, the Agency whether or not it is acting as PRB and the Network Manager shall establish consultation mechanisms for appropriate consultation of stakeholders for the exercise of their tasks in the implementation of this Regulation.