Activities of Roman HAIDER

Proposal for a regulation
Article 4 – paragraph 2 – point 12

(12) ‘partitioning of infrastructure capacity’ means assigning shares of the total available capacity of an element of infrastructure to different types of rail transport services and to capacity restrictions resulting from infrastructure work and/or allocation processes.

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 8 – paragraph 4 – subparagraph 2 – introductory part

Those procedures shall assess alternative options for the use of infrastructure capacity, based on the following socioeconomic and environmental criteria, subject to the availability of data, which applicants must make available to infrastructure managers:

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 9 – paragraph 1 – subparagraph 1

Infrastructure managers shall provide interested parties, in particular ~~applicants, potential~~ applicants and regulatory bodies, with accurate and up-to-date information on the availability of infrastructure capacity throughout the entire capacity management process, including in the strategic planning phase referred to in section 2, during the scheduling and allocation processes set out in section 3 and whenever there are changes to allocated capacity as referred to in section 4, according to the availability of the published capacity strategy, capacity model and capacity supply plan.

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 11 – paragraph 1

1. Strategic capacity planning shall include all activities set out in Articles 12 to 25 and shall not impede national or local market approaches in scheduling, such as regular schedules, as long as they do not contradict international processes.

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 16 – paragraph 4

(4) The infrastructure manager shall regularly prepare, and publish ~~and regularly update~~ the capacity strategy in accordance with the schedule and the contents set out in section 2 of Annex I.

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 16 – paragraph 5

5. Infrastructure managers shall consult applicants on the capacity strategy in accordance with Article 13 and coordinate capacities strategies with ~~other~~neighbouring infrastructure managers in accordance with Article 14.

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 17 – paragraph 2

2. The capacity model shall at least provide information about the total volume of capacity available by network section, the shares of capacity reserved for different segments of rail transport services and for capacity restrictions resulting from infrastructure works. Infrastructure managers shall prepare and publish the capacity model for each working timetable period ~~and regularly update the capacity model~~ in accordance with the contents and schedule set out in sections 1 and 2 of Annex I.

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 17 – paragraph 3

3. Infrastructure managers shall document and, where relevant, justify any divergence between the capacity model and the capacity strategy concerning the same working timetable period. ~~Where needed, the capacity strategy shall be revised in the light of developments since the adoption or the latest update of the capacity strategy.~~

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 17 – paragraph 4

4. Infrastructure managers shall consult applicants on the capacity model in accordance with Article 13 and coordinate capacities strategies with ~~other~~neighbouring infrastructure managers in accordance with Article 14.

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 31 – paragraph 3

3. Infrastructure managers shall conclude framework agreements only where the capacity right requested is consistent with the planning documents of the strategic capacity planning referred to in Article 11(2). Infrastructure managers shall indicate the capacity that they plan to reserve for allocation through framework agreements in these planning documents. The infrastructure managers of neighbouring countries must make these threshold quotas as uniform as possible.

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 33 – paragraph 4

4. In accordance with the rules and procedures set out in Article 20, infrastructure managers may refuse to allocate capacity for rolling planning requests if requests are inconsistent with the capacity supply plan adopted in accordance with Article 18. A refusal shall be communicated to the applicant without delay. The applicant shall have the right to lodge a complaint with the regulatory body. Where capacity is available, the infrastructure manager shall provide an alternative solution that meets the applicants’ requirements to the greatest extent possible.

2023/12/07
Committee: TRAN

2023/0271(COD)

Proposal for a regulation
Article 62 – paragraph 1

1. Infrastructure managers shall ensure that capacity management and traffic management processes within the scope of this Regulation are implemented by means of digital tools and digital services. National capacity management tools shall only remain allowed if they do not undermine the capacity planning and allocation process described in Section 3 of this Regulation.

2023/12/07
Committee: TRAN

2023/0265(COD)

Proposal for a directive
Recital 6

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

2023/11/24
Committee: TRAN

2023/0265(COD)

Proposal for a directive
Recital 9

(9) European Modular Systems (EMS) have been used and trialled at length and have proven to be an interesting solution to improve the economic and energy efficiency of transport operations, while ensuring road safety and protection of infrastructure, thanks to their confinement to adequate parts of the road networks. Given national specificities, different economic interests, transportation needs and diverse transport infrastructure capacities in Member States, they are best placed to assess and authorise the circulation of EMS on their territories. At the same time, to enlarge the positive socio-economic and environmental impacts of the use of EMS, it is crucial to remove unnecessary barriers to their use in cross-border operations between neighbouring Member States that allow such vehicle combinations on their territories, without limitation in the number of borders crossed as long as they comply with the maximum authorised weights and dimensions for EMS established by Member States within their respective territories. This is to ensure that EMS used in cross-border operations comply with the common lowest weight and dimension limit for EMS applicable in those Member States. In the interests of safety of operations, transparency and legal clarity, common conditions should be established for the circulation of EMS in national ~~and international~~ traffic, including providing clear information on the weights and dimensions limits for EMS and on parts of the road network compatible with specifications of such vehicles, and monitoring the impacts of the use of EMS on road safety, on the road infrastructure, on modal cooperation, as well as the environmental impacts of European Modular Systems on the transport system, including the impacts on modal share.

2023/11/24
Committee: TRAN

2023/0265(COD)

Proposal for a directive
Recital 12

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

2023/11/24
Committee: TRAN

2023/0265(COD)

Proposal for a directive
Recital 16

(16) Similarly to the need for extra space, current standards are also not suitable to compensate for the extra weight of alternative drive of zero-emission heavy-duty vehicles, in particular in long distance transport. Additional weight and axle weight up to the weight of the alternative drive but not more than the values stated in Annex I, 2.2.2 are necessary for zero-emission vehicle combinations, as well as to the most common passenger vehicles in use in the Union. Lighter technologies and better aerodynamics will render the use of zero- emission propulsion systems more efficient (for example, to allow for longer range travelled and longer battery life) by reducing their energy consumption. To provide additional incentives to the deployment of zero-emission heavy-duty vehicles, to promote technological development, as well as the equipment of vehicles with improved aerodynamics, extra weight allowances should therefore be disconnected from the weight of the zero-emission technology.

2023/11/24
Committee: TRAN

2023/0265(COD)

Proposal for a directive
Recital 19

(19) To promote the growth of multimodal transportation system, containerised transport should be further facilitated by ~~allowing extra height to road vehicles to transport high-cube container~~creating the necessary framework conditions for the road and rail infrastructure to transport these units.

2023/11/24
Committee: TRAN

2023/0163(COD)

Proposal for a regulation
Article 22 – paragraph 1

1. The Executive Director shall be appointed by the Management Board on the basis of merit ~~and skills~~, skills and expertise from a list of candidates proposed by the Commission following an open and transparent selection procedure which shall respect the principle of gender balance. The appointment may only be made on the basis of purely professional criteria.

2023/10/12
Committee: TRAN

2023/0163(COD)

Proposal for a regulation
Article 38 – paragraph 1

1. In order to facilitate combating fraud, corruption, abuse of functions and other unlawful activities under Regulation (EU, Euratom) No 883/2013 the Agency shall adopt appropriate provisions applicable to all employees of the Agency.

2023/10/12
Committee: TRAN

2023/0163(COD)

Proposal for a regulation
Article 38 – paragraph 3

3. OLAF may carry out investigations, including on-the-spot checks and inspections with a view to establishing whether there has been fraud, corruption, abuse of functions or any other illegal activity affecting the financial interests of the Union in connection with a grant or a contract funded by the Agency, in accordance with the provisions and procedures laid down in Regulation (EU, Euratom) No 883/2013.

2023/10/12
Committee: TRAN

2023/0163(COD)

Proposal for a regulation
Article 41 – paragraph 1

1. No later than 5 years after the [date of entry into force], and every 5 years thereafter, the Commission shall conduct an evaluation to assess particularly the impact, effectiveness ~~and efficiency~~, efficiency and the cost-effectiveness of the Agency and its working practices. The evaluation shall, in particular, address the possible need to modify the mandate of the Agency, and the financial implications of any such modification.

2023/10/12
Committee: TRAN

2023/0163(COD)

Proposal for a regulation
Article 41 – paragraph 3

3. On the occasion of every ~~second~~ evaluation, there shall also be an assessment of the results achieved by the Agency having regard to its objectives, mandate and tasks. If the Commission considers that the continuation of the Agency is no longer justified with regard to its assigned objectives, mandate and tasks, it may propose that this Regulation be amended accordingly or repealed.

2023/10/12
Committee: TRAN

2023/0053(COD)

Roman HAIDER, Georg MAYER, Marco CAMPOMENOSI, Harald VILIMSKY, Anders VISTISEN, Markus BUCHHEIT

Proposal for a directive
Recital 16

(16) The minimum ages of applicants for the different categories of driving licences ~~should be set at Union level. Nevertheless,~~are set by individual Member States. Member States ~~should be~~are also allowed to set a higher age limit for the driving of certain categories of vehicles in order to further promote road safety. Member States ~~should in exceptional circumstances be allowed~~are free to set lower age limits in order to take account of national circumstances. In particular, to allow the driving of fire service, rescue service and public order maintenance related vehicles or pilot projects related to new vehicle technologies.

2023/09/26
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Massimiliano SALINI, Anders VISTISEN, Harald VILIMSKY, Markus BUCHHEIT, Lucia VUOLO

Proposal for a directive
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.

2023/09/26
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Massimiliano SALINI, Anders VISTISEN, Harald VILIMSKY, Markus BUCHHEIT, Lucia VUOLO

Proposal for a directive
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.

2023/09/26
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Massimiliano SALINI, Anders VISTISEN, Harald VILIMSKY, Markus BUCHHEIT, Lucia VUOLO

Proposal for a directive
Article 7 – paragraph 1 – point e

(e) 241 years for categories D and DE.

2023/09/26
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Massimiliano SALINI, Anders VISTISEN, Harald VILIMSKY, Markus BUCHHEIT, Lucia VUOLO

Proposal for a directive
Article 7 – paragraph 3 – introductory part

3. Member States may lower the minimum age for category C ~~to 18 years and for~~and category D to 218 years with regard to:

2023/09/26
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Massimiliano SALINI, Anders VISTISEN, Harald VILIMSKY, Markus BUCHHEIT

Proposal for a directive
Article 9 – paragraph 2 – point h

(h) two years after a driving licence, granted for category B, was issued for the first time it shall be valid for driving the alternatively fuelled vehicles referred to in Article 2 of Council Directive 96/53/EC63 and special purpose vehicles provided that it is a motor caravan as defined in Annex I, Part A, point 5.1 to 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).

2023/09/26
Committee: TRAN

2023/0053(COD)

Roman HAIDER, Georg MAYER, Harald VILIMSKY, Anders VISTISEN, Markus BUCHHEIT

Proposal for a directive
Article 10 – paragraph 2 – subparagraph 6

Member States shall reduce the periods of administrative validity set out in the first subparagraph to five years or less for driving licences of holders residing on their territory having reached the age of 70, in order to apply an increased frequency of medical checks or other specific measures, including refresher courses. This reduced period of administrative validity shall only be applied upon renewal of the driving licence.deleted

2023/09/26
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Massimiliano SALINI, Anders VISTISEN, Harald VILIMSKY, Markus BUCHHEIT

Proposal for a directive
Article 12 – paragraph 8 a (new)

8a. The Commission may assess whether a third country has professional driver training and/or certification rules and examination procedures that are wholly or partially comparable to those of the Union, as well as a level of road safety, which would justify allowing the holder of a Certificate of Professional Competence (CPC), or equivalent issued by the third country to be exchanged for a new CPC, issued by a Member State. On the basis of the assessment, the Commission may adopt an implementing act allowing this exchange on condition that the holder of the CPC completes additional competence training up to 35 hours to be conducted in the most practicable language, with, if necessary, appropriate language support, in line with the provisions of the EU Driver Training Directive (EU) 2022/2561, to ensure high level of competence and road safety. Member States shall have six months to provide their opinion on the Commission assessment regarding a third country. The implementing act shall not apply until the Commission has received an opinion from all Member States or until six months from the entry into force of the implementing act concerned, whichever is the earlier.

2023/09/25
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Massimiliano SALINI, Anders VISTISEN, Harald VILIMSKY, Markus BUCHHEIT, Lucia VUOLO

Proposal for a directive
Article 14 – paragraph 1

1. By way of derogation from Article 7(1), points (b) and (d) respectively, Member States shall issue driving licences, in accordance with Article 10(1), for categories 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.

2023/09/25
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Anders VISTISEN, Harald VILIMSKY, Markus BUCHHEIT

Proposal for a directive
Article 14 – paragraph 1 a (new)

1a. By way of derogation from Article 7(1), points (b), Member States shall issue driving licences, in accordance with Article 10(1), for categories B marked with the Union code 98.02 specified in Annex I, Part E, to applicants who have reached the age of 15 years.

2023/09/25
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Massimiliano SALINI, Anders VISTISEN, Harald VILIMSKY, Markus BUCHHEIT, Lucia VUOLO

Proposal for a directive
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.

2023/09/25
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Massimiliano SALINI, Anders VISTISEN, Harald VILIMSKY, Markus BUCHHEIT, Lucia VUOLO

Proposal for a directive
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.

2023/09/25
Committee: TRAN

2023/0053(COD)

Marco CAMPOMENOSI, Roman HAIDER, Georg MAYER, Paolo BORCHIA, Annalisa TARDINO, Massimo CASANOVA, Carlo FIDANZA, Lucia VUOLO

Proposal for a directive
Article 14 – paragraph 4 a (new)

4a. Member States should inform the Commission about the road accidents occurred among those who went in possess of a driving licence after a training process involving accompanied driving, as defined by this Article. The report should be done at the beginning of every calendar year and the data should cover each type of driving licence available under the accompanied driving scheme. Every three years, the Commission should compare the road accidents occurred to drivers who obtained a licence thanks to the accompanied driving scheme with those occurred to drivers who obtained it differently, divided by each category concerned, and it should address a public report to the Parliament and the Member States.

2023/09/25
Committee: TRAN

2023/0053(COD)

Roman HAIDER, Georg MAYER, Marco CAMPOMENOSI, Harald VILIMSKY, Anders VISTISEN, Markus BUCHHEIT

Proposal for a directive
Article 15 – paragraph 2

(2) Member States shall lay down rules on penalties for novice drivers who drive with a blood alcohol level exceeding 0.05g/mL and take all measures necessary to ensure that they are implemented. Those penalties shall be effective, proportionate, dissuasive and non‐discriminatory.

2023/09/25
Committee: TRAN

2023/0053(COD)

Roman HAIDER, Georg MAYER, Marco CAMPOMENOSI, Harald VILIMSKY, Markus BUCHHEIT, Anders VISTISEN

Proposal for a directive
Annex II – Part I – point B – point 5 – point 1 – point c – paragraph 1

The Union code (78) shall not be marked on a driving licence of category A1, A2, A, B1, B and BE issued on the basis of a test of skills and behaviour taken on a vehicle with automatic transmission shall be removed if the holder passes a dedicated test of skills and behaviour or completes a dedicated training or B, or shall be removed accordingly, if the applicant or holder passes a dedicated test of skills and behaviour or completes a dedicated training, which may take place before or after the test of skills and behaviour taken on a vehicle with automatic transmission.

2023/09/25
Committee: TRAN

2023/0042(COD)

Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT, Marco CAMPOMENOSI

Proposal for a regulation
–

The Committee on Transport and Tourism calls on the Committee on the Environment, Public Health and Food Safety, as the committee responsible, to propose rejection of the amendment to Regulation (EU) 2019/1242 as regards strengthening the CO2 emission performance standards for new heavy- duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956.

2023/06/09
Committee: TRAN

2023/0038M(NLE)

Motion for a resolution
Recital D a (new)

Da. whereas the EU has a consistent trade deficit with New Zealand in agriculture, accounting for EUR 1.100 million in 2022;

2023/09/22
Committee: INTA

2023/0038M(NLE)

Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT, Marco CAMPOMENOSI

Motion for a resolution
Recital H

~~H. whereas open trade is one of the four pillars of the EU’s Green Deal industrial plan;~~deleted

2023/09/22
Committee: INTA

2023/0038M(NLE)

Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT, Marco CAMPOMENOSI

Motion for a resolution
Paragraph 6

6. Believes that the agreement will level the playing field with other trading partners that already have FTAs with New Zealand; notes the high level of tariff liberalisation under the agreement, which will entail the removal of 100 % of New Zealand tariffs on EU exports at entry into force and the lifting of 98.5 % of EU tariffs on New Zealand trade after seven years; believes that the sensitive character of certain European agricultural sectors has been duly reflected by well-calibrated concessions in the form of tariff-rate quotas and longer transition periods; notes that a significant market access has been granted for dairy, beef and sheep products from New Zealand; calls on the Commission to carefully manage and monitor the TRQs and consider to implement safeguards such as seasonability; welcomes the inclusion of dedicated chapters on sustainable food systems and animal welfare respectively and an ambitious chapter on sanitary and phytosanitary matters;

2023/09/22
Committee: INTA

2023/0038M(NLE)

Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT, Marco CAMPOMENOSI

Motion for a resolution
Paragraph 6 a (new)

6a. Deplores the fact that the agricultural sector is often used as bargaining chip to be sacrificed during the negotiations in order to obtain concessions in other chapters; calls on the Commission to consider the cumulative impacts of future trade deals on EU farmers and the need for investment in local EU production;

2023/09/22
Committee: INTA

2023/0038M(NLE)

Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT, Marco CAMPOMENOSI

Motion for a resolution
Paragraph 7

7. Welcomes the protection that the agreement provides for the names of 163 European foodstuff geographical indications (GIs) and the complete list of EU GI wines and spirits, as well as the scope for adding more GI names in the future; calls on the Commission to ensure an effective protection of GIs, with a particular attention to those under grandfathering clause, in order to prevent counterfeiting products being produced in New Zealand; notes that the agreement also includes comprehensive intellectual property provisions on copyright, trademarks and industrial designs, thereby ensuring effective protection and enforcement;

2023/09/22
Committee: INTA

2022/2195(INI)

Draft opinion
Paragraph 2

2. Recognises the growing strategic importance of Central Asia and the key role that Uzbekistan plays in regional cooperation and connectivity, in particular within the Global Gateway initiative; for this reason, the EU should further strengthen economic and trade ties with the region and support Usbekistans appplication for WTO membership.

2023/05/02
Committee: INTA

2022/2195(INI)

Markus BUCHHEIT, Roman HAIDER, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Draft opinion
Paragraph 4

4. Reiterates the importance of Uzbekistan’s membership of the Generalised Scheme of Preferences Plus, which contributes to economic growth and yields very positive results (exports to the EU increased by 34 % in 2021 and by 77% in 2021 compared to the previous years);

2023/05/02
Committee: INTA

2022/2040(INI)

Motion for a resolution
Citation 17 a (new)

— having regard to the Commission proposal for a regulation of the European Parliament and of the Council establishing a Single Market emergency instrument and repealing Council Regulation No (EC) 2679/98 (COM(2022)0278);

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Recital A a (new)

A a. whereas any EU strategy to address the current and possible future shortages should follow a comprehensive approach that takes into consideration the root causes of shortages and includes concrete actions for their prevention;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Recital C

C. whereas large increases in commodity prices, higher prices around the globe and a troublesome spike in inflation are expected to further challenge global supply chains; whereas the EU is experiencing the strongest inflation of the last 30 years and is visibly heading for an energy crisis; whereas the war in Ukraine acts as a catalyst to the existing challenges, such as the monetary policy of the European Central Bank (ECB), the politically intended “green inflation” or the price increases resulting from disrupted supply chains due to the excessive lockdown policy;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE

Motion for a resolution
Recital D

D. whereas the EU is strategically dependent on external sources of energy, a situation that is undermining the EU’s economic resilience and strategic autonomy; whereas skyrocketing energy prices are a serious threat to the EU’s production and may put further pressure on many supply chains that have already faced disruption; whereas the EU decision to halt all economic cooperation with Russia has worsen its own economic situation considerably, as inflation and energy prices are rising, energy supply is not secured, and risks in production failures increase the possibilities of insolvencies and job losses;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Recital E

E. whereas even though the EU must gain more strategic ~~independence~~autonomy in different fields, including agricultural products, critical raw materials, semiconductors, medicines and health products, new digital technologies and energy production, this independence has not yet been achieved;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Recital E a (new)

E a. Whereas Covid-19 restrictions, the Russian naval blockade and other external accidents as the Suez Canal obstruction have highlighted how much trade is dependent on transport; whereas transport and logistics management are of crucial importance for the supply of products, not least given the increasing degree of complexity of the transport chain;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Recital E b (new)

E b. Whereas long term reliable supply chains should be environmentally, socially and economically sustainable; whereas a growing number of EU businesses have already taken voluntary initiatives to deploy due diligence processes; whereas EU businesses may face difficulties in this challenging time in matching the need to find new suppliers in a short time and the obligation to screen their production methods;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Recital F

F. whereas small and medium-sized enterprises (SMEs) account for 99 % of all EU businesses, 65 % of all EU jobs and more than 50 % of the EU’s economic output from the non-financial sector; whereas the lack of coordination and coherence among the large number of EU support actions designed for SMEs hinders their participation in the global supply chains and as a consequence their contribution to international trade;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 1

1. Underlines that it is crucial to respond to the possible negative consequences of any external shocks with a coordinated approach at national and EU level; calls on the Commission to continue monitoring the supply chains, especially those which are at higher risk, and to develop a multifaceted strategy for each sector or product concerned in order to be able to promptly address current and future shortages; recalls the importance of avoiding passing from a given dependency to another dependency;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 3

3. Stresses that the COVID-19 crisis and the war in Ukraine have highlighted the EU agricultural sector’s dependence on imports from a small number of countries, especially in the case of wheat and ammonium, which is essential for fertilisers; notes that many non-EU countries have imposed food export restrictions as a response to the crisis; recalls that the EU should be much more autonomous in primary sector products in order to guarantee its security and avoid dependence on third parties; with a view to ensuring a self-sufficient, fair, resilient and sustainable agricultural model anchored in EU territories; stresses the need to recognize and promote the food sovereignty of EU Member States and their right to regulate their imports, exports and stocks to secure their own needs while keeping an open trade policy;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 4

4. SUnderlines that the EU is highly dependent on only few countries for critical raw materials, in particular on China which currently provides 98% of the EU’s supply of rare earth elements (REE); stresses that the war in Ukraine and the subsequent sanctions on Russia have increased the difficulty of sourcing raw materials; takes note of the announcement of the forthcoming publication of the Critical Raw Materials Act during the 2022 State of the Union address; calls on the Member States and the Commission to enhance EU capacity for extraction, processing, recycling and refining of those critical raw materials present in the EU; underlines the importance to ensure the respect of high social, environmental and labour standards in the mining activities not only in the EU, but also in partner countries;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 6

6. Stresses that medical supply chains can be strengthened by investing in skills, building health data infrastructure, and supporting regulatory framework and intellectual property policies that foster innovation and ensure affordable medicines; asks for the fast and transparent implementation of a database at EU level that could improve the coordination among Member States; calls on the Commission to assess the possibility of reshoring the production for essential medicines and active pharmaceutical ingredients to the EU; underlines the difficulties that a broad range of the pharmaceutical industries face in receiving EU funds related to R&D and production investments which are key to ensure that their products can respond to tomorrow’s needs;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 6 a (new)

6 a. New digital technologies Underlines that new digital technologies are transforming digital trade facilitating new business models and reducing the geographical barriers of economic transactions; regrets that the EU is highly dependent on third countries for services such as edge and cloud computing whichare crucial to increase Europe’s data sovereignty as outlined in the EU DigitalStrategy; calls on the EU and the Member States to create favorable conditions for major investments in the research, development and deployment of next generation cloud and edge technologies; emphasizes that the brain- drain and the sell-off of technology industries to third countries must be prevented by appropriate trade policy and other measures, as technological knowledge must be preserved within the EU;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE

Motion for a resolution
Paragraph 7 a (new)

7 a. Takes note of the Commission proposal on the Single Market emergency instrument hoping that it can be useful to effectively respond to emergency situations in a coordinated manner in order to ensure the smooth functioning of the Single Market and the preservation of EU competitiveness;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 8

8. Welcomes the development of an EU toolbox of autonomous trade instruments, including an anti-coercion instrument, the foreign-direct-investment screening mechanism, the foreign subsidies instrument and the international procurement instrument as well as the creation of the post of Chief Trade Enforcement Officer (CTEO) to respond to these emerging challenges and protect EU competitiveness;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH

Motion for a resolution
Paragraph 8 a (new)

8 a. Is convinced that an open trade policy without sanctions is compatible with protecting the EU strategic sectors and with an industrial policy that defends and enable EU resilience to a different range of external shocks and avoidance of economic dependencies on external actors; calls for the abolition of all economic and political sanctions and for the deepening of international economic relations with all partners, in particular regarding energy supply partnerships;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE

Motion for a resolution
Paragraph 9

9. Emphasises that the continuing rise in the cost of bureaucracy, particularly as a result of national or EU legislation such as the ~~Supply Chain Act, places a particular burden on the export industry, which is dominated by SMEs~~future directive on Due Diligence or the German Supply Chain Act, places a particular burden on industries, in particular on SMEs; calls on the Commission to introduce a moratorium on bureaucracy and to postpone legislative projects that cause additional bureaucratic costs for businesses; calls for a so-called “bureaucracy brake” and to widen the "one in, one out" principle to a "one in, two out" rule in the medium term in order to effectively cut red tape;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 9 a (new)

9 a. Underlines that should be a priority for the EU to harmonize the existing instruments in support to SMEs to increase their awareness on the opportunities and risks of the international trade;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 9 b (new)

9 b. Calls on the Member States to work towards a back stock of materials and increase transparency of supply chains by spending data, N-tier mapping, or both, as many of today’s most pressing supply shortages such as semiconductors occur in supplier sub-tiers; calls for national risk mitigation plans including finding new suppliers, redesigning networks, resetting inventory targets, keeping safety stocks, and sourcing locally or regionally

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Marco CAMPOMENOSI, Danilo Oscar LANCINI

9 c. Calls on the Member States, in close cooperation with the Commission and all interested stakeholders, to take coordinated measures with a view to adopting a strategic plan to upgrade their existing infrastructure for an efficient and timely supply of products;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 10

10. Recalls that in cooperation with the Member States and international partners, the EU must guarantee freedom of the sea and trade routes and thus ensure access to raw materials, energy and export markets; calls on the Member States to get capacity on alternative routes in case logistics disruptions are likely as well as simulate the effects of regional demand shifts on production, examine the risks in supplier networks, labour, manufacturing, and delivery to determine if any part of the value chain is exposed to internal or external disruptions, and set up controls to minimize their effects;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 10 a (new)

10 a. Underlines that enhancing EU industrial production capacities through dedicated public policies and favorable economic, social and environmental conditions would help to secure supplies and boost EU competitiveness;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 12

12. Calls for the shortening of supply chains, in combination with other instruments, ~~and the relocation to the EU of EU businesses’ production facilities in countries outside the bloc~~which would lead to a reduction in emissions cause by transport, the improvement of the functioning of the internal market and the reduction of administrative barriers simultaneously; calls on the Member States and the Commission to provide financial incentives to EU businesses for reshoring their production facilities back to the EU;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 13 a (new)

13 a. Calls on the Member States to stimulate and plan for extreme supply- and-demand disruptions, such as ordering components earlier than usual and allowing extra time for delivery, accounting for the higher cost of energy, materials, and transportation, and checking inventories of critical materials to reprioritize production should shortages seem inevitable;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 15

15. Recalls that the circular economy action plan is intended to help the EU to reduce its dependence on external players so as to support strategic autonomy in a wide range of sectors, including mining; emphasizes that this is an ongoing process and strategic autonomy is far from achieved;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 16

16. Believes that free trade agreements (FTAs) may be crucial to diversifying sources of supply and reducing the EU’s dependence on just a few countries; calls ~~for~~on the EU to prioritise strategic FTAs, in particular with countries rich in raw materials such Chile, Australia, and India, with a particular focus on chapters on raw materials and energy, technical barriers to trade and regulatory cooperation; unterlines that a Bilateral Investment Agreement (BIA) with Taiwan will enhance supply-chain resilience in the semiconductor industry;

2022/10/24
Committee: INTA

2022/2040(INI)

Markus BUCHHEIT, Roman HAIDER, Maximilian KRAH, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Danilo Oscar LANCINI

Motion for a resolution
Paragraph 17

17. Welcomes the launch of the EU-US Trade and Technology Council (TTC) in June 2021 and the EU-India agreement on launching a trade and technology council in April 2022; regards these initiatives as meaningful forums for addressing new challenges in the areas of trade, technology and security; calls on the Commission to include in the future EU-India TTC a working group dedicated to “secure supply chains” as in the case of the EU- US TTC in order to share good practices and find common solutions to common external dependencies; underlines that the decision taken at this level are not legally binding since the Commission has not any mandate to negotiate;

2022/10/24
Committee: INTA

2022/2023(INI)

Motion for a resolution
Paragraph 2

2. Stresses that all modes of transport have their role to play and that the modal shift cannot simply be imposed upon people but must be supported by people and be adapted to individual and geographical needs;

2022/10/18
Committee: TRAN

2022/2023(INI)

Motion for a resolution
Paragraph 9

9. Highlights that urban infrastructure planning should contribute to a smart and sustainable transport transition, allowing for multimodality and ensuring quality of life in cities; recommends, in this regard, incorporating a~~ctive mobility and micro- mobility, as well as underdeveloped sustainable transport modes,~~ll forms of mobility into sustainable urban mobility plans;

2022/10/18
Committee: TRAN

2022/2023(INI)

Motion for a resolution
Paragraph 10

10. Encourages Member States and local authorities to join forces to promote and implement sustainable urban mobility plans, respecting the principle of subsidiarity; points out that the associated data collection and reporting should be feasible and proportionate to the effort required of and costs incurred by the actors involved.

2022/10/18
Committee: TRAN

2022/2023(INI)

Motion for a resolution
Paragraph 12

12. Welcomes the Commission’s proposal for a reinforced approach to TEN- T urban nodes as being necessary to address missing links and poor connections that remain a major challenge; highlights, in particular, the need to reinforce seamless connectivity between rural, peri-urban and urban areas, with an interoperable infrastructure backbone of sustainable modes of transport, such as rail and inland waterways; welcomes, in this context, the development of sustainable urban mobility plans through urban nodes, as these can include measures to link sustainable modes of transport to other modes of transport; multimodal nodes can, for example, provide connections between rail and air transport, but also between rail and bus transport, car sharing and bike sharing services;

2022/10/18
Committee: TRAN

2022/2023(INI)

Motion for a resolution
Paragraph 13 a (new)

13a. Shares the view that more needs to be done for multimodal information systems and smart ticketing; stresses the importance of a seamless user experience for passengers in the search, selection and purchase of mobility services; underlines that in order to promote multimodal ticketing, sector-specific solutions should be considered and promoted;

2022/10/18
Committee: TRAN

2022/2023(INI)

Motion for a resolution
Paragraph 18 a (new)

18a. Stresses that the transition to sustainable forms of mobility requires attractive ‘first and last mile’ solutions to ensure comfortable door-to-door services; stresses, in this context, that, especially in areas affected by urban sprawl, scheduled services should be complemented by flexible on-demand or sharing services, such as public on-demand bus services or e-scooter, e-bike or car-sharing services;

2022/10/18
Committee: TRAN

2022/2008(INI)

Draft opinion
Paragraph 1 a (new)

1a. Considers it important and essential, not least in view of recent events and geopolitical tensions, to ensure more diversified supply chains and greater focus on the circular economy and stockpiling, especially in sensitive areas such as energy and public services;

2022/04/28
Committee: INTA

2022/2008(INI)

Draft opinion
Paragraph 2

2. Notes that, in many Member States, SMEs are the economic foundation of the EU; emphasises that the twin transition needs the involvement of European industry; underlines the need to fully support SMEs in the twin transition by providing them with easier access to finance;

2022/04/28
Committee: INTA

2022/2008(INI)

Draft opinion
Paragraph 3

3. Is concerned that both the current and the proposed EU legislation envisages too many bureaucratic hurdles for EU businesses; calls on the Commission to fully implement the principles of better regulation, less bureaucracy and ‘think small first’;

2022/04/28
Committee: INTA

2022/2008(INI)

Draft opinion
Paragraph 6 a (new)

6a. Points out the particular importance of key commodities for the digital and green transition in the EU in view of the ongoing negotiations to conclude new bilateral free trade agreements or modernise existing trade agreements;

2022/04/28
Committee: INTA

2022/2008(INI)

Draft opinion
Paragraph 6 b (new)

6b. Considers it appropriate and necessary, in the light of recent events, for the EU to focus its trade policy even more on the Americas, especially Latin America and Africa;

2022/04/28
Committee: INTA

2022/2008(INI)

Draft opinion
Paragraph 6 c (new)

6c. Asks the Commission to analyse in detail the extent of our dependence on individual suppliers for raw materials, intermediate products and energy;

2022/04/28
Committee: INTA

2022/0365(COD)

Roman HAIDER, Marco CAMPOMENOSI, Georg MAYER, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA

Proposal for a regulation
–

The Committee on Transport and Tourism calls on the Committee on Environment, Public Health and Food Safety, as the committee responsible, to propose rejection of the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009.

2023/05/30
Committee: TRAN

2022/0347(COD)

Proposal for a directive
Article 1 – paragraph 1

(1) This Directive se~~ts out a zero~~eks to set out a realistic pollution objective for air quality, so that within the Union air quality is progressively improved to levels no longer considered harmful to human health and natural ecosystems, as defined by scientific evidence, thus contributing to a ~~toxic-free~~n environment with low levels of toxins at the latest by 2050.

2023/03/28
Committee: TRAN

2022/0347(COD)

Marco CAMPOMENOSI, Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT

Proposal for a directive
Article 6 – paragraph 1

Member States shall establish zones throughout their territory , including, where appropriate for the purposes of air quality assessment and management, at the level of agglomerations . Air quality ~~assess~~measurement and a~~ir quality manage~~ssessment shall be carried out in all zones.

2023/03/28
Committee: TRAN

2022/0000(INI)

Susanna CECCARDI, Anna BONFRISCO, Marco ZANNI, Jaak MADISON, Harald VILIMSKY, Roman HAIDER

Fa. whereas some European production sectors have been economically damaged by the Ukrainian crisis, there is a need for an extraordinary financial intervention in favour of the most affected companies;

2022/05/06
Committee: AFET

2022/0000(INI)

Jaak MADISON, Susanna CECCARDI, Roman HAIDER, Laura HUHTASAARI, Maximilian KRAH, Georg MAYER, Harald VILIMSKY

Proposal for a recommendation
Paragraph 1 – point c

(c) maint~~roduce qualified majority voting for certain~~ain unanimity voting in the Council for all foreign policy areas, as already provided for in the Treaties, ~~and strive to extend it in order to increase the effectiveness of EU foreign policy~~so as to safeguard the sovereignty of Member States to determine their own foreign policy based on their national interests;

2022/05/06
Committee: AFET

2022/0000(INI)

Jaak MADISON, Roman HAIDER, Laura HUHTASAARI, Georg MAYER, Harald VILIMSKY

Proposal for a recommendation
Paragraph 1 – point d

~~(d) make progress in establishing a defence union, which would serve as a starting point for implementing a common EU defence, in line with the provision laid down in Article 42(2) TEU;~~deleted

2022/05/06
Committee: AFET

2022/0000(INI)

Susanna CECCARDI, Anna BONFRISCO, Marco ZANNI, Jaak MADISON, Harald VILIMSKY, Roman HAIDER

Proposal for a recommendation
Paragraph 1 – point f

(f) increase the EU’s strategic sovereignty in specific areas that are fundamental to its continued pre-eminence on the international stage, for example investing more resources in the development of the most advanced technologies by achieving full security of energy supply, energy diversification and energy independence, prioritising the reduction of energy dependencies, ensuring supply chains are diversified and that there is reciprocity in trade exchanges, and ensuring the Union has food and agricultural sovereignty;

2022/05/06
Committee: AFET

2021/2200(INI)

Motion for a resolution
Recital A

A. whereas the Indo-Pacific region has become a geopolitical and geoeconomic reality; whereas the global economy’s centre of gravity has shifted from the Atlantic to the Pacific; whereas many European countries have begun demonstrating a keen interest in playing a greater role in the Indo-Pacific, which was underlined in the EU Ministerial Forum for cooperation in the Indo- Pacific (Paris, February 2022);

2022/03/28
Committee: INTA

2021/2200(INI)

Marco CAMPOMENOSI, Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT

D. whereas geopolitical competition between the United States and China continues to rise with significant effects on global trade; whereas there is a clear rise of China which entails a critical element of the current global and regional uncertainties;

2022/03/28
Committee: INTA

2021/2200(INI)

Marco CAMPOMENOSI, Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT

Motion for a resolution
Recital D a (new)

D a. Whereas the EU has shown a desire to deepen its engagement with partners in the Indo-Pacific to respond to emerging dynamics that are affecting regional stability; whereas Europe, both as a region and as individual countries, has been inconsistent in how it approaches Asia and deals with the before-mentioned dynamics, remaining most of its member states ambivalent;

2022/03/28
Committee: INTA

2021/2200(INI)

Marco CAMPOMENOSI, Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT

Motion for a resolution
Recital F a (new)

F a. Whereas European overseas territories could hold a very important geostrategic role in enhancing EU’s position and building upon strong cooperation with the neighbouring countries in the fields of connectivity, ocean governance, security and defence;

2022/03/28
Committee: INTA

2021/2200(INI)

Marco CAMPOMENOSI, Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT

Motion for a resolution
Recital G

G. whereas the COVID-19 crisis has accelerated a number of geopolitical trends that were already under way; whereas it also highlighted the need for international cooperation giving rise to intense geopolitical competition adding to increasing tensions on trade as well as in technological, political and security areas; whereas it has also shown vulnerabilities in the global supply chains and has made clear the need for more diversification;

2022/03/28
Committee: INTA

2021/2200(INI)

Marco CAMPOMENOSI, Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT

Motion for a resolution
Recital G a (new)

G a. Whereas EU has expressed its interest in strengthening its role in the Ocean governance sphere in the Indo- Pacific, underlining the core role that EU member states could play in this regard - especially due the presence of France through its overseas territories-;

2022/03/28
Committee: INTA

2021/2200(INI)

Marco CAMPOMENOSI, Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT

Motion for a resolution
Recital G b (new)

G b. Whereas the EU and Member states could play a key role in fostering the sustainable management of the ocean’s resources in the Indo-Pacific region, safeguarding biodiversity, marine diversity and biological resources; underlines in this regards, the importance of various Sustainable Fisheries Partnership Agreements in the region and the role that they could play in the fight against Illegal, Unreported and Unregulated fishing (IUU);

2022/03/28
Committee: INTA

2021/2200(INI)

Marco CAMPOMENOSI, Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT

Motion for a resolution
Paragraph 3 a (new)

3 a. Underlines the role the EU and member states could play in the fight against deforestation; calls in this regard partners from the Indo-Pacific region to fully implement FLEGT agreements and to cooperate in the fight against illegal timber trade;

2022/03/28
Committee: INTA

2021/2200(INI)

Marco CAMPOMENOSI, Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT

Motion for a resolution
Paragraph 3 b (new)

3 b. Calls on the European Commission while negotiating trade and investment agreements to always bear in mind the specificities of the EU overseas territories located in the Pacific and Indian Ocean and to promote and reflect their specific interest;

2022/03/28
Committee: INTA

2021/2200(INI)

Marco CAMPOMENOSI, Danilo Oscar LANCINI, Roman HAIDER, Markus BUCHHEIT

Motion for a resolution
Paragraph 8

8. Calls for continuing actions oriented at raising awareness among businesses and citizens of existing FTAs in the region and the opportunities they provide, with a special attention and support to SMEs; calls for strengthened technical and financial support where necessary to help partner countries to effectively implement FTAs, in particular the chapters on TSD;

2022/03/28
Committee: INTA

2021/2188(INI)

Roman HAIDER, Georg MAYER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Citation 1 a (new)

— having regard to the competence of the European Parliament’s Committee on Transport and Tourism in the area of maritime programming and an integrated maritime policy;

2021/11/30
Committee: TRAN

2021/2188(INI)

Georg MAYER, Roman HAIDER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Citation 1 b (new)

— having regard to the political agreement between Parliament and the Council of 11March 2021 on the Connecting Europe facility 2021-2027;

2021/11/30
Committee: TRAN

2021/2188(INI)

Roman HAIDER, Georg MAYER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Recital A

A. wWhereas ~~the EU~~Europe’s blue economy is a broad and fast-moving industry that has taken significant steps over the past decade to modernise and diversify itself, while providing 4.5 million direct jobs in sectors based in the marine environment and on landprovides 4.5million direct jobs. It encompasses all industries and sectors related to oceans, seas and coasts, whether they are based in the marine environment (e.g. shipping, seagoing passenger transport, fisheries, energy generation) or on land (e.g. ports, shipyards, coastal tourism, land-based aquaculture). It is a broad, fast-moving segment of our economy, which over the past decade has taken significant steps to modernise and diversify;

2021/11/30
Committee: TRAN

2021/2188(INI)

Roman HAIDER, Georg MAYER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Recital B a (new)

B a. whereas the preservation and restoration of marine ecosystems is essential for humankind as they are fundamental for global food security and human health, and as a source of economic activities including transport, trade, tourism, fisheries, renewable energy and health products, which should be based on the principle of sustainability;

2021/11/30
Committee: TRAN

2021/2188(INI)

Roman HAIDER, Georg MAYER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Recital B b (new)

B b. Whereas EU shipyards could seize the opportunities arising from the fast- growing markets of innovative energy- efficient service vessels that should significantly reduce fuel consumption and CO2 emissions;

2021/11/30
Committee: TRAN

2021/2188(INI)

Roman HAIDER, Georg MAYER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Recital B c (new)

B c. Whereas Ports are crucial to the connectivity and the economy of regions and countries. As Europe´s industrial landscape changes (for example with the expansion of offshore renewable energy), the role of ports will evolve too;

2021/11/30
Committee: TRAN

2021/2188(INI)

Georg MAYER, Roman HAIDER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Recital B d (new)

B d. Whereas in coastal regions, developing green infrastructure will help preserve biodiversity, coastal ecosystems and landscapes, strengthening the sustainable development of tourism and of the coastal regions’ economy. These adaptation activities will become a new sector of the blue economy in its own right;

2021/11/30
Committee: TRAN

2021/2188(INI)

Georg MAYER, Roman HAIDER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Paragraph 1 a (new)

1 a. Highlights that the EU’s recovery efforts must be centred on sustainability, competitiveness and growth objectives;

2021/11/30
Committee: TRAN

2021/2188(INI)

Georg MAYER, Roman HAIDER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Paragraph 2 – point 1 (new)

(1) Supports the principle of sustainable development as the main driver for economic growth in the EU, and particularly in the Atlantic and Mediterranean area through maritime transport, shipbuilding, biotechnology, sustainable tourism, offshore wind, fishing and aquaculture, wave and tidal energy;

2021/11/30
Committee: TRAN

2021/2188(INI)

Georg MAYER, Roman HAIDER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Paragraph 2 – point 2 (new)

(2) Calls on the Commission to ensure that the EU is maintaining technological leadership, retaining talent and producing clean energy while taking into account potential impacts on the marine environment;

2021/11/30
Committee: TRAN

2021/2188(INI)

Georg MAYER, Roman HAIDER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Paragraph 2 – point 3 (new)

(3) Calls on the Commission and the industry to evaluate the benefit of establishing a European partnership for maritime transport to foster innovation within the sector, to contribute to decarbonisation, to create infrastructures for loading and supplying alternative fuels in ports and cargo terminals, and to develop waste management plans for Atlantic and Mediterranean ports;

2021/11/30
Committee: TRAN

2021/2188(INI)

Georg MAYER, Roman HAIDER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Paragraph 3

3. Calls on the Commission and the Member States to complete priority projects ~~with~~included in the Ttrans-European Ttransport Nnetwork (TEN-T)~~, in particular projects involving~~ for the Atlantic~~, the~~ and Mediterranean ~~and~~Sea, especially in cross- border areas~~, while promoting the full development of the TEN-T motorways of the sea and the connection of islands to the mainland;~~ and in the context of the future TEN-T guidelines and the Connecting Europe Facility (2021-2027), to promote and invest in the full development of the TEN-T motorways of the sea connecting islands to the mainland and a comprehensive multimodal transport system; it is essential to create seamless transport chains for passengers and cargo across all transport modes; believes that projects should pay particular attention to the special connectivity and accessibility needs of peripheral, islands and outermost regions of the Atlantic and Mediterranean; stresses the need to give priority, where geographically feasible, to the most sustainable modes of transport such as rail, maritime and inland waterways transport;

2021/11/30
Committee: TRAN

2021/2188(INI)

Georg MAYER, Roman HAIDER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Paragraph 5 – point 1 (new)

(1) Calls on the Commission to include sustainable maritime, island and coastal tourism in related actions and programmes, to support initiatives that encourage the diversification of coastal, maritime and marine tourism, help make tourist activities and employment less seasonal;

2021/11/30
Committee: TRAN

2021/2188(INI)

Georg MAYER, Roman HAIDER, Paolo BORCHIA, Marco CAMPOMENOSI, Massimo CASANOVA

Draft opinion
Paragraph 5 – point 2 (new)

(2) Underlines the importance of yachting and sailing for maritime tourism, the importance of beach and underwater tourism, water sports, the cruise industry and the role of local culture and gastronomy in the development of European coastal tourism;

2021/11/30
Committee: TRAN

2021/2184(INI)

Motion for a resolution
Citation 38 a (new)

— having regard to Article 140(1) of the Treaty on the Functioning of the European Union;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Citation 38 b (new)

— having regard to Articles 114 and 127(6) of the Treaty on the Functioning of the European Union;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Citation 38 c (new)

— having regard to the ECB´s Targeted Review of Internal Models, published in April 2021;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Recital B

B. whereas the BU is open to all EU Member States, provided the conditionality of meeting the ERM II requirements;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER, Gerolf ANNEMANS, Charlie WEIMERS

Motion for a resolution
Recital B a (new)

B a. whereas a Banking Union requires first and foremost accelerated efforts by various Member States to reduce their high levels of non-performing loans and prevent their increase in the future;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER, Gerolf ANNEMANS, Charlie WEIMERS

Motion for a resolution
Recital B b (new)

B b. whereas sound public finances are a necessary condition for the macro- financial stability of the Banking Union;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Recital B c (new)

B c. whereas the near zero interest rates greatly reduce the profitability of banks in one of their most important areas of business activity, the provision of credit for long-term investments;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Recital C

C. whereas the problems of the banking sector ~~may~~are likely to worsen after the temporary support measures introduced during the COVID-19 crisis are lifted;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Recital D

D. whereas some financial institutions in the BU are heavily invested in the debt of their own home sovereign, with total sovereign exposure of banks in the euro area currently amounting to EUR 2.9 trillion, i.e. a substantial 9% of total assets, including EUR 2.1 trillion claims on domestic governments; whereas sovereign risk on bank balance sheets has still not been tackled, in contrast to other risk mitigation measures introduced by the Banking Union; whereas the pandemic´s surge in public debt highlights the need for reform;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Recital E

E. whereas the ~~role~~stability of the banking sector, including strong capital buffers, is crucial to the recovery and transition to a low-carbon economy;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Recital G

G. whereas there ~~is a need for effective anti-money laundering supervision~~are still important loopholes in the EU AML framework, such as the explicit exemption of the non- profit sector from anti-money laundering reporting and transparency requirements as non-obliged entities, even though certain non-profit organisations and other non-financial entities operate with larger amounts of money than numerous European banks;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER

Motion for a resolution
Recital H

H. whereas ~~consumers, investors and all depositors should be well protected~~Article 169 of the TFEU states that EU measures shall not prevent any Member State from maintaining or introducing more stringent consumer protection measures provided that they are compatible with the Treaties; in this way EU law provides a common basic level of protection for all consumers residing in the EU; recalls that there is no consistent and uniform definition of consumer protection in EU law, which justifies divergences amongst the Member States;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER, Gerolf ANNEMANS, Charlie WEIMERS

Motion for a resolution
Recital I a (new)

I a. whereas in carrying out its supervisory activities, the ECB has so far failed to take the proportionality principle sufficiently into account;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER, Gerolf ANNEMANS, Charlie WEIMERS

Motion for a resolution
Paragraph 1

1. Recalls that onthe goal of the BU is the security of the banking system and the prevention of bank bailouts by taxpayers; s~~upports efforts to strengthen the BU; stresses that a solid BU will result in increased confidence in the banking sector~~tresses that increased confidence in the banking sector requires accelerated efforts by various Member States to reduce their high levels of non-performing loans and to prevent their increase in the future;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 2 a (new)

2 a. Recalls that the Commission assessed in the 2020 Country Specific Recommendations for Croatia that despite several Action Plans, issues of corruption and conflicts of interest remain widespread in Croatia, and that further efforts to strengthen the prevention and sanction of corruption are needed to ensure the transparent and efficient use of public funds; recalls that Article 140(1) TFEU requires the Commission and European Central Bank’s convergence reports to take account of 'other factors' relevant to economic integration and convergence, such as corruption; recalls that the Commission criticised Bulgaria in its 2020 Rule of Law report for its disregard for the rule of law and the independence of the judiciary; concludes that Bulgaria and Croatia are not ready for accession to the Banking Union;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 3

3. Stresses that the relatively good performance of banks during the COVID- 19 crisis is related to the policies implemented by the Member States during the pandemic, as well as to temporary measures under Regulation (EU) 575/2013 (Capital Requirements Regulation), proving that equity and not debt is the solution to solve crises and build up resilience against economic and financial shocks;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 3 a (new)

3 a. Expresses deep concern about the findings of the ECB´s Targeted Review of Internal Models, published in April 2021, which shows that the biggest euro area banks have repeatedly been too optimistic in their risk-modelling, confirming longstanding suspicions among regulators and analysts that larger banks have often artificially inflated the strength of their balance sheets by underestimating the riskiness of their assets, giving them a short-term advantage over more cautious competitors; is alarmed that the Review resulted in more than 5.800 deficiencies and 253 supervisory corrections of internal models by the ECB, which pushed up the banks’ risk-weighted assets by EUR 275 billion, a 12 per cent increase in the models examined, which reduced their average common equity tier one ratios by 0.71 percentage points;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 5 a (new)

5 a. Deplores the ECB´s role in massively inflating the money supply and expanding its balance sheet up to over 80% of euro area GDP; recalls that banks in the northern euro area hold a disproportionately high amount of deposits with the ECB, and pay disproportionately high penalty interest to the ECB; by contrast, banks in the southern euro area benefit disproportionately from the negative interest rates on TLTRO loans;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 5 b (new)

5 b. Recalls that the Targeted Long Term Refinancing Operations (TLTROs) further zombify the European economy and deteriorate the real income prospects, especially of young Europeans;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 5 c (new)

5 c. Is concerned about the high levels of legacy non-performing exposures many institutions had, even before the pandemic;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 7 a (new)

7 a. Recalls that cash is anonymous and it is impossible for banks or central banks to control the direct expenditure of cash holders, which safeguards their privacy; recalls that central bank digital currency (CBDC) is not anonymous, since central banks will be able to trace consumer behaviour and spending patterns of all citizens; recalls that CBDC would give central banks absolute control over the transactions of citizens, meaning that the ECB will have both the power and the technical capacity to control transactions, including disabling certain transactions; expresses deep concern over giving the ECB such far-reaching powers, which are obviously not within its mandate;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 8 a (new)

8 a. Notes the accelerated pace of digitalisation in the banking sector; looks forward to the further development of DORA and its effect on digital operational resilience for the financial sector; calls on the ESAs and ENISA to step up their efforts in monitoring and mitigating the risks concerning third country ICT third parties, if these third-parties have or are suspected of having ties to foreign governments or foreign militaries;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 9

9. ~~Notes that there is a prospect of~~Calls for the gradually phasing out of emergency measures and returning to pre-COVID-19 capital requirements;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 9 a (new)

9 a. Takes the view that supervision continues to focus solely on credit risk, underestimating the importance of financial risk;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 11 a (new)

11 a. Recalls that total sovereign exposure of banks in the euro area currently amounts to EUR 2.9 trillion, i.e. a substantial 9% of total assets, and that claims on domestic governments account for the bulk of that with EUR 2.1 trillion;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 11 b (new)

11 b. Is concerned that as Member States sell increasing amounts of sovereign bonds, their share in banks’ balance sheets grows, potentially aggravating the doom loop; points out that this trend is exacerbated by the zero risk weight assigned to sovereign exposures that incentives excessively large positions in sovereign exposures; stresses the need to modify incentives for banks so that they scale back their investment in public bonds, by introducing non-zero risk weights for sovereign exposures;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 11 c (new)

11 c. Stresses that the rising public debt levels following the pandemic make an appropriate treatment of sovereign exposures more pressing;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 12

12. Notes that the transition to a low- carbon economy presents new challenges and risks related to the preference for sustainable investments; stresses the need for an in-depth analysis of the economic efficiency of and the consequences of oversubsidising sustainable investments in order to avoid a future bubble of green assets; calls for clear guidelines for banks based on economic data;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 14 a (new)

14 a. Stresses the importance to consider the impact of potentially rising interest rates on banks’ balance sheets;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 14 b (new)

14 b. Calls on the ECB to end its stimulus packages immediately, including phasing out TLTRO;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 14 c (new)

14 c. Is concerned that loose monetary policy contributes to lower long-term economic growth and creates an incentive to delay the implementation of necessary structural reforms;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 15

15. ~~Indicates tha~~Expressed deep concern about the trend towards increased consolidation in the banking sector, which is likely to increase further as a result of the pandemic; recognises the challenges posed to banking supervision by large systemically important institutions, whose possible problems may affect financial stability in many jurisdictions; regrets in this respect the calls of Andrea Enria to further latinise the European banking market through consolidation; rejects this pathway to institutionalising the risk of 'too big to fail'; proposes rather to break up banks, instead of consolidating them;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 15 a (new)

15 a. Stresses that strict application of the proportionality principle is key in banking supervision, especially for smaller institutions;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 15 b (new)

15 b. Stresses the stabilising effect of small- and medium-sized banks to the EU`s economy in times of crisis;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 15 c (new)

15 c. Stresses the benefits of a diversified banking sector in Europe, composed of banks with different business models, legal structures and sizes;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 16

16. Notes the problems and challenges related to home/host issues; points out that greater market integration requires credible safeguards ~~in EU law~~ for host Member States;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 17

17. Stresses the need for an effective anti- money laundering supervis~~ion~~ory framework; notes the Commission’s adoption of the anti-money laundering (AML) package of proposals; regrets the further explicit exemption of non-profit organisations from the anti-money laundering transparency and reporting requirements as non-obliged entities, in spite of numerous reports by FATF, Europol and the European Court of Auditors asking for more scrutiny on the non-profit sector, as entities which are prone to be used as vehicles for money laundering and terrorist financing;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER, Gerolf ANNEMANS, Charlie WEIMERS

Motion for a resolution
Paragraph 17 a (new)

17 a. Requests increased transparency standards in banking supervision, for instance in the outcomes of the supervisory review and evaluation process, in order to reinforce the trust of capital and financial markets, companies and citizens, as well as to ensure consistency of treatment across Member States; welcomes improved and refined information-sharing between supervisory institutions;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 18 a (new)

18 a. Calls on the supervisory authorities to monitor financial risks closely, in particular those linked to the shadow banking system, and to take appropriate steps wherever necessary; calls on the supervisory authorities, further, to monitor closely aspects linked to the professionalism of and generational change in governance, in particular in the smallest banks;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 18 b (new)

18 b. Notes that a detailed assessment of the systemic risks to the European banking system should remain the key priority for the SSM; takes the view that financial risk is being underestimated, in particular as regards the exposure of the shadow banking system;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER, Gerolf ANNEMANS, Charlie WEIMERS

Motion for a resolution
Paragraph 20 a (new)

20 a. Believes that the Banking Union will further disintegrate due to moral hazard and lead to a permanent Transfer Union if mechanisms such as the backstop for the Single Resolution Fund (SRF) and a European Deposit Insurance Scheme (EDIS) are implemented; regrets that insufficient progress in risk reduction in some member states serves as an argument for mutualisation of deposit insurance schemes, creating incentives for some member states not to reduce risk, or even to engage in even more excessive risk-taking; points out that the absence of a proper impact assessment of the EDIS proposal is fundamentally at odds with the principles of sound governance;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER, Gerolf ANNEMANS, Charlie WEIMERS

Motion for a resolution
Paragraph 21 a (new)

21 a. Requests increased transparency standards in banking resolution, for instance in the outcomes of the resolution review and evaluation process, in order to reinforce the trust of capital and financial markets, companies and citizens, as well as to ensure consistency of treatment across Member States;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER, Gerolf ANNEMANS, Charlie WEIMERS

Motion for a resolution
Paragraph 22

22. Recalls that the SSM and the SRM operate at EU level, while deposit guarantee schemes (DGSs) are operated at national level; ~~recognises that a European deposit insurance scheme (EDIS) would improve protection for depositors in the EU~~underlines that depositors across the Banking Union are exposed to varying levels of credit, market and operational risk, which justifies varying levels of protection;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER, Gerolf ANNEMANS, Charlie WEIMERS

Motion for a resolution
Paragraph 23 a (new)

23 a. Regrets that insufficient progress in risk reduction in some Member States serves as an argument for mutualisation of deposit insurance schemes, creating incentives for some Member States not to reduce risk, or even to engage in even more excessive risk-taking; points out that the absence of a proper impact assessment of any EDIS proposal is fundamentally at odds with the principles of sound governance;

2022/02/17
Committee: ECON

2021/2184(INI)

Gunnar BECK, Roman HAIDER, Gerolf ANNEMANS, Charlie WEIMERS

Motion for a resolution
Paragraph 24

24. ~~Considers that the main obstacles for EDIS are concerns about risks in som~~Underlines that depositors across the bBanking ~~systems; stres~~Union are exposesd t~~hat the implementation of credible and effective risk reduction measures could enable an agreement on EDIS~~o varying levels of credit, market and operational risk, which justifies varying levels of protection;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 25

25. Points out that any ~~EDIS~~further harmonisation of deposit insurance schemes should take into account clear rules for the participation or non- participation of non-euro area Member States;

2022/02/17
Committee: ECON

2021/2184(INI)

Motion for a resolution
Paragraph 26 a (new)

26 a. Recalls that gold is money and fiat is debt; welcomes the fact that the German Bundesbank, for the first time since the introduction of the euro, has started to buy gold, thereby taking the necessary precautions for the inevitable; welcomes the fact that the Polish central bank has repatriated its gold reserves; welcomes the recent statement by the Dutch Central Bank that if there were to be a major monetary reset, gold stock can serve as a basis to rebuild the global monetary system; highly welcomes the decision of central bank of Hungary to treble its gold reserves to more than 94.49 tons; underlines that gold bolsters confidence in the stability of the central bank’s balance sheet and creates a sense of security; calls, therefore, on all national central banks, especially those in the euro area, to hold on to sufficient amounts of physical gold, and repatriate any gold reserves currently kept outside the national borders;

2022/02/17
Committee: ECON

2021/2136(DEC)

Draft opinion
Paragraph 6

6. ~~Welcom~~Notes that, following a successful start in 2019, the Agency has continued to perform its role of EU authority responsible for issuing authorisations for placing railway vehicles on the market, single safety certificates for railway undertakings and ERTMS trackside approvals, as stated in the legal framework of the 4th Railway Package;

2021/11/26
Committee: TRAN

2021/2136(DEC)

Danilo Oscar LANCINI, Roman HAIDER, Marco CAMPOMENOSI

Draft opinion
Paragraph 8

8. Recalls that the Agency has the smallest budget among the transport agencies despite the outstanding environmental performance and other benefits of rail transport; stresses in particular that the Agency should not be put in a position where it feels compelled to request additional support from the Commission, due to inadequate financial means, especially at a time when railways are a policy priority of the European Union; calls for an increase of the budget of the Agency in order to provide it with the necessary means to enable it to act as an efficient authority andrailways are a policy priority of the European Union; calls for the Agency to fulfil its tasks, particularly those with regard to increasing competitiveness, improving safety and cross-border interoperability;

2021/11/26
Committee: TRAN

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Citation 7

– having regard to the Commission’s S~~pring~~ummer 2021 European Economic Forecast of ~~12 Ma~~7 July 2021,

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Citation 19 a (new)

– having regard to the Commission´s State Aid Scoreboard 2020,

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Citation 19 b (new)

– having regard to the Joint Employment Report 2021,

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Citation 19 c (new)

– having regard to the Commission´s report on taxation trends in the EU 2021,

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Recital C

C. whereas according to the Commission ~~spring~~Summer 2021 economic forecast, the drop in economic activity has been less than previously expected, ~~thanks~~allegedly partly due to the emergency support measures designed to provide liquidity to businesses and protect the income and jobs of EU citizens;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Recital G

G. whereas the ratio of public debt to GDP in the EU is forecast at 94 % this year, while the euro area debt-to-GDP ratio is forecast to follow the same trend, rising to 102 % this year; whereas 7 Member States are expected to have debt-to-GDP ratios well in excess of 100 % in this year, with one Member States even going well over 200 %;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Recital G

G. whereas the ratio of public debt to GDP in the EU is forecast at 94 % this year, while the euro area debt-to-GDP ratio is forecast to follow the same trend, rising to an alarming 102 % this year;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON

Motion for a resolution
Recital H

H. whereas reference values of up to 3 % of planned or actual government deficit and 60 % of debt to GDP are defined by the TFEU; whereas Member States cannot be expected to enjoy the benefits of a stable, essentially northern currency, while at the same time applying southern budgetary and fiscal policies; whereas this has thus far led to a latinisation of the euro, rather than sound and responsible budgetary and fiscal policies across the Member States;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 1

1. Notes that ~~the European economy is recovering~~GDP is increasing again from the devastating impact of the global pandemic; underlines that GDP growth is not necessarily a good indicator to assess the resilience and recovery of an economy; remains concerned about low growth potential compared to ~~other~~non-EU and non-euro area regions in the post- pandemic recovery;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 1 a (new)

1a. Is concerned about the negative impact of the COVID-19 crisis on the European economy, trade, consumer trust, income inequalities and poverty, as well as the risk of regulatory overreach, a more permissive approach to sovereign debt issues and debt-financing of national budgets, and the rise of mass surveillance;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON

Motion for a resolution
Paragraph 1 b (new)

1b. Calls for ambitious cuts in public debt and for an ambitious overhaul of the debt-financing culture across the EU, if the common currency is to survive the next decade;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 3

3. Points out that the roll-out of the Recovery and Resilience Facility (RRF) ~~will~~intends to help to make EU economies and societies more sustainable, inclusive, resilient and better prepared for the green and digital transitions; notes that the facility, which is the centrepiece of the illegally EU debt-funded NextGenerationEU, will provide large- scale financial support to Member States of up to EUR 672.5 billion in grants and loans to finance reforms and investments, while at the same time binding Member States and future generations to pay back the loans and bear the interest due on the EU-issued bonds;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 3 a (new)

3a. Recalls that the NextGenerationEU programme is a one- off and should not serve as a precursor of a permanent, debt-funded programme;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON

Motion for a resolution
Paragraph 5 a (new)

5a. Regrets the activation of the general escape clause of the Stability and Growth Pact, and expects that it will remain activated at least until 2023 in order to allow increased public spending and debt financing of the Member States, which will only increase market volatility; urges the Commission and the Member States to focus rather on sustainable recovery from the consequences of the lockdown measures following the pandemic crisis and strengthen their economic and social resilience;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON

Motion for a resolution
Paragraph 5 b (new)

5b. Recalls the specific need to prepare an orderly break-up of the euro area; calls on the Commission to prepare withdrawal scenarios for Member States to leave the euro area, including a proposal for a Treaty change to make it possible to expel Member States from the euro area, when in persistent violation of SGP rules and in persistent TARGET-2 imbalance;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 5 c (new)

5c. Considers it essential that the escape clause is repealed as soon as possible, and to reduce high public debt ratios to an absolute minimal value in the long term;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 7

7. Is convinced that coordination of national fiscal policies remains crucial in underpinning the recovery; ~~notes that the overall fiscal stance, taking into account national budgets and the RRF, should remain supportive in 2021 and 2022;~~

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 8

8. ~~Highlights that fiscal policy should remain agile and adjust to the evolving situation as warranted, and that a premature withdrawal of fiscal support should be avoided; further highlights~~Notes that according to the Commission the expectation that economic activity will gradually normalise in the second half of 2021 and agrees that Member States’ fiscal policies should become more differentiated in 2022, duly taking into account the state of the recovery, fiscal sustainability and the need to reduce economic, social and territorial divergences;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 8 a (new)

8a. Highlights the need to shift taxes from income to other sources, such as pollution, and from wealth of EU citizens to wealth of non-EU citizens, such as property within the EU or shares in European companies acquired by non-EU citizens; regrets in this regard that according the Commission´s 2020 report on taxation trends in the EU there has been no shift in taxation in the last 15 years;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 8 b (new)

8b. Deplores the abuse of the crisis to further loosen monetary and fiscal policy, at both EU and Member State level, as well as the European Recovery Plan and its proposed partial debt-financing; recalls that debt-financing is prohibited under article 311 TFEU;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 10 a (new)

10a. Highlights that according to the Commission´s state aid scoreboard 2020, the Member States with the highest need for investment and the lowest state aid expenditure as percentage of GDP, are the Member States with the least fiscal space to invest, making these Member States heavily dependent on the EU debt- financed Next Generation EU Programme; stresses that this creates an enormous moral hazard; recalls that programmes like SURE and the Next Generation EU are one-offs;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 13 a (new)

13a. Stresses that the lack of investment is not only a question of liquidity, but also of investors´ trust in institutions, including central banks and monetary policy; believes that the very accommodative interest policies, although they might provide favorable lending conditions to banks, discourage investments by keeping yields low, and encourages people to flee in non- productive fixed assets and financial instruments, which only benefit the very wealthy;

2021/07/15
Committee: ECON

2021/2061(INI)

Gunnar BECK, Roman HAIDER, Laura HUHTASAARI, Jaak MADISON, France JAMET

Motion for a resolution
Paragraph 14 a (new)

14a. Highlights that youth unemployment in the EU averages 17.2 %, up to 30 % in Greece, over 34 % in Italy and 38.2 % in Spain; calls on the Commission to prioritize a holistic plan to tackle youth unemployment, including through measures to foster labour mobility within the EU for young EU citizens; calls on the Commission to put a moratorium on immigration from lower and unskilled non-EU nationals until at least EU average youth unemployment drops below 5 %;

2021/07/15
Committee: ECON

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
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;

2021/05/27
Committee: TRAN

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
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;

2021/05/27
Committee: TRAN

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
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;

2021/05/27
Committee: TRAN

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
Paragraph 1

1. Welcomes the Commission’s sustainable and smart mobility strategy and supports its ambition to achieve a climate- neutral, digitalised, competitive 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;

2021/05/27
Committee: TRAN

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
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;

2021/05/27
Committee: TRAN

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
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;

2021/05/27
Committee: TRAN

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
Paragraph 4

4. Calls on the Commission to propose ~~binding~~ targets for public charging points as well as for hydrogen refuelling stations; believes that Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure2 should be transformed into a regulation; _________________ 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.

2021/05/27
Committee: TRAN

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
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;

2021/05/27
Committee: TRAN

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
Paragraph 7

7. Welcomes the announced proposals on sustainable fuels for aviation and maritime; underlines that any ~~use of biofuels needs to meet the EU sustainability criteria, which take life- cycle greenhouse gas emissions into acc~~policy 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;

2021/05/27
Committee: TRAN

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
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;

2021/05/27
Committee: TRAN

2021/2046(INI)

Marco CAMPOMENOSI, Roman HAIDER, Lucia VUOLO, Paolo BORCHIA, Massimo CASANOVA

Motion for a resolution
Paragraph 11

11. Calls on the Member States to significantly increase their efforts to ~~increase the~~boost investments in multimodal shmar~~e of walking and cycling in urban~~t and connected passenger transport on a regional and rur~~al areas~~ban scale;

2021/05/27
Committee: TRAN

2021/2038(INI)

Draft opinion
Paragraph 1

1. Identifies trade policy as a strategic geopolitical tool for the transatlantic agenda; highlights the need to identify joint actions based on shared interests and values in order to contribute to a global sustainable and inclusive economic recovery; stresses that ‘workers and wages’ and more resilient, shorter and responsible supply chains should be at the core of such an agenda;

2021/05/28
Committee: INTA

2021/2038(INI)

Danilo Oscar LANCINI, Roman HAIDER, Marco CAMPOMENOSI

Draft opinion
Paragraph 4

4. Calls for enhanced cooperation on WTO reform, including reinstating the appellate body, regulating trade in health products, setting an ambitious environmental agenda, and agreeing on concrete deliverables for the 12th WTO Ministerial Conference (MC12); encourages both sides to stick to multilateral agreements;deleted

2021/05/28
Committee: INTA

2021/2038(INI)

Danilo Oscar LANCINI, Roman HAIDER, Marco CAMPOMENOSI

Draft opinion
Paragraph 7

7. Encourages both sides to find a framework for joint action and look for selective agreements; underlines Europe's dependence on American infrastructure and tech services and calls for a stronger regulatory, ~~green~~sustainable and digital partnership through the Trade and Technology Council and a coordinated approach to critical technologies, a ~~carbon border adjustment mechanism and~~CBAM, a regulatory framework for big tech companies as well as digital and global taxes.;

2021/05/28
Committee: INTA

2021/2038(INI)

Danilo Oscar LANCINI, Roman HAIDER, Marco CAMPOMENOSI

Draft opinion
Paragraph 7 a (new)

7a. Urges the EU and the US sides to strengthen regulatory cooperation on pharmaceuticals in order to allow patients to have easier and faster access to essential medicines in both markets;

2021/05/28
Committee: INTA

2021/2038(INI)

Danilo Oscar LANCINI, Roman HAIDER, Marco CAMPOMENOSI

Draft opinion
Paragraph 7 b (new)

7b. Underlines the current challenges the European and US industry are facing and stresses that a global level playing field is needed in order to grant a fair competition on the global market; calls to protect key industries against unfair competition from state-owned or state- subsidised investors and third countries competitors subject to less stringent climate and environment rules with significant inferior labour costs;

2021/05/28
Committee: INTA

2021/2038(INI)

Danilo Oscar LANCINI, Roman HAIDER, Marco CAMPOMENOSI

Draft opinion
Paragraph 7 c (new)

7c. Calls to increase transparency and to improve consumer awareness of agri- food products in both EU and US markets; underlines that particular attention must be paid to new technological and digital innovation tools that can provide a contribution to the traceability of the supply chain and fight counterfeited foods;

2021/05/28
Committee: INTA

2021/2038(INI)

Danilo Oscar LANCINI, Roman HAIDER, Marco CAMPOMENOSI

Draft opinion
Paragraph 7 d (new)

7d. Stresses that a few large, mainly US and EU, multinational groups control not only the market of technical means necessary for cultivation and farming, including seeds, but also the purchase and marketing of agricultural products and food. This concentration jeopardizes biodiversity, protection of territorial identity and freedom of choice of consumers, as well as food sovereignty.

2021/05/28
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 1

1. Notes that in 2020 China for the first time ranked as the EU’s largest partner for trade in goods, with the trade balance further deteriorating to the EU’s detriment, having the latter a trade deficit with China; highlights that the current EU- China Strategy in place has clearly resulted limited;

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 1 a (new)

1 a. Welcomes the outcome of the WTO dispute settlement case opposing China to the EUregarding the non-market economy treatment in anti-dumping as in line with the European Parliament positionin May 2016, which marks the end of the status of China as a market1a _________________ 1aEuropean Parliament resolution of 12 May 2016 on China’s market economy status

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 3

3. Is concerned about the increasingly unbalanced EU-China bilateral economic and trade relationship, which are marked by an asymmetry in market access and the absence of an effective level playing-field able to ensure fair access to the Chinese market for these EU producers and exporters as well as by the opposed social and environmental standards; stresses that rebalancing and a more level playing field are vital to EU interests;

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 3 a (new)

3 a. Regrets that the efforts and the tools used by the EU have not resulted in tangible progress on human rights in China, not contributing in the ceasing of the prompt and negative evolution and deterioration of China as an international actor;

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 4

4. Repeats its deep concern about the many barriers that European businesses face when accessing and operating on the Chinese market as well as the unfair trading practices imposed by state-owned enterprises; is worried that China’s ‘dual circulation strategy’ referred to in its 14th Five Year Plan will further deteriorate the business environment for EU companies; highlights again its particular concern about the market distorting practices of Chinese state-owned enterprises, forced technology transfers and data localisation, industrial overcapacity in sectors such as steel and the related dumping of exports, and other unfair trading practices as well as the interferences in the democratic life of the EU by the attempts of Chinese state and non-state actors;

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 4 a (new)

4 a. Welcomes the adoption of a proposal for a Regulation on foreign subsidies distorting the internal market; hopes that that this instrument can secure a strong and competitive single market, strengthening the position of the EU and tackling the distortions caused by third countries-especially China- by increasing the level-playing field;

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 4 b (new)

4 b. Recalls that China has not ratified four of the eight core ILO Conventions; condemns the continuous breaches of human and labour rights practiced by China, especially those related to Uighur abuses in Xinjiang region;

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 5

5. ~~Welcomes~~Takes note with big concern of the conclusion at the political level of the EU- China Comprehensive Agreement on Investment (CAI); ~~recalls that the CAI has to be considered in the context of a strengthened EU toolbox of unilateral measures~~welcomes the suspension of the ratification of the such investment agreement and expects the Commission to consult with the Parliament before taking further steps towards its conclusion; underlines it will thoroughly scrutinise the agreement, including its sustainable development section, and take stock of the human rights context, before determining its position;

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 5 a (new)

5 a. In this sense, recalls the arbitrary and unlawful sanctions adopted by the People’s Republic of China against five members of the European Parliament, entities and think tanks, meant as a tool of intimidation; highlights that, due the latter Chinese sanctions, the role of the European Parliament for duly analysing the CAI has been jeopardised and further states that trade and investment relations need to be within the scope of human rights and the broader political relations;

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 6

6. Welcomes the entry into force of the EU-China Agreement on geographical indications, and reiterates the importance of effective implementation of the Agreement.; regrets, nevertheless, that the Commission did not pursue from the beginning a more ambitious agenda by trying to cover a broader number of Geographical Indications;

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 6 a (new)

6 a. Is highly concerned about the global high dependence on Chinese supply chain that the current COVID19 pandemic has shown; further highlights the need for the EU to swift towards the reshoring and near shoring some strategical productions 1b; _________________ 1b“PostCovid-19 value chains: options for reshoring production back to Europe in a globalised economy”, published in 2020

2021/05/27
Committee: INTA

2021/2037(INI)

Marco CAMPOMENOSI, Roman HAIDER, Markus BUCHHEIT, Luisa REGIMENTI, Danilo Oscar LANCINI

Draft opinion
Paragraph 6 b (new)

6 b. Takes note of the important role that China is taking in the Asia-Pacific region, which has increased even more thanks to the Regional Comprehensive Economic Partnership (RCEP); underlines the fact that the RCEP is causing significant geopolitical shifts, challenging also the global position of the EU, by creating the world's largest trading bloc, covering nearly a third of the global economy;

2021/05/27
Committee: INTA

2021/2011(INI)

Draft opinion
Paragraph 1

1. Welcomes the new EU Action Plan on Critical Raw Materials and stresses that EU trade policy can play a key role as a vehicle for improving EU access to these materials; notes that the COVID-19 outbreak has exposed the lack of resilience of global value chains for certain key products, showing the need for more robust and resilient supply chains for critical raw materials; underlines in this context that the Action Plan must aim at securing reliable supplies of critical raw materials necessary to ensure greater resilience of strategic supply chains for the transition to a green and digital economy;

2021/06/02
Committee: INTA

2021/2011(INI)

Draft opinion
Paragraph 2

2. Notes that demand for raw materials is projected to double by 2050 and that the EU is highly reliant on non-EU countries for critical raw materials, making diversified sourcing essential to increase the EU’s security of supply; calls, therefore, on the Commission to diversify the supply sources of critical raw materials as much as possible, and reduce current reliance on a few countries; stresses that this goal should be achieved by strengthening existing partnerships and trade agreements and building new strategic agreements with resource-rich countries, including developing countries and the Western Balkans in particular, in accordance with clearly defined priorities; calls on the Commission to focus also on securing supplies by establishing strategic stocks and appropriate stockpiling of critical raw materials in Europe, particularly in light of the uncertainties linked to the evolution of the geopolitical situation worldwide and the potential trade tensions with rich non- EU producer countries; notes in this regard that a deterioration of the trade relationship with China could have a significant negative impact on the EU-supply of certain critical raw materials;

2021/06/02
Committee: INTA

2021/2011(INI)

Draft opinion
Paragraph 3

3. Underlines that future EU free trade agreements (FTAs) should include a specific focus on raw materials; calls on the Commission to further enhance the enforcement of FTAs to ensure that commitments and obligations on sourcing of critical raw materials are met by trading partners; underlines that this should be among the priority tasks of the Chief Trade Enforcement Officer; calls on the Commission to strengthen cooperation on sustainable sourcing of raw materials with third countries under existing EU policies and instruments, including enlargement, neighbourhood, development and cooperation policies;

2021/06/02
Committee: INTA

2021/2011(INI)

Draft opinion
Paragraph 3 c (new)

3c. Stresses that strengthening circular economy inside the EU and improving EU’s recycling rates for critical metals and minerals required in green and digital technologies could help Europe to improve its resilience in line with the drive for strategic open autonomy; notes in this regard that in the transition to a circular economy particular attention should be given to key supply chains where the EU’s dependence on critical raw materials is particularly high;

2021/06/02
Committee: INTA

2021/2011(INI)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Draft opinion
Paragraph 3 f (new)

3f. Stresses that sustainable trade and responsible mining and sourcing must remain cornerstones in the implementation of the EU’s Action Plan on Critical Raw Materials; calls for complementary measures such as banning the import of critical raw materials related to severe human rights violations such as forced labour or child labour;

2021/06/02
Committee: INTA

2021/0420(COD)

Proposal for a regulation
Recital 10 a (new)

(10a) As signatories to the United Nations Convention on the Rights of Persons with Disabilities (CRPD), the European Union and all Member States are legally obliged to ensure that persons with disabilities have access, on an equal basis with others, to transport and the built environment (Article 9). Acknowledging that millions of persons with disabilities experience barriers to use transport, the European Commission has included the revision of the TEN-T Guidelines in its list of actions under aim 2. “Accessibility – an enabler of rights, autonomy and equality” of the Union Strategy for the Rights of Persons with Disabilities 2021-2030. With its Sustainable and Smart Mobility Strategy, the EU has also committed to “making mobility fair and just for all” (Flagship 9), including by improving accessibility for passengers with disabilities, noting that transport proposals under this Strategy must also be compliant with the Strategy for the Rights of Persons with Disabilities 2021-2030.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 21

(21) The comprehensive network should be sufficiently equipped with alternative fuels infrastructure in order to ensure that it effectively supports the transition to low- carbon and zero- emission mobility, in line with the milestones set in the Sustainable and Smart Mobility Strategy.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 26

(26) Exemptions from the infrastructure requirements applicable to the core, extended core and comprehensive network should be possible only in duly justified cases and subject to certain conditions. This should include cases where investment cannot be justified, or where there are specific geographic or significant physical constraints, for example in outermost regions and other remote, insular, peripheral and mountainous regions or in sparsely populated areas, without creating prejudice to the interoperability across the network, or for isolated or partially isolated networks.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 34 a (new)

(34a) Whenever projects of common interest meet European added value by increasing sustainability, cohesion, efficiency or users’ needs, The Commission should assist the Member States in providing financial support to ensure infrastructure optimization, maintenance, consolidation and upgrading.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 39

(39) To achieve transformation of the transport sector into a truly multimodal system of sustainable and smart mobility services, the Union should build a high quality transport network with rail services meeting minimum line speed. Competitive passenger rail has a high potential for the decarbonisation of transport. There is the need to develop a coherent and interoperable European high speed rail network linking its capitals and major cities. Complementing existing high speed lines with passenger lines at a minimum line speed of 160 km/h should in return lead to network effects, a more coherent network and an increased number of passengers travelling by rail. The completion of a high-performance network will also ~~facilitat~~encourage the development and introduction of new ~~or different~~and improved models of capacity allocation, for example interval- service timetables and short-term ad hoc allocation, enabled by the Timetable Redesign (TTR) initiative.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 40

(40) A more sustainable, resilient and reliable rail freight network across Europe should be established to contribute to the competitiveness of multimodal and combined transport. The infrastructure for combined railway transport and of terminals should be upgraded to ensure that intermodal transport is primarily done by rail, inland waterways or short-sea shipping and that any initial and/or final legs carried out by road are as short as possible.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 41

(41) Given the fact that the deployment of the European Rail Traffic Management System (ERTMS) ~~in Europe is accelerating, and~~, both on board and track side equipment, in Europe is in need of acceleration, whilst recognizing that several Member States have already adopted plans to deploy ERTMS on their entire national rail networks by 2040, there is a need to take account of ~~this paradigm shift~~slow progress to date and set a more ambitious ERTMS deployment ~~deadline~~strategy for the comprehensive network covering trackside and on board deployment.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 42

(42) ERTMS should be deployed in a continuous and synchronised manner not only on the core network, extended core network and comprehensive network, including in the urban nodes, but also on access routes to multimodal terminals. This will enable operations with ERTMS only and boost the business case of railway undertakings.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 42 a (new)

(42a) The extended and enhanced infrastructure requirements for transport, and rail in particular, require proportionate and sufficient investments, also beyond the multiannual financing framework of 2021-2027. Further generations of Connecting Europe Facility shall address these needs.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 42 b (new)

(42b) Taking into account the considerable costs for the completion of the TEN-T, other sources of co-funding should be available, including Recovery and Resilience Facility, Cohesion Fund, European Regional Development Fund, Horizon Europe and European Structural, Investment Funds as well as Emissions Trading System (ETS). National Funds are key in ensuring the timely completion of TEN-T. Each Funding Programme should clearly prioritise its financing objectives.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 42 c (new)

(42c) Whereas the Smart and Sustainable Mobility Strategy sets ambitious targets in terms of high speed network [doubling high-speed rail traffic volume by 2030 and tripling it by 2050], the TEN-T Regulation should focus among others on ensuring the rail high- speed connectivity between capitals and major cities of Europe.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 44 a (new)

(44a) While the European Coordinator for ERTMS in close collaboration with national entities should facilitate and promote ERTMS governance ensuring the timely and harmonised deployment, including governing funding, National Implementation Plans (NIP) planning, resourcing, market uptake, migration and transition of systems, European Climate, Infrastructure and Environment Executive Agency (CINEA) should ensure coherence and consistency in ERTMS deployment and funding taking into account the advice of the European Union Agency for Railways that remains the system authority for ERTMS development.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 44 b (new)

(44b) ERTMS deployment , trackside and on board, should be fully funded in order to incentivise ambitious ERTMS deployment strategies in the Member States and reach in a reasonable time the system benefits that ERTMS can bring.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 44 c (new)

(44c) 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 considered as the starting point when improving multimodal ticketing, CER Ticketing Roadmap as an example.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 46

(46) Being the entry and exit points for the land infrastructure of the trans- European transport network, maritime ports play an important role as cross-border multimodal nodes which serve not only as transport hubs, but also as gateways for trade, industrial clusters and energy hubs, for example with regard to the deployment of off-shore wind installations. Given the strategic role of ports for resilient supply chains, for the diversification of energy supply and for energy security, its importance for the respective Member State, in terms of cohesion, geopolitical position, energy transition and added- value to the region, should be considered in addition to traffic volumes for the inclusion in the TEN-T network;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 46 a (new)

(46a) Maritime ports play a key role in the import, export, storage, distribution and production of energy. Synergies between TEN-T and TEN-E should be maximised to ensure the coherence and comprehensiveness of the networks. The importance of maritime ports for energy security, energy supply and distribution should be considered when assessing their role for the TEN-T network;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 59 a (new)

(59a) The TEN-T Core Network should remain the backbone for the deployment of LNG infrastructure, and progressively for liquefied biomethane (bio-LNG), as it covers the main traffic flows and allows cross border connectivity throughout the Union. Member States should make sure that public refuelling facilities are set up, at least along the existing TEN-T Core Network, within adequate distances taking into account the minimum range of (bio- )LNG heavy-duty motor vehicles and vessels, while developing national networks for the supply of (bio-)LNG to those vehicles and vessels.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 59 c (new)

(59c) As there is currently no economically viable zero-emission powertrain technology available, a variety of fuels and propulsion systems will be needed for the decarbonisation of the maritime industry. With an always growing LNG fleet in operation, LNG, and progressively bio-LNG, is likely to play a continued role in maritime transport, where LNG offers immediate local emissions improvements and GHG reductions, enabling the shipping industry to start immediately its transition to carbon neutrality.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 62

(62) Taking stock of the experience with regard to the crisis management during the Covid-19 pandemic25 and in order to avoid traffic disruptions and contingencies in future, Member States should take into account the security and resilience of the transport infrastructure to climate change, natural hazards, human-made disasters and other disruptions affecting the functioning of the Union transport system, when planning infrastructure. To that aim, other criteria beyond traffic volumes should be considered and the European Transport Corridors should also include important diversionary lines which can be used in case of congestion or other problems on the principal routes. In addition, due to their multimodal nature, one mode can substitute the other in case of emergencies. __________________ 25 Communication on the implementation of the Green Lanes under the Guidelines for border management measures to protect health and ensure the availability of goods and essential services; C(2020)1897 final (OJ C 96 I, 24.3.2020, p. 1) and Communication of 28 October 2020 from the Commission to the European Parliament, the European Council and the Council on “upgrading the transport Green Lanes to keep the economy going during the COVID-19 pandemic resurgence”; COM(2020)685 final.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 64

(64) While maintenance is and will remain the main responsibility of the Member States, it is important that the trans-European transport network – once built – is properly maintained to ensure a high quality of services. A life cycle approach should be followed when planning and procuring infrastructure projects. Maintenance works should be conducted in compliance with Commission Delegated Decision (EU) 2017/2075.

2022/11/16
Committee: TRAN

2021/0420(COD)

Proposal for a regulation
Recital 70 a (new)

(70a) Rail passenger services should become a more attractive option for longer-distance journeys and rail high speed services have proven in many European countries their attractiveness. While being easier to use and 15 times more energy efficient, high-speed rail services are superior in terms of duration, convenience and comfort of traveling, up to distances of 1200 km versus other modes of transport. The European distances are particularly suitable to this mode of transport and most EU Capitals, major cities and metropolitan areas could be interconnected thanks to high speed. However, the current European network is fragmented and mainly made up of “national high-speed islands” and there is an urgent need to develop a EU High- Speed Network with a larger number of connections between all EU Capitals, major cities and metropolitan areas. This is vital to reach the objective of the Sustainable and Smart Mobility Strategy which aims to double High Speed rail traffic by 2030 and triple by 2050. The advantages of high-speed rail versus other transport modes are as follows: 1. transport capacity : high-capacity transport capable of covering long distances, 2. energy consumption : extremely low energy consumption per passenger, 3. emissions : extremely low emission footprint in case of electric traction, 4. Permanent noise pollution : significantly better parameters than road and aviation transport, 5. infrastructure spatial requirements :significantly lower space demand (per transported volume) than road transport,6. travel comfort : being able to provide a very high standard, 7. travel time: up to 1200 km, High Speed Rail can successfully compete with air transport,8. Safety: high-speed rail is one of the safest modes to travel.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Recital 71

(71) Taking into account the Union Action Plan on Military Mobility of March 201827 the Commission should assess the need to adapt the trans-European transport network to reflect the military use of the infrastructure. Based on the gap analysis between the trans-European transport network and the military requirements28 additional roads and railways and maritime infrastructure should be included in the trans-European network to enhance the synergies between civilian and military transport networks. __________________ 27 Joint Communication to the European Parliament and the Council on the Action Plan on Military Mobility (JOIN(2018)05 final). 28 Joint Staff Working Document on the updated Gap Analysis between the military requirements and the trans-European transport network requirements, 17 July 2020, (SWD(2020) 144 final).

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 1 – paragraph 3 a (new)

3a. This Regulation identifies projects of common interest and specifies the requirements to be complied with for the development and implementation of the infrastructure of the trans-European transport network.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 1 – paragraph 3 b (new)

3b. This Regulation provides for measures for the implementation of the trans-European transport network. The implementation of projects of common interest depends on their degree of maturity, the compliance with Union and national legal procedures, and the availability of financial resources, without prejudging the financial commitment of a Member State or of the Union.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point a a (new)

(aa) ‘upgrade’ means activities that have to be taken in order for the infrastructure to meet the customers’ needs;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point f

(f) 'urban node' means an urban area where elements of the transport infrastructure of the trans-European transport network, such as ports including passenger terminals, airports, railway stations, bus terminals, logistic platforms and facilities, train turnaround terminals and freight terminals, located in and around the urban area, are connected with other elements of that infrastructure and with the infrastructure for regional and local traffic;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point m

(m) 'multimodal freight ~~terminal~~hub' means a structure equipped for transhipment between at least two transport modes, that allows for the performance of 'multimodal transport’ defined in Article 3, point (n) of Regulation (EU) No 1315/2013, or between two different rail systems, and for temporary storage of freight, such as terminals in inland or maritime ports, along inland waterways, in airports as well as rail road terminals, including multimodal logistics platforms as referred to in Regulation (EU) 2021/1153;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point w

(w) 'European Rail Traffic Management System' (ERTMS) means the system defined in the Annex, point 2.2, to the Commission Regulation (EU) 2016/91938 ;. In addition, whenever ERTMS is mentioned in the context of implementation deadlines, then ERTMS refers to the two existing ERTMS parts ETCS and GSM-R/GPRS/FRMCS. __________________ 38 Commission Regulation (EU) 2016/919 of 27 May 2016 on the technical specification for interoperability relating to the ‘control-command and signalling’ subsystems of the rail system in the European Union (OJ L 158, 15.6.2016, p. 1).

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point x

(x) 'radio-based ERTMS’ means ~~ERTMS of level 2 or level 3 that uses radio to pass movement au~~the radio based train control system ETCS application level 2 or level 3 that can be used with/without a class B system and with or~~ities to the~~ without lineside signals and uses radio (GSM-R/GPRS/FRMCS) to pass all safety and non-safety related data exchange between track & train pursuant to Commission Regulation (EU) 2016/91939;. __________________ 39 Commission Regulation (EU) 2016/919 of 27 May 2016 on the technical specification for interoperability relating to the ‘control-command and signalling’ subsystems of the rail system in the European Union (OJ L 158, 15.62016, p.1).

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point x a (new)

(xa) Rail passenger transport is the type of rail transport whose principal purpose of the service is to carry passengers between stations, and if it is international, between stations located in different Member States and/or third countries; the train may be joined and/or split, and the different sections may have different origins and destinations. For rail passenger transport to be international, all or part of the coaches have to cross at least one border;.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point x b (new)

(xb) Rail freight transport is the type of rail transport whose principal purpose of the service is to transport cargo. International rail freight transport crosses at least one border of a Member State; this train may be joined and/or split and the different sections may have different origins and destinations, provided that the whole train or part of the train crosses at least one border;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point z

(z) ‘maritime port’ means an area of land and water made up of such infrastructure and equipment so as to permit, principally, the reception of ~~waterborne~~sea- going vessels, their loading and unloading, the storage of goods, the receipt and delivery of those goods and the embarkation and disembarkation of passengers, crew and other persons and any other infrastructure necessary for transport operators within the port area;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point z a (new)

(za) ‘managing body of the port’ means any public or private body which, under national law or instruments, has the objective of carrying out, or is empowered to carry out, at a local level, whether in conjunction with other activities or not, the administration and management, building, management and maintenance of the port infrastructure and one or more of the following tasks in the port concerned: the coordination of port traffic, the management of port traffic, the coordination of the activities of the operators present in the port concerned, and the control of the activities of the operators present in the port concerned;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point z b (new)

(zb) ‘port infrastructure’ means infrastructure and facilities for the provision of transport related port services, for example berths used for the mooring of ships, quay walls, jetties and floating pontoon ramps in tidal areas, internal basins, backfills and land reclamation, alternative fuel infrastructure and infrastructure for the collection of ship-generated waste and cargo residues;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point z c (new)

(zc) ‘port superstructure’ means surface arrangements (such as for storage), fixed equipment (such as warehouses and terminal buildings) as well as mobile equipment (such as cranes) located in a port for the provision of transport related port services;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point a k

(ak) 'socio-economic cost-benefit analysis' means a quantified ex-ante evaluation, based on a recognised methodology, of the value of a project, taking into account all the relevant social, economic, climate-related and environmental benefits and costs as well as potential disruptions caused by the project. The analysis of climate-related and environmental costs and benefits shall be based on the environmental impact assessment carried out pursuant to Directive 2011/92/EU of the European Parliament and of the Council46 ; __________________ 46 Directive 2011/92/EU of the European Parliament and of the Council of 13 December 2011 on the assessment of the effects of certain public and private projects on the environment (OJ L 26, 28.1.2002, p. 1).

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER, Alessandro PANZA

Proposal for a regulation
Article 4 – paragraph 2 – point a – point ii

(ii) enabling greater use of more sustainable modes of transport, including by but not limited to further developing a long-distance rail passenger network at high speed and a fully interoperable rail freight network, a reliable inland waterway, lakes, and short-sea shipping for passengers and freight network across the Union;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 4 – paragraph 2 – point c – point vii a (new)

(viia) greater coordination on infrastructure works between Member States.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 4 – paragraph 2 – point d – point vi

(vi) offering alternative transport solutions and capacity, including on other modes, in case of network disturbances.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 5 – paragraph 1 – point c

(c) the deployment of alternative fuels recharging and refuelling infrastructure; easily accessible to users and, with regard to recharging infrastructure, capable of providing smart charging and V2G service. 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;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 5 – paragraph 1 – point c a (new)

(ca) the development of new infrastructure for the deployment of green vectors following the new scientific findings on the decarbonisation potential of alternative fuels, taking into account their life cycle analysis.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 5 – paragraph 1 – point f

(f) the taking into account of possible synergies with other networks, including active modes, and in particular the trans- European energy or telecommunication networks and the whole electric grid . Transmission and distribution system operators shall ensure consistency between the recharge infrastructure planning and the respective grid planning;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 5 – paragraph 1 – point h

(h) the adequate consideration of the resilience of the transport network and its infrastructure with regard to a changing climate as well as natural hazards and human-made disasters, as well as intentional disruptions with a view to addressing those challenges. Particular consideration should be given to critical infrastructure, in order to ensure supply in times of disruptions;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 6 – paragraph 2

2. The comprehensive network shall consist of all existing and planned transport infrastructures of the trans-European transport network as well as measures promoting the efficient and socially and environmentally sustainable use of such infrastructure, outlined in Article 5, paragraph 1.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 8 – paragraph 4 a (new)

4a. Member States will take all necessary actions so that projects continue to benefit from the upgrading of the existing infrastructure so as to ensure sufficient capacity and sustainable utilization to meet customers’ needs. Any decision of a Member State aiming at discontinuing investment or at downsizing an existing infrastructure, shall be based on a thorough and extensive socio- economic cost-benefit analysis, justifying that there is no more market demand for that infrastructure.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 8 – paragraph 5

5. The Commission may re~~quire~~commend to 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. The relevant European Coordinator shall have the status of observer in the management or supervisory board or in both of that single entity.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 9 – paragraph 1 – point h a (new)

(ha) Facilitate railway transport with third countries, such as Western Balkans, Eastern Partnership, Candidate countries, EEA countries, Switzerland and other third countries.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 10 – paragraph 1 – point d a (new)

(da) (e) take into account the physical limitations and topographical particularities of Member States' transport infrastructures, as identified in the technical specifications for interoperability (TSIs).

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 12 – paragraph 1 – point e

(e) deploying the necessary infrastructure which ensures a seamless circulation of low-carbon and zero- emission vehicles;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 12 – paragraph 1 – point f

(f) promoting the efficient and sustainable use of the infrastructure and, where necessary, increasing capacity; as well as ensuring that following the integration of ETCs and RFCs, sufficient capacity for rail passenger and freight is reserved on the corridors.

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 12 – paragraph 1 – point g

(g) keeping existing infrastructure operational and ~~improving or maintain~~optimizing, maintaining, consolidating and upgrading its quality in terms of safety, security, efficiency of the transport system and transport operations, climate and disaster resilience, environmental performance, and the continuity of traffic flows;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 12 – paragraph 1 – point i a (new)

(ia) Constructing new infrastructure, notably to increase capacity for more sustainable modes of transport in accordance with this Article, paragraph 1 (a).

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 13 – paragraph 1 – point b

(b) the development of a high performance rail passenger network, fully interoperable and at high speed, connecting urban nodes across the Union and especially at a high speed all capitals and major cities, with the exception of networks that are isolated from the rest of the Union rail system;

2022/11/16
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 14 – paragraph 1 – point a – introductory part

(a) railway lines, both high speed and conventional, including:

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 14 – paragraph 1 – point a – point vi a (new)

(via) railway ferry lines;

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 15 – paragraph 2 – point e

(e) provides a standard of at least P400 on a list of predefined international rail freight routes of the TEN-T network suitable to upgrade, established by the Member States upon consultation with the European Commission, the rail freight corridors and all rail operators in accordance with item 1.1.1.1.3.5 of Table 1 in the Annex to Commission Implementing Regulation (EU) 2019/77757 , without any additional requirement for special permission to operate services.; __________________ 57 Commission Implementing Regulation (EU) 2019/777 of 16 May 2019 on the common specifications for the register of railway infrastructure and repealing Implementing Decision 2014/880/EU (OJ L 139I, 27.5.2019, p. 312).

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 15 – paragraph 3 – point b

(b) at the request of a Member State, in duly justified cases, other exemptions may be granted by the Commission by means of implementing acts in respect of the requirements referred to in paragraph 2. Any request for exemption shall be based on a socio-economic cost-benefit analysis that takes national transport infrastructure planning and especially a European corridor perspective into consideration, as well as and an assessment of the impact on interoperability. An exemption shall comply with the requirements of Directive (EU) 2016/797 of the European Parliament and of the Council58 , be coordinated and agreed with the neighbouring Member State(s) where applicable. __________________ 58 Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 16 – paragraph 2 – point c – paragraph 1

allows for a prevailing minimum operational line speed of 160 km/h for passenger trains on the passenger lines of the extended core network;, provided that there is a market need, and that the increase is not reducing the overall rail freight and rail passenger capacity. Special lines’ features as a result of topographical, relief or town- planning constraints, on which the speed must be adapted, should be taken into account.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 16 – paragraph 2 – point c – paragraph 2

When constructing or upgrading a passenger line of the extended core network or sections thereof, Member States shall perform a study to analyse the feasibility and economic relevance of higher speeds, including its impact on existing and planned freight traffic capacity, and build or upgrade the line to such higher speed where its feasibility and economic relevance are demonstrated and does not impact negatively on rail freight traffic.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 16 – paragraph 5 a (new)

5a. To comply with enhanced and new infrastructure requirements, notably with Article 15, paragraph 2 (e), Article 16, paragraph 2 (c), 4 (a) and 4(b), EU funding shall be sufficient to ensure their timely implementation.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 17 – paragraph 1 – point a

(a) ERTMS is equipped, whilst a synchronised and harmonised ERTMS deployment of tracksides and onboards is ensured;

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 17 – paragraph 1 – point b

(b) class B systems are decommissioned, unless technically required by the infrastructure managers in exceptional and justified cases while guaranteeing interoperability through ERTMS deployment in line with the timeline.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 17 – paragraph 5

5. Member States shall ensure that on the railway infrastructure of the core network, the extended core network and the comprehensive network, including connections referred to in Article 14(1), point (d), as of 31 December 2025, in case of construction of a new line or upgrade of the ~~signalling~~ train protection part of a CCS subsystem being in service, when the upgrading changes the functions or the performance of the subsystem, radio-based ERTMS is being deployed.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 17 – paragraph 6

6. At the request of a Member State, only in duly justified cases, exemptions may be granted by the Commission by means of implementing acts in respect of requirements referred to in paragraphs 1 to 5. Any request for exemption shall be based on a socio-economic cost-benefit analysis and an assessment of the impact on interoperability, on track capacity as well as the railway sector’s implementation capacity and the Railway Supply Industry Readiness Level. An exemption shall comply with the requirements of Directive (EU) 2016/797 of the European Parliament and of the Council59 , be coordinated and agreed with the neighbouring Member State(s) where applicable. The exemptions granted by the Commission shall take duly consider the deployment progress along the whole Network and shall not endanger the deployment with the deadlines set. The exemptions shall duly consider the necessary operational maintenance. The exemptions shall also reflect the availability of national and European fundings. __________________ 59 Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 17 – paragraph 6 a (new)

6a. Member States should timely inform the concerned parts about ERTMS deployment before the ETCS trackside deployment and before the decommissioning of class B systems. A shorter period is allowed if this is agreed between the IMs and the concerned actors and duly notified to the Member State through the ERTMS National Implementation Plan aiming at ensuring the synchronised and harmonised trackside/on-board ERTMS national deployment.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 17 – paragraph 6 b (new)

6b. The European Commission shall ensure regulatory alignment of this Regulation and the Technical Specifications for Interoperability (TSI CCS and TSI INF) implying the alignment of provisions as well as the effective implementation.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
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, and terminal operators technical and operational requirements for infrastructure use and procedures related to border controls shall 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:

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 1 – point a

(a) mitigating the impact of noise and vibration caused by rail transport, in particular through measures for rolling stock and for infrastructure, including noise protection barriers provided that there is a cost-benefit analysis; noise should be treated at a system level ;

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 1 – point b a (new)

(ba) upgrading relevant parts of the port rail networks to enable seamless rail freight operations;

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 1 – point d

(d) As a long term perspective, subject to socio-economic costs and benefits analysis, developing of infrastructure for train length above 740 m and up to 1500 m and 25.0 t axle load when constructing and modernising railway lines relevant for freight traffic; and should be also backed by possibilities of European funding.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
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 and freight based on ERTMS and digital automatic couplings as well as 5G connectivity; the development of Digital Capacity Management in both hardware and software applications should be supported.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 1 – point g

(g) developing innovative alternative fuels technologies for railways, such as hydrogen, with the condition of an economically viable business case for sections that are exempted from the electrification requirement.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 1 a (new)

Gradual introduction of innovative technologies including FRMCS infrastructure at least on the Core and Extended Core Networks.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 24 – paragraph 3 – point k a (new)

(ka) pipelines inside the port area used for the transport of energy sources and other liquid or gaseous products;

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 24 – paragraph 4 – point d b (new)

(db) it is of geopolitical strategic importance and part of national strategic plans in terms of emergency supply chains, military mobility or energy security.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 25 – paragraph 1 – point a

(a) alternative fuels infrastructure is deployed by the managing bodies of the port in maritime ports of the comprehensive network in full compliance with the requirements of Regulation (EU) […] [on the deployment of alternative fuels infrastructure];

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 25 – paragraph 1 – point b

(b) maritime ports of the comprehensive network are equipped by the managing bodies of the port 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 ; __________________ 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).

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 25 – paragraph 1 – point d a (new)

(da) Maritime ports of the comprehensive network continue to benefit from the maintenance and upgrading of the existing infrastructure so as to ensure sufficient capacity and sustainable utilisation to meet customers’ needs.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 25 – paragraph 2 – point a

(a) the managing bodies of the port connect the maritime ports of the comprehensive network ~~will be connected~~ with the rail and road infrastructure and, where possible, inland waterways, except where specific geographic or significant physical constraints prevent such connection;

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
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;deleted

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 27 – paragraph 1 – point b

(b) construction, maintenance or upgrading basic port infrastructure, such as internal basins, alternative fuels infrastructure, quay walls, berths, jetties, docks, dykes, backfills and land reclamation;

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 27 – paragraph 1 – point g

(g) promoting zero and low emission vessels serving and operating short-sea shipping links, and developing measures to improve the environmental performance of maritime transport for port call orand supply chain optimisation in accordance with the applicable requirements under Union law or relevant international agreements.

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 27 – paragraph 1 – point g a (new)

(ga) promoting ferry transport as a sustainable mode of passenger transport, including in urban nodes, where applicable;

2022/11/17
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Chapter III – Section 6 – title

6 Infrastructure for multimodal ~~freight~~ terminals hubs

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 35 – title

Identification of the multimodal freight ~~terminal~~hubs

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 35 – paragraph 1 – introductory part

1. The multimodal freight terminals hubs of the trans-European transport network are - among others - composed of terminals that are:

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 35 – paragraph 2

2. Member States shall ensure that there is sufficient multimodal freight ~~terminal~~hub capacity serving the trans- European transport network, meeting current and future traffic flows, in particular flows serving urban nodes, industrial centres, ports and logistics hubs.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 35 – paragraph 3 – subparagraph 1 – introductory part

Within two years after the entry into force of this Regulation, Member States shall conduct a market and prospective analysis on multimodal freight ~~terminal~~hubs on their territory. This analysis shall at least:

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 35 – paragraph 3 – subparagraph 1 – point b

(b) identify the existing multimodal freight ~~terminal~~hubs of the trans-European transport network on their territory, and assess the need for new multimodal freight ~~terminal~~hubs or additional transhipment capacity in existing terminals;

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 35 – paragraph 3 – subparagraph 1 – point c

(c) analyse how to ensure adequate distribution of multimodal freight ~~terminal~~hubs with adequate transhipment capacity in order to meet the needs identified in point (b). This shall take into account the ~~terminal~~hubs located in border areas of neighbouring Member States.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 35 – paragraph 3 – subparagraph 2

Member States shall consult shippers, port managing bodies, transport and logistics operators which operate on their territory. They shall take into account the results of the consultation in their analysis.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 35 – paragraph 4

4. On the basis of the analysis under paragraph 3, Member States shall elaborate an action plan for the development of a multimodal freight ~~terminal~~hub network. The results of the analysis and the action plan shall be submitted to the Commission no later than six months after finalising the analysis, together with a list of rail road terminals which the Member State proposes to add in Annexes I and II.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 35 – paragraph 5 – introductory part

5. A rail road ~~terminal~~hub shall be part of the trans-European transport network and listed in Annexes I and II where at least one of the following conditions is met:

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 35 – paragraph 5 – point b

(b) it is the main rail road ~~terminal~~hub designated by the Member State for a NUTS 2 region, where there is no rail road terminal complying with point (a) in that NUTS 2 region,

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 36 – paragraph 1 – introductory part

Multimodal freight ~~terminal~~hubs shall comprise, in particular:

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 36 – paragraph 1 – point b

(b) equipment such as cranes, conveyors or other transhipment devices to move freight between different transport modes or different systems and for the positioning and storage of freight;

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 37 – paragraph 1 – introductory part

1. Member States shall ensure in a fair and non-discriminatory manner that multimodal freight ~~terminal~~hubs referred to in Article 35(1):

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 37 – paragraph 1 – point b

(b) after assessment and identification of the specific suitability for new technical features, identified and available terminals are equipped with at least one recharging station as defined in Article 2, point (43), of Regulation (EU) […] [on the deployment of alternative fuels infrastructure] dedicated to serve heavy- duty vehicles, by 31 December 2030;

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 37 – paragraph 1 – point c – point i

(i) efficient terminal operations such as photogates, terminal operation system, driver digital check-in/check-out, cameras or other sensors on transhipment equipment as well as railside camera systems;deleted

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 37 – paragraph 1 – point c – point ii

(ii) the provision of information flows within a terminal and between the transport modes along the logistic chain and the terminal operator.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 37 – paragraph 2

2. Member States shall ensure in a fair and non-discriminatory manner that multimodal freight ~~terminal~~hubs referred to in Article 35(1) and which are connected to the rail network, by 31 December 2030, are able to handle all types of intermodal loading units if they are classified as intermodal terminals and if they carry out vertical transhipment.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 40 – paragraph 1 – point b – point i

(i) adoption and publication of a sustainable urban mobility plan (SUMP), in line with Annex V that and includes notably measures to integrate the different modes of transport, to promote efficient zero-emission mobility including sustainable and zero-emission urban logistics with the definition, among others, of minimum targets for charging infrastructure development involving electricity transmission and distribution system operators, to reduce air and noise pollution and that takes long- distance trans-European transport flows into consideration;

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 40 – paragraph 1 – point d

(d) by 31 December 2040: the development of at least one multimodal freight ~~terminal~~hub allowing for sufficient transhipment capacity within or in the vicinity of the urban node. However, if a hub has sufficient capacity then it shall be possible for it to serve more than one urban node.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 42 – paragraph 1

1. ICT systems for transport shall be such as to enable capacity and traffic management and the exchange of information, where economically and technically feasible, within and between transport modes for multimodal transport operations and value-added transport- related services, improvements in resilience, safety, security, congestion and operational and environmental performance, and simplified administrative procedures. ~~ICT systems for transport shall also facilitate seamless connection between infrastructure and mobile assets.~~

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 44 – paragraph 1 – point a

(a) support and promote the decarbonisation of transport through transition to zero- and low-emission vehicles, vessels and aircraft and other innovative and sustainable transport and network technologies ~~such as hyperloop;~~. The implementation of new transport technologies by Member States shall be facilitated in a coordinated and harmonised way with neighbouring Member State(s) where applicable, with a transport corridor perspective.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
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; and that maintenance works are conducted in compliance with Commission Delegated Decision (EU) 2017/2075.

2022/11/21
Committee: TRAN

2021/0420(COD)

Proposal for a regulation
Article 49 – paragraph 1

Transport infrastructure, including services connected to it, shall allow seamless mobility and accessibility for all users, in particular ~~people in situations of vulnerability including~~ persons with disabilities or reduced mobility ~~as well as~~, older persons, persons living in outermost regions and other remote, rural, insular, peripheral and mountainous regions a~~s well as sparsely~~nd sparsely populated areas, as well as other peop~~ulated areas~~le experiencing accessibility, connectivity, economic or other barriers to transport.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 50 – paragraph 2 – point b a (new)

(ba) supporting improvement of the accessibility of the network for all passengers;

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 50 – paragraph 2 – point c

(c) a coordinated development of infrastructure, in particular in cross-border sections, notably in view of developing a fully interoperable rail freight system as well as an accessible for all users long- distance rail passenger network at high speed across the Union;

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 51 – paragraph 5 – point e – indent 1 (new)

- conduct a feasibility study starting at the latest with entry into force of this regulation that in parallel to the roll out of ERTMS/ETCS transparently outlines the implementation paths to the deadlines set for 2030, 2040 and 2050. This study shall not only look into feasibility in terms of technology, but also in terms of resources and financial support/subsidies in order to prevent a negative business case for affected partners, especially Railway Undertakings.

2022/11/21
Committee: TRAN

2021/0420(COD)

Proposal for a regulation
Article 51 – paragraph 6 – point a

(a) cooperate closely with the rail freight governance to identify and prioritise investment needs for rail freight on the rail freight lines of the European Transport Corridors with the aim to develop a single integrated governance structure for the ETCs; ;

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 51 – paragraph 7 – point a

(a) identify and prioritise investment needs for the rail passenger lines of the European Transport Corridors, including for improving accessibility for all passengers;;

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 51 – paragraph 7 – point b

(b) monitor administrative, operational and interoperability aspects of passenger traffic on the rail passenger lines of the European Transport Corridors, including monitoring the accessibility and performance of rail passenger services.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 52 – paragraph 3 – subparagraph 1 – point b a (new)

(ba) improving accessibility of the TEN-T network for all users, including persons with disabilities.

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 52 – paragraph 3 – subparagraph 2

When relevant, the European Coordinator shall cooperate and coordinate with the rail freight governance on the activities of the working groups to avoid any duplication of work. Representatives of the rail freight governance shall be invited to relevant forum of ETCs. Similarly, ETC Coordinators shall be invited to attend relevant Executive meetings of the rail freight governance.

2022/11/21
Committee: TRAN

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Proposal for a regulation
Article 65 – paragraph 1 – point 8

Regulation (EU) No 913/2010
Article 11 – paragraph 3 – introductory part

3. The cooperation and the consultation between all parties (EBs, MBs, Coordinator, advisory groups) shall address in particular:

2022/11/21
Committee: TRAN

2021/0420(COD)

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Marco CAMPOMENOSI, Annalisa TARDINO, Massimo CASANOVA, Paolo BORCHIA, Roman HAIDER

Roman HAIDER, Markus BUCHHEIT

Proposal for a regulation
Recital 6

(6) Whilst always acting within the framework of international law, it is essential that the Union possess an appropriate instrument to deter ~~and counteract~~in good time or prevent completely economic coercion by third countries or, if such coercion nevertheless occurs, to counteract it effectively in order to safeguard ithe Union’s rights and interests and those of its Member States. This is particularly the case where third countries take measures affecting trade or investment that interfere in the legitimate sovereign choices of the Union or a Member State by seeking to prevent or obtain the cessation, modification or adoption of a particular act by the Union or a Member State. Such measures affecting trade or investment may include not only actions taken on, and having effects within, the territory of the third country, but also actions taken by the third country, including through entities controlled or directed by the third country and present in the Union, that cause harm to economic activities in the Union.

2022/05/30
Committee: INTA

2021/0402(COD)

Roman HAIDER, Markus BUCHHEIT

Proposal for a regulation
Article 4 – paragraph 2

Prior to adopting its decision, the Commission ~~may in~~shall provitde the third country concerned with an opportunity to submit its observations within an appropriate deadline.

2022/05/30
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 3

(3) The Union's common commercial policy is to be consistent with and to consolidate the objectives of the Union policy in the field of development cooperation, laid down in Article 208 of the Treaty on the Functioning of the European Union (TFEU), in particular the eradication of poverty and the promotion of sustainable economic, social, and environmental development and good governance in the developing countries. It n the context of a new, more sustainable growth model, the Union needs a new trade policy strategy and the green transition must go hand in hand with social equity and reciprocity. It is to comply with World Trade Organisation (‘WTO’) requirements, in particular with the Decision on Differential and More Favourable Treatment, Reciprocity and Fuller Participation of Developing Countries (the ‘Enabling Clause’), adopted under the General Agreement on Tariffs and Trade (‘GATT’) in 1979, under which WTO Members may accord differential and more favourable treatment to developing countries.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 5

(5) The general objectives of the GSP are to support eradication of poverty in all its forms, in line with Agenda 2030 and Sustainable Development Goal 17.12 ~~and~~, to promote the sustainable development agenda and to encourage exports diversification from GSP beneficiary countries, while averting harm to EU industry’s interests. The 2018 GSP Mid- term Evaluation and the 2021 supporting Study for the Impact Assessment underpinning this Regulation concluded that the GSP framework under Regulation (EU) No 978/2012 has delivered on these main objectives, which were at the core of the 2012 overhaul of Council Regulation (EC) No 732/200815 . _________________ 15 Council Regulation (EC) No 732/2008 of 22 July 2008 applying a scheme of generalised tariff preferences from 1 January 2009 and amending Regulations (EC) No 552/97, (EC) No 1933/2006 and Commission Regulations (EC) No 1100/2006 and (EC) No 964/2007 (OJ L 211, 6.8.2008, p. 1).

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 6

(6) Those objectives remain relevant in the current global context and they are consistent with the analysis and perspective of the recent Commission Communication Trade Policy Review “An Open, Sustainable and Assertive Trade Policy”16 (‘TPR’). According to the TPR, the Union has a “strategic interest to support the enhanced integration into the world economy of vulnerable developing countries” and it “must fully use the strength provided by its openness and the attractiveness of its Single Market” to support multilateralism and to ensure adherence to universal values. For GSP specifically, the TPR notes its important role in “promoting respect for core human and labour rights” and sets the objective for the GSP “to further increase trading opportunities for developing countries to reduce poverty and create jobs based on international values and principles”. Together with openness to trade, the scheme should support GSP beneficiary countries to develop a strong industrial base and to create an infrastructure that facilitates access to knowledge and information to foster diversification of trade flows. Moreover, the scheme should assist beneficiaries in recovering from the COVID-19 impact and in re-building their economies in a sustainable manner, including with respect to international human rights, labour, environmental and good governance standards. By prioritising diversification of exports from GSP beneficiary countries, the scheme should focus preferences on less competitive products which should ultimately contribute to sustainable development and poverty eradication. Coherence should be ensured between the GSP and its objectives and the assistance provided to beneficiary countries, in line with Union’s Policy Coherence for Development (PCD), which constitutes a key pillar of Union’s efforts to enhance the positive impact and increase effectiveness of development cooperation17 . _________________ 16 COM(2021) 66 final, 18 February 2021 17 Article 208 of the Treaty on the Functioning of the EU concerning PCD reads: “The Union shall take account of the objectives of development cooperation in the policies that it implements which are likely to affect developing countries”.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 7

(7) By providing preferential access to the Union market, the scheme should assist developing countries in their efforts to reduce poverty and achieve and promote good governance and sustainable development by helping them to generate additional revenue through international trade, which can then be re-invested for the benefit of their own development and, in addition, to diversify their economies. The scheme's tariff preferences should focus on less competitive products originating from those developing countries that have greater development, trade and financial needs.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 7 a (new)

(7 a) Union policies increasingly entail an escalation in obligations to comply with Union standards on quality and sustainability of production, with a significant impact on production costs, which are not fully taken into account in international trade negotiations or in the GSP, despite the leading role of the Union in these areas. The limits and obligations that European producers have to respect should equally apply to imports into the Union internal market, being also monitored regularly. The latter imports should reflect the soaring requirements that Union farmers are bounded to implement as the GSP must not, under any circumstance, be a tool to promote unsustainable production or triangular trade. This should become a non- negotiable factor in free trade negotiations or access through the Union's GSP, alongside with equivalence which should also be a prerequisite, covering the entire value chain. The creation of a level playing field for production based on an equivalent political approach would strengthen the competitiveness, employment and growth of agri-food production in the beneficiary countries of the GSP schemes, while safeguarding the European producers.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 21

(21) Common Customs Tariff duties on non-sensitive products should continue to be suspended, while duties on sensitive products should enjoy a tariff reduction, in order to ensure a satisfactory utilisation rate while at the same time taking account of the situation of the corresponding Union ~~industries~~own production industries and agriculture.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 22

(22) ~~Such a t~~Tariff reductions should be sufficiently attractive, in order to motivate traders to make use of the opportunities offered by the scheme. Therefore, the ad valorem duties should generally be reduced by a flat rate of 3,5 percentage points from the 'most favoured nation' duty rate, while such duties for textiles and textile goods should be reduced by 20 %. Specific duties should be reduced by 30 %. Where a minimum duty is specified, that minimum duty should not apply.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 23 a (new)

(23 a) Safeguards are essential mechanisms to reduce beneficiary countries’ dependency on a few products, to focus preferences on less competitive products and to stimulate economic growth. The scheme should reinforce the Union’s financial and economic interests by providing effective and enforceable safeguards to sensitive products which should at the same time improve the implementation of social and environmental rights in beneficiary countries

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 25

(25) The reasons for temporary withdrawal of the arrangements under the scheme should include serious and systematic violations of the principles laid down in international conventions concerning core human rights (including certain principles of international humanitarian law enshrined in those conventions), labour rights, climate and environmental protection, and good governance, so as to promote the objectives of those conventions. Furthermore, temporary withdrawal should be made possible in case of severe and systemic breach of the obligation of the beneficiary country towards not respecting the Members States’ interests and not complying with international trade obligations and creating some retaliatory or discriminatory measures. Tariff preferences under the special incentive arrangement for sustainable development and good governance should be temporarily withdrawn if the beneficiary country does not respect its binding undertaking to maintain the ratification and effective implementation of those conventions or to comply with the reporting requirements imposed by the respective conventions, or if the beneficiary country does not cooperate with the Union's monitoring procedures as set out in this Regulation. The temporary withdrawal should continue until the reasons justifying it no longer apply. In situations characterised by an exceptional gravity of the violations, the Commission should have the power to respond rapidly by adopting measures within a shorter timeline. Under the Union’s zero tolerance approach for child labour the reasons for temporary withdrawal should include exports of goods made by internationally prohibited child labour, as well as forced labour including slavery and prison labour, as identified in the relevant Conventions in Annex VI.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 25 a (new)

(25 a) Trade defense instruments are becoming increasingly important and should be enforced as soon as imports harm Union producers. Thereunder, the latter instruments should be used to manage situations where unfair trade practices take place in the form of price dumping or public subsidies, not WTO compliant. As trade within agri-food products is increasingly concentrated on processed products, the activation of trade defense instruments is progressively becoming more complex, as evidenced by the evolution of imports of semi-finished or processed rice from Cambodia. For this purpose, a certain establishment of the origin of the raw material used in the transformation of the product should be ensured.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Recital 35

(35) The Commission should also adopt immediately applicable implementing acts where, in duly justified cases relating to safeguard investigations, imperative grounds of urgency relating to the deterioration of the economic and/or financial situation of Union producers which would be difficult to repair so require. Safeguards should be promptly activated if there were to exist a substantial negative impact on the Union agri-food production sector. Any delay or hesitation in the application of safeguard measures in the agri-food sector could lead to irreversible economic damage for Union farmers and the agri-food industry overall, with consequent loss of jobs and damage to the local, national and European socio-economic framework.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 2 – paragraph 1 – point 9 a (new)

(9 a) "sensitive products" means goods whose excessive utilisation rate by standard GSP beneficiary countries could have a negative impact on the market for basic or processed goods and other European commodities, in the medium and long term. In this regard and for the purposes of this definition, processed agri-food products - such as rice and sugar - are products obtained with basic raw materials whose origin or place of origin is ascertained in a Member State.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 2 – paragraph 1 – point 9 b (new)

(9 b) For the purpose of this Regulation, agricultural and agri-food products are considered sustainable when they are certified in accordance with voluntary sustainability certification schemes recognized by the European Commission on the basis of pre- established sustainability criteria and minimum requirements. The latter should be based, inter alia, in consistency with the ambitious objectives of the European Green deal and the "Farm2Fork" strategy, as well as with internationally recognized standards such as relevant international conventions listed in Annex VI, adequate standards of human rights, environmental sustainability, economic equality and decent income. Criteria is also to include reliability, transparency, traceability, independent and accredited audit and adequate appeal procedures.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)

(b a) it has not ratified all the conventions listed in Annex VI (the 'relevant conventions') or the Commission has identified, based on available information, in particular the most recent available conclusions of the monitoring bodies under those conventions, a serious failure to effectively implement any of those conventions.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 8 – paragraph 1

1. The tariff preferences referred to in Article 7 shall be suspended, in respect of products of a GSP section originating in a standard GSP beneficiary country, when the average value of Union imports of such products over three consecutive years from that standard GSP beneficiary country exceeds the thresholds listed in Annex IV. The thresholds shall be calculated as a percentage of the total value of Union imports of the same products from all GSP beneficiary countries. Additionally, such a threshold shall be applied to a specific Taric code, or to a restricted number of Taric codes.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 8 – paragraph 3

3. The Commission shall, every three years, review the list referred to in paragraph 2 of this Article and adopt an implementing act in the year preceding the review year, in accordance with the advisory procedure referred to in Article 39(2), in order to suspend or to re-establish the tariff preferences referred to in Article 7. That implementing act shall apply as of 1 January of the year following its entry in force.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 8 – paragraph 4

4. The list referred to in paragraphs 2 and 3 of this Article shall be established on the basis of the data available on 1 September of the year ~~in which the review is conducted and of the two years~~ preceding the review year. It shall take into account imports from GSP beneficiary countries listed in Annex I as applicable at that time. However, the value of imports from GSP beneficiary countries, which upon the date of application of the suspension no longer benefit from the tariff preferences under Article 4(1), point (b), shall not be taken into account.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 14 – paragraph 1

1. By 1 January 2027, and every three years thereafter, the Commission shall present to the European Parliament and to the Council, in the most transparent way, a report on the status of ratification of the relevant conventions, the compliance of the GSP+ beneficiary countries with any reporting obligations under those conventions and the status of the effective implementation thereof.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 15 – paragraph 9

9. Where the Commission considers ~~that the findings justify~~a temporary withdrawal for the reasons referred to in paragraph 1 of this Article, it is empowered to adopt delegated acts, in accordance with Article 36, to amend Annex I and Annex II in order to temporarily withdraw the tariff preferences provided under the special incentive arrangement for sustainable development and good governance referred to in Article 1(2), point (b). In adopting the delegated act the Commission may, when ~~appropriate~~justified, consider the socio-economic effect of the temporary withdrawal of tariff preferences in the beneficiary country, including with regard to impacts on women’s employment and unemployment, with a view to minimising the negative socio- economic impact on the GSP+ beneficiary countries population while maximizing the leverage on its government.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 15 – paragraph 10

10. Where the Commission decides on temporary withdrawal, such delegated act shall become applicable ~~six~~one months after its adoption.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 17 – paragraph 1

1. An eligible country shall benefit from the tariff preferences provided under the special arrangement for the least- developed countries referred to in Article 1(2), point (c), if that country is identified by the United Nations as a least-developed country and if it has not ratified all the conventions listed in Annex VI (the "relevant conventions") or the Commission has identified, based on available information, in particular the most recent available conclusions of the monitoring bodies under those conventions, a serious failure to effectively implement any of those conventions.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 17 – paragraph 2 – subparagraph 1

Where an EBA beneficiary country no longer fulfils the econ~~ditions~~omic, environmental and social criteria referred to in paragraph 1 of this Article, the Commission is empowered to adopt delegated acts, in accordance with Article 36, to amend Annex I in order to remove the country from the EBA arrangement following a transitional period of three years as from the date on which the EBA beneficiary country no longer fulfils the econ~~ditions~~omic, environmental and social criteria referred to in paragraph 1 of this Article.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 1 – point d

(d) serious and systematic unfair trading practices including those affecting the supply of raw materials, which have an adverse effect on the Union industry and which have not been addressed by the beneficiary country. For those unfair trading practices, which are prohibited or actionable under the WTO Agreements, the application of this Article shall be based on a previous determination to that effect by the ~~competent WTO body;~~ Commission following a trade Barrier investigation under Council Regulation (EC) No 3286/94 of 22 December 1994 laying down Community procedures in the field of the common commercial policy in order to ensure the exercise of the Community's rights under international trade rules, in particular those established under the auspices of the WTO. For the other unfair trading practices, including - but not limited to - breaches of intellectual property rights, trade distorting investment practices, trafficking and smuggling, breaches of competition rules and any other unfair trading practices that may hinder market access and the national treatment principle, the application of this Article shall be based on a previous determination to that effect under the conditions laid down in Paragraph 3;

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 5

5. The ~~Commission shall provide the beneficiary country concerned with every opportunity to cooperate during the monitoring and evaluation period of six months from the date of publication of the notic~~monitoring and evaluation period will be of three months from the date of publication of the notice. During this period, the Commission shall provide the beneficiary country concerned with every opportunity to cooperate.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 7

7. Within thre one months from the expiry of the period referred to in paragraph 5, the Commission shall submit a report on its findings and conclusions to the beneficiary country concerned. The beneficiary country has the right to submit its comments on the report. The period for comments shall not exceed one month. This paragraph does not apply in case a trade barrier investigation has already been concluded in relation to the unfair trading practices at stake.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 8 – introductory part

8. Within ~~six~~two months from the expiry of the period referred to in paragraph ~~4, point (b)~~5, the Commission shall decide:

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 10

10. Where the Commission considers that the findings justify temporary withdrawal for the reasons referred to in paragraph 1 of this Article, it is empowered to adopt delegated acts, in accordance with Article 36, to amend Annex I and Annex II, in order to temporarily withdraw the tariff preferences provided under the preferential arrangements referred to in Article 1(2). ~~In adopting the delegated act the Commission may, where appropriate, consider the socio-economic effect of the temporary withdrawal of tariff preferences in the beneficiary country.~~

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 12

12. Where the Commission decides on temporary withdrawal, such delegated act shall become applicable ~~six~~one months after its adoption.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 19 – paragraph 16

16. Where the Commission considers that there is sufficient evidence to justify temporary withdrawal for the reason set out in paragraph 1, point (a) and the exceptional gravity of the violations calls for a rapid response in view of the specific circumstances in the beneficiary country, it shall initiate the procedure for temporary withdrawal in accordance with paragraphs (3) to (15). However, the period referred to in paragraph ~~4, point (b)~~5 is reduced to 21 months and the deadline referred to in paragraph 8 is reduced to 52 months.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 22 – paragraph 1

1. Where a product originating in a beneficiary country of any of the preferential arrangements referred to in Article 1(2) is imported in volumes or at prices which cause, or threaten to cause, serious difficulties to Union producers of ~~like~~products obtained in the Union for similar or directly competing products, normal Common Customs Tariff duties on that product may be wholly or partially reintroduced.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 22 – paragraph 1 – subparagraph 1 (new)

"Products obtained in the Union" are the primary basic products, processed products and other goods of EU producers. Processed agri-food products are products obtained with raw materials whose origin or place of origin is ascertained in one of the Member States.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 24 – paragraph 4

4. An investigation, including the procedural steps referred to in Articles 25, 26 and 27, shall be concluded within 129 months from its initiation.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 25 – paragraph 1

On duly justified grounds of urgency relating to deterioration of the economic or financial situation of Union producers of products obtained in the Union, and where delay might cause damage which would be difficult to repair, the Commission shall adopt immediately applicable implementing acts in accordance with the procedure referred to in Article 39(4) to reintroduce normal Common Customs Tariff duties for a period of up to 12 months.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Chapter VI – Section II – title

II Safeguards in the Textile, Footwear, Agriculture and Fisheries Sectors

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 29 – paragraph 1 – introductory part

1. Without prejudice to Section I of this Chapter, on 1 January of each year, the Commission, on its own initiative and in accordance with the advisory procedure referred to in Article 39(2), shall adopt an implementing act in order to remove the tariff preferences referred to in Articles 7 and 12 with respect to the products from GSP sections S-11a, S-11b and S-11b2a or to products falling under Combined Nomenclature codes 1006, 1701, 2207 10 00, 2207 20 00, 2909 19 10, 3814 00 90, 3820 00 00, 38249956, 38249957, 38249992, 38248400, 38248500, 38248600, 38248700, 38248800, 38249993, and 38249996 where imports of such products, originate in a beneficiary country and their total value:

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 29 – paragraph 1 – point a

(a) for products falling under Combined Nomenclature codes 2207 10 00, 2207 20 00, 2909 19 10, 3814 00 90, 3820 00 00, ~~and~~ 38249956, 38249957, 38249992, 38248400, 38248500, 38248600, 38248700, 38248800, 38249993, and 38249996 exceeds the share referred to in point 1 of Annex IV of the value of Union imports of the same products from all countries and territories listed in Annex I, column~~s A and B~~ C, during a calendar year

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 29 – paragraph 1 – point a a (new)

(a a) for products falling under Combined Nomenclature codes 1006 and 1701 exceeds the share referred to in point 2 of Annex IV of the value of Union imports of the same products from all countries and territories listed in Annex I, column C, during a calendar year;

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 29 – paragraph 1 – point b

(b) for products under GSP sections S- 11a, S-11b and S-11b2a exceeds the share referred to in point 3 of Annex IV of the value of Union imports of products in GSP sections S-11a, S-11b and S-11b2a from all countries and territories listed in Annex I, columns A and B, during a calendar year.

2022/02/07
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 29 – paragraph 2

2. Paragraph 1 shall not apply to ~~EBA beneficiary countries, nor shall it apply to~~ countries with a share for the relevant products referred to in paragraph 1 not exceeding 6 % of total Union imports of the same products.

2022/02/04
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Article 40 – paragraph 1

By 1 January 2027 and every t~~hree~~wo years thereafter, the Commission shall submit to the European Parliament and to the Council a report on the effects of the scheme covering the most recent t~~hree-~~ wo-year period and all of the preferential arrangements referred to in Article 1(2).

2022/02/04
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Annex IV – subheading 1

Modalities for the application of Article 8 and Article 29

2022/02/04
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Annex IV – point 1

1. Article 8 and Article 29 shall apply when the percentage share referred to in paragraph 1 of thatose Articles exceeds 470 %.

2022/02/04
Committee: INTA

2021/0297(COD)

Marco CAMPOMENOSI, Markus BUCHHEIT, Maximilian KRAH, Danilo Oscar LANCINI, Roman HAIDER

Proposal for a regulation
Annex IV – point 2

2. Article 8 shall apply for each of the GSP sections S-2a, S-3 and S-5 of Annex III, when the percentage share referred to in paragraph 1 of that Article exceeds 1~~7,5~~ 0 %. Article 29 shall apply for products falling under Combined Nomenclature codes 1006 and 1701 when the percentage share referred to in paragraph 1 of Article exceeds 10%.

2022/02/04
Committee: INTA

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Recital 17

(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clients. 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, or hotel garages only open to hotel guests, should not be considered as publicly accessible recharging or refuelling points.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Recital 19

(19) The possibility to develop advanced digital services, including contract-based payment solutions, and to ensure transparent user information by digital means depends on the deployment of digitally connected, cybersecure and smart recharging points that support the creation of a digitally connected resilient and interoperable infrastructure51 . Those smart recharging points should comprise a set of physical attributes and technical specifications (hardware and software) that are necessary to safely send and receive data in real time, enabling the flow of information between market actors that are dependent on these data for fully developing the recharging experience, including charging point operators, mobility service providers, e- roaming platforms, distribution systems operators and, ultimately, end consumers. _________________ 51 In line with the principles laid down in the European Interoperability Framework – Implementation Strategy, COM/2017/0134 final.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Recital 43

(43) In light of the increasing diversity in the type of fuels for motorised vehicles coupled with on-going growth in the road mobility of citizens across the Union, it is necessary to provide vehicle users with clear and easy-to-understand information on the fuels available at refuelling stations and on the compatibility of their vehicle with different fuels or recharging points on the Union market. ~~Member States should be able to decide to implement such information measures also in respect of vehicles placed on the market before 18 November 2016.~~

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Recital 44

(44) Simple and easy-to-compare information on the prices of different fuels could play an important role in enabling vehicle users to better evaluate the relative cost of individual fuels available on the market. Therefore, a unit price comparison of certain alternative fuels and conventional fuels, expressed as ‘fuel price per 100km’, should be displayed for information purposes at all relevant fuel stations.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Recital 53

(53) Alternative fuels infrastructure is a fast developing area. The lack of common technical specification constitutes a barrier for the creation of a single market of alternative fuels infrastructure. Therefore, the power to adopt acts in accordance with Article 290 TFEU should be delegated to the Commission to norm technical specifications for areas where common technical specifications are outstanding but necessary. In particular, this should include the communication between the electric vehicle and the recharging point, the communication between the recharging point and the recharging software management system (back-end); the communication related to the electric vehicle roaming service and the communication with the electricity grid, while ensuring the highest level of cybersecurity protection and protection of final customers´ personal data. It is also necessary to define the suitable governance framework and roles of the different actors involved in the vehicle-to- grid communication ecosystem. Moreover, emerging technological developments, such as electric road systems (‘ERS’) have to be accounted for. As concerns data provision, it is necessary to provide for additional data types and technical specifications related to the format, the frequency and the quality in which these data should be made available and accessible.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 2

– hydrogen and hydrogen derived fuels,

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point a – indent 3

~~– ammonia,~~deleted

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA

Proposal for a regulation
Article 2 – paragraph 1 – point 3 – point b – indent 1

– biomass fuels and biofuels as ~~defined in Article 2, points (27) and (33) of Directive (EU) 2018/2001,~~bio- hydrogen, bio-ammonia, bio-methanol, bio-methane, bio-LNG;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 2 – paragraph 1 – point 38

(38) ‘publicly accessible’ alternative fuels infrastructure, means an alternative fuels infrastructure which is located at a site or premise that is open to the general public without prior registration or membership, 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;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 2 – paragraph 1 – point 44

(44) ‘recharging pool’ means one or more recharging stations operated by the same charging point operator at a specific location;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 3 – paragraph 1 – indent 1

– publicly accessible recharging stations for light-duty vehicles are deployed commensurate to the uptake of light-duty electric vehicles including passenger cars and light commercial vehicles;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 3 – paragraph 1 – indent 1 a (new)

- at least one recharging station at recharging pool in urban areas and along TEN-T core and TEN-T comprehensive network is dedicated to light commercial vehicles with a trailer, taking into account their special demands relating to the amount of cargo space used by such vehicles;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 5 – paragraph 2 – point a – introductory part

(a) operators of recharging points shall, at publicly accessible recharging stations ~~with a power output below 50 kW,~~ deployed from the date referred to in Article 24, accept electronic payments through terminals and devices used for payment services, including at least one of the following:

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 5 – paragraph 2 – point a – point iii

~~(iii) devices using an internet connection with which for instance a Quick Response code can be specifically generated and used for the payment transaction;~~deleted

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 5 – paragraph 2 – point b

(b) operators of recharging points shall, at publicly accessible recharging stations with a power output equal to or more than 50 kW, deployed from the date referred to in Article 24, accept electronic payments through terminals and devices used for payment services, including at least one of the following: (i) payment card readers; (ii) devices with a contactless functionality that is at least able to read payment cards.deleted

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI

Proposal for a regulation
Article 5 – paragraph 3

3. Operators of recharging points shall, when they offer automatic authentication at a publicly accessible recharging point operated by them, ensure that end users always have the right not to make use of the automatic authentication and may either recharge their vehicle on an ad hoc basis, as provided for in paragraph 3, or use another non mandatory contract- based or subscription recharging solution offered at that recharging point. Operators of recharging points shall transparently display that option and offer it in a convenient manner to the end user, at each publicly accessible recharging point that they operate and where they make available automatic authentication. Technical solutions to implement the above requirement shall not complicate the use of automatic authentication for users who do wish to make use of it.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 5 – paragraph 5 – introductory part

5. Operators of recharging points shall make easily and clearly display the ad hoc price and all its components at all publicly accessible recharging stations operated by them ~~so that these are known to end users before they initiate a recharging session. At least the following price components, if applicable at the recharging station,~~, on a digital or remote display such as a mobile phone or in the vehicle itself, so that these are known to end users before they initiate a recharging session. The price per kWh shall be clearly displayed:.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 5 – paragraph 5 – indent 1

~~– price per session,~~deleted

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Annalisa TARDINO, Paolo BORCHIA, Marco CAMPOMENOSI

Proposal for a regulation
Article 5 – paragraph 5 – indent 2

~~– price per minu~~delete,d

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 5 – paragraph 5 – indent 3

~~– price per kWh.~~deleted

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI

Proposal for a regulation
Article 5 – paragraph 7

7. From the date referred to in Article 24, operators of recharging points shall ensure that all new publicly accessible recharging points ~~operated by them~~they establish are digitally-connected recharging points and include e-roaming functionality. For existing standard charging points, a transitional period for conversion is established until 2027.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 5 – paragraph 8

8. From the date referred to in Article 24, operators of recharging points shall ensure that all new publicly accessible ~~normal power recharging points operated by them~~ recharging points they establish are digitally-connected recharging points. For existing standared c~~apable of smart recharging~~harging points, a transitional period for conversion is established until 2027.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 6 – paragraph 1 – subparagraph 2

They shall ensure that by 31 December 2030, ~~at least one publicly accessibl~~the hydrogen refuelling ~~station~~infrastructure is deployed in each urban node with capacity proportionate to the fleet of vehicles using alternative fuels. An analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 8 – paragraph 1

Member States shall ensure ~~until~~by 1 January 202530 that a~~n appropriate~~ number of publicly accessible refuelling points for LNG, proportionate to the size of the LNG fleet, are put in place, at least along the TEN-T core network, in order to allow LNG heavy-duty motor vehicles to circulate throughout the Union, where there is demand, unless the costs are disproportionate to the benefits, including environmental benefits.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Annalisa TARDINO, Paolo BORCHIA, Marco CAMPOMENOSI

Proposal for a regulation
Article 9 – paragraph 1 – introductory part

1. Member States shall ensure - and provide the necessary support - that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. To that end, Member States shall take the necessary measures to ensure that by 1 January 2030:

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 9 – paragraph 1 – point a

(a) TEN-T core and TEN-T comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing container ships above 5000 gross tonnes, in the previous three years, is above 50 have sufficient shore-side power output to meet at least 90% of that demand, while considering actual as well as future market needs and ensuring return on investment when private operators are asked to provide OPS;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Annalisa TARDINO, Paolo BORCHIA, Marco CAMPOMENOSI

Proposal for a regulation
Article 9 – paragraph 1 – point b

(b) TEN-T core and TEN-T comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes, in the previous three years, is above 40 have sufficient shore-side power output to satisfy at least 90% of that demand, while considering actual and future market needs and ensuring return on investment when private operators are asked to provide OPS;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Annalisa TARDINO, Paolo BORCHIA, Marco CAMPOMENOSI

Proposal for a regulation
Article 9 – paragraph 1 – point c

(c) TEN-T core and TEN-T comprehensive maritime ports whose average annual number of port calls over the last three years by passenger ships other than ro-ro passenger ships and high- speed passenger craft above 5000 gross tonnes, in the previous three years, is above 25 have sufficient shore-side power output to meet at least 90% of that demand., while considering actual and future market needs and ensuring return on investment when private operators are asked to provide OPS;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Annalisa TARDINO, Paolo BORCHIA, Marco CAMPOMENOSI

Proposal for a regulation
Article 11 – paragraph 1

1. Member States shall ensure that a~~n appropriate~~ number of refuelling points for LNG, proportionate to the size and consumption of the LNG-fuelled vessels, are put in place at TEN-T core maritime ports referred to in paragraph 2, to enable seagoing ships to circulate throughout the TEN-T core network by 31 ~~January~~December 2025. Member States shall cooperate with neighbouring Member States where necessary to ensure adequate coverage of the TEN-T core network.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Annalisa TARDINO, Paolo BORCHIA, Marco CAMPOMENOSI

Proposal for a regulation
Article 11 – paragraph 2

2. Member States shall designate in their national policy frameworks TEN-T core maritime ports that shall provide access to the refuelling points for LNG referred to in paragraph 1, also taking into consideration actual and expected future market needs and developments, while ensuring return on investment when private operators are asked to provide LNG refuelling points.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 1 – introductory part

1. By 1 January 2024, each Member State shall prepare and send to the Commission a draft national policy framework including a detailed funding plan for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point g

(g) measures to promote alternative fuels infrastructure in urban nodes~~, in particular with respect to publicly accessible recharging points~~;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k

(k) measures to remove possible obstacles with regards to planning, permitting and procuring of alternative fuels infrastructure as well as ensure the following:;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k – point i (new)

i) the density of publicly accessible alternative fuels infrastructure nationally available takes into account the population density and the number of registrations of vehicles, powered by alternative fuels as referred to in Article 2 (3), in the local area based on NUTS 3 level in accordance with the latest NUTS classification;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point k – point ii (new)

ii) the minimum fleet-based vehicle to charger ratio of 10:1.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point m

(m) a deployment plan for alternative fuels infrastructure in maritime ports, in particular for electricity and hydrogen, for port services as defined in Regulation (EU) 2017/352 of the European Parliament and of the Council66 , while considering actual as well as future market needs and ensuring return on investment when private operators are asked to provide refuelling and recharging infrastructure; _________________ 66 Regulation (EU) 2017/352 of the European Parliament and of the Council of 15 February 2017 establishing a framework for the provision of port services and common rules on the financial transparency of ports (OJ L 57, 3.3.2017, p. 1).

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point n

(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, ammonia and electricity;, while considering actual as well as future market needs and ensuring return on investment when private operators are asked to provide refuelling and recharging infrastructure.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point o

(o) a deployment plan for alternative fuels in inland waterway transport~~, in particular for both hydrogen and electricity~~;

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p

(p) a deployment plan including targets, key milestones and financing needed, for ~~hydrogen or battery electric train~~alternative fuels on network segments that will not be electrified.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 13 – paragraph 3

3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of the stakeholders concerned, in particular transport and energy infrastructure providers.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 17 – paragraph 1

1. Relevant, consistent and clear information shall be made available as regards motor vehicles which can be regularly fuelled with individual fuels placed on the market, or recharged by recharging points. That information shall be made available in motor vehicle manuals, at refuelling and recharging points, on motor vehicles and in motor vehicle dealerships in their territory. This requirement shall apply to all motor vehicles, and their motor vehicle manuals, placed on the market after ~~18 November~~20 March 20216.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 17 – paragraph 2 – point a

(a) on corresponding pumps and their nozzles at all new and refurbished refuelling points, as from the date on which fuels are placed on the market; or

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 17 – paragraph 2 – point b

(b) in the immediate proximity of all fuel tanks' filling caps of motor vehicles recommended for and compatible with that fuel and in motor vehicle manuals, when such motor vehicles are placed on the market after ~~18 November~~20 March 20216.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 17 – paragraph 3

3. When fuel prices are displayed at a fuel station, a comparison between the relevant unit prices shall be displayed where appropriate, and in particular for electricity and hydrogen, for information purposes following the common methodology for alternative fuels unit price comparison referred to in point 9.3 of Annex II.deleted

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 18 – paragraph 2 – point a – point iv a (new)

(iv a) Accessibility for heavy-duty vehicles, including height, length and width restrictions of the recharging and refuelling points,

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii

(iii) ad hoc price and any possible additional charges.

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 18 – paragraph 2 – point c – point iii a (new)

(iii a) accepted payment methods

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 18 – paragraph 3

3. Member States shall ensure the accessibility of 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 . Where data has been made available at no cost by charging point operators, it shall be made available to end users at no cost by member states. _________________ 67 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).

2022/03/21
Committee: TRAN

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI, Paolo BORCHIA, Annalisa TARDINO

Proposal for a regulation
Article 18 – paragraph 4 – subparagraph 1 (new)

Where these additional specifications create a significant burden on recharging point operators in terms of business impact or efforts related to data collection and provision, the data shall be made available at a reasonable and non- discriminatory cost.

2022/03/21
Committee: TRAN

2021/0214(COD)

Danilo Oscar LANCINI, Roman HAIDER, Hervé JUVIN, Marco CAMPOMENOSI

Proposal for a regulation
Recital 8 a (new)

(8 a) Tackling carbon leakage requires a global action. The European Union must not only lead by example, but also cooperate with its partners to establish a global carbon price or create a climate club with “like-minded partners” as a long-term solution. Thus, the European Union should reinforce its climate diplomacy and open discussion with third countries, which are interested in adopting similar measure to CBAM, in order to harmonise their instruments.

2021/12/16
Committee: INTA

2021/0214(COD)

Danilo Oscar LANCINI, Roman HAIDER, Hervé JUVIN, Marco CAMPOMENOSI

Proposal for a regulation
Recital 10

(10) Existing mechanisms to address the risk of carbon leakage in sectors or sub- sectors at risk of carbon leakage are the ~~transitional~~ free allocation of EU ETS allowances and financial measures to compensate for indirect emission costs incurred from GHG emission costs passed on in electricity prices respectively laid down in Articles 10a(6) and 10b of Directive 2003/87/EC. ~~However,~~The system of free allocation under the EU ETS ~~weakens the price signal that the system provide~~provides s an additional price signal via benchmarks for the installations receiving ithem compared to full auctioning and thus affects the incentives for investment into further abatement of emissions in a positive manner.

2021/12/16
Committee: INTA

2021/0214(COD)

Proposal for a regulation
Recital 10

(10) Existing mechanisms to address the risk of carbon leakage in sectors or sub- sectors at risk of carbon leakage are the transitional free allocation of EU ETS allowances and financial measures to compensate for indirect emission costs incurred from GHG emission costs passed on in electricity prices respectively laid down in Articles 10a(6) and 10b of Directive 2003/87/EC. ~~However, f~~Free allocation under the EU ETS weakens the price signal that the system provides for the installations receiving it compared to full auctioning and thus affects the incentives for investment into further abatement of emissionsat the level of the benchmark, which safeguards the sector-wide incentive to reduce emissions under the ETS, has proven to be an effective measure to reduce the risk of carbon leakage.

2021/12/16
Committee: INTA

2021/0214(COD)

Danilo Oscar LANCINI, Roman HAIDER, Hervé JUVIN, Marco CAMPOMENOSI

Proposal for a regulation
Recital 11

(11) The CBAM ~~seeks to replace these existing~~would introduce a new mechanisms by addressing the risk of carbon leakage in a different way, namely by ensuring equivalent carbon pricing for imports and domestic products. To ensure a gradual transition from the current system of free allowances to the CBAM, the CBAM should be progressively phased in while free allowances in sectors covered by the CBAM are phased out. The combined and transitional, thereby ensuring that carbon emissions on goods consumed and used in the Union are priced equally and that the polluter pays principle applies, regardless of where the emissions have taken place. The combined application of EU ETS allowances allocated free of charge and of the CBAM should in no case result in more favourable treatment for Union goods compared to goods imported into the customs territory of the Union.

2021/12/16
Committee: INTA

2021/0214(COD)

Proposal for a regulation
Recital 15

(15) In order to exclude from the CBAM third countries or territories fully integrated into, or linked, to the EU ETS in the event of future agreements, the power to adopt acts in accordance with Article 290 of TFEU should be delegated to the Commission in respect of amending the list of countries in Annex II. Conversely, those third countries or territories should be excluded from the list in Annex II and be subject to CBAM whereby they do not effectively charge the ETS price on goods exported to the Union. The Commission should continuously monitor this and inform the Parliament and the Council if any change occurs

2021/12/16
Committee: INTA

2021/0214(COD)

Danilo Oscar LANCINI, Roman HAIDER, Hervé JUVIN, Marco CAMPOMENOSI

Proposal for a regulation
Recital 29

(29) The goods under this Regulation should be selected after a careful analysis of their relevance in terms of cumulated GHG emissions and risk of carbon leakage in the corresponding EU ETS sectors while limiting complexity and administrative burden. In particular, the actual selection should take into account basic materials and basic products covered by the EU ETS with the objective of ensuring that imports of energy intensive products into the Union are on equal footing with EU products in terms of EU ETS carbon pricing, and to mitigate risks of carbon leakage. Other relevant criteria to narrow the selection should be: firstly, relevance of sectors in terms of emissions, namely whether the sector is one of the largest aggregate emitters of GHG emissions; secondly, sector’s exposure to significant risk of carbon leakage, as defined pursuant to Directive 2003/87/EC; thirdly, the need to balance broad coverage in terms of GHG emissions while limiting complexity and administrative effort; fourthly, the impact of Covid-19 on global supply chain disruption and the increasing of prices in raw materials and other strategic sectors.

2021/12/16
Committee: INTA

2021/0214(COD)

Danilo Oscar LANCINI, Roman HAIDER, Hervé JUVIN, Marco CAMPOMENOSI

Proposal for a regulation
Recital 58

(58) The Commission should monitor any changes in trade flows attributable to the CBAM, both to assess the efficiency of the measure and to identify practices of circumvention. In order to remedy circumvention of the provisions of this Regulation, the ~~power~~Commission should propose to adoapt ~~acts in accordance with Article 290 of TFEU should be del~~this Regulation when it is deemed necessary and possible, with regaterd to ~~the Commission in respect of supplementing the list of goods in Annex I~~international commitments of the Union, such as those under the WTO.

2021/12/16
Committee: INTA

2021/0214(COD)

Proposal for a regulation
Article 1 – paragraph 3

3. The mechanism ~~will~~should, if effective, progressively become an alternative to the mechanisms established under Directive 2003/87/EC to prevent the risk of carbon leakage, notably the allocation of allowances free of charge in accordance with Article 10a of that Directive, without prejudice to the maintenance of EU ETS allowances allocated free of charge until 2030 and only provided that the CBAM has proven to be effective to prevent the risk of carbon leakage both for imports into or exports from the customs territory of the Union.

2021/12/16
Committee: INTA

2021/0214(COD)

Danilo Oscar LANCINI, Roman HAIDER, Hervé JUVIN

Proposal for a regulation
Article 18 – paragraph 3

~~3. The Commission is empowered to adopt~~ delegated acts in accordance with Article 28 for the accreditation referred to in paragraph 2, specifying conditions for the control and oversight of accredited verifiers, for the withdrawal of accreditation and for mutual recognition and peer evaluation of the accreditation bodies.

2021/12/16
Committee: INTA

2021/0214(COD)

Danilo Oscar LANCINI, Roman HAIDER, Hervé JUVIN, Marco CAMPOMENOSI

Proposal for a regulation
Article 30 – paragraph 2

2. Before the end of the transitional period, the Commission shall present a report to the European Parliament and the Council on the application of this Regulation. The report shall contain, in particular, an in-depthe assessment - developed in close cooperation with the industrial sectors, of the possibilities to further extend the scope of embedded emissions to indirect emissions and to other goods at risk of carbon leakage than those already covered by this Regulation, including down stream products using goods covered by this Regulation, as well as an assessment of the governance system. It shall also contain the assessment of the possibility to further extend the scope to embedded emissions of transportation services as well as to goods further down the value chain and services that may be subject to the risk of carbon leakage in the future. Finally it contains an assessment of extending the scope of this Regulation by including an export adjustment mechanism or the maintenance of free allowances for the EU production destined to the export, in order to ensure a level playing field also for European products that are exported.

2021/12/16
Committee: INTA

2021/0214(COD)

Danilo Oscar LANCINI, Roman HAIDER, Hervé JUVIN, Marco CAMPOMENOSI

Proposal for a regulation
Article 30 – paragraph 3

3. The report by the Commission shall, if appropriate, be accompanied by a legislative proposal. The proposal should consider, inter alia, the option to maintain the allocation of free allowances for EU exports and to allocate a refund for the carbon costs that EU producers incur under the EU Emissions Trading System.

2021/12/16
Committee: INTA

2021/0214(COD)

Danilo Oscar LANCINI, Roman HAIDER, Hervé JUVIN, Marco CAMPOMENOSI

Proposal for a regulation
Article 35 – paragraph 2 – point d

(d) the carbon price due in a country of origin for the embedded emissions in the imported goods, which is not subject to an export rebate or other form of compensation ~~on exportation~~.

2021/12/16
Committee: INTA

2021/0214(COD)

Danilo Oscar LANCINI, Roman HAIDER, Hervé JUVIN

Proposal for a regulation
Annex III – point 6

6. Adaptation of default values based on region specific features Default values can be adapted to particular areas, regions of countries where specific characteristics prevail in terms of objective factors such as geography, natural resources, market conditions, energy mix, or industrial production. When data adapted to those specific local characteristics are available and can define more targeted default values, the latter may be used instead of default values based on EU installations. Where declarants for goods originating in a third country, or a group of third countries can demonstrate, on the basis of reliable data, that alternative region specific adaptation of default values are lower than the default values defined by the Commission the former can be used.deleted

2021/12/16
Committee: INTA

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 17

(17) In the European Green Deal, the Commission stated its intention to take additional measures to address greenhouse gas emissions from the maritime transport sector through a basket of measures to enable the Union to reach its emissions reduction targets. In this context, Directive 2003/87/EC should be amended to include the maritime transport sector in the EU ETS in order to ensure this sector contributes to the increased climate objectives of the Union as well as to the objectives of the Paris Agreement, which requires developed countries to take the lead by undertaking economy-wide emission reduction targets, while developing countries are encouraged to move over time towards economy-wide emission reduction or limitation targets.49 Considering that emissions from international aviation outside Europe should be capped from January 2021 by global market-based action while there is no action in place that caps or prices maritime transport emissions, it ~~is appropriate~~might be highly detrimental that the EU ETS would covers a share of the emissions from voyages between a port under the jurisdiction of a Member State and port under the jurisdiction of a third country, with the third country being able to decide on appropriate action in respect of the other share of emissions. The extension of the EU ETS to the maritime transport sector should thus include half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port outside the jurisdiction of a Member State, half of the emissions from ships performing voyages departing from a port under the jurisdiction of a Member State and arriving at a port outside the jurisdiction of a Member State,because it might cause a loss of competitiveness to our ports, especially in the transhipment sector. In addition, ships operating routes included in the Motorways of the Seas or granting territorial continuity as a public service to islands should not be considered in the scope of the EU ETS, in order to avoid the concrete risk of a modal backshift to more pollutant sectors in the former case, as well as the risk of endangering territorial continuity in the latter one. The extension of the EU ETS to the maritime transport sector should thus include half of the emissions from ships performing voyages arriving at a port under the jurisdiction of a Member State from a port under the jurisdiction of a Member State, and fifty percent of emissions at berth in a port under the jurisdiction of a Member State. This approach has been noted as a practical way to solve the issue of Common but Differentiated Responsibilities and Capabilities, which has been a longstanding challenge in the UNFCCC context. The coverage of a share of the emissions from both incoming and outgoing voyages between the Union and third countries ensures the effectiveness of the EU ETS, notably by increasing the environmental impact of the measure compared to a geographical scope limited to voyages within the EU, while limiting the risk of evasive port calls and the risk of delocalisation of transhipment activities outside the Union. To ensure a smooth inclusion of the sector in the EU ETS, the surrendering of allowances by shipping companies should be gradually increased with respect to verified emissions reported for the period 20238 to 202530. To protect the environmental integrity of the system, to the extent that fewer allowances are surrendered in respect of verified emissions for maritime transport during those years, once the difference between verified emissions and allowances surrendered has been established each year, a corresponding a number of allowances should be cancelled. As from 202631, shipping companies should surrender the number of allowances corresponding to all of their verified emissions reported in the preceding year. __________________ 49 Paris Agreement, Article 4(4).

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 33

(33) The scope of the Innovation Fund referred to in Article 10a(8) of Directive 2003/87/EC should be extended to support innovation in low-carbon technologies and processes that concern the consumption of fuels in the sectors of buildings and road transport. In addition, the Innovation Fund should serve to support investments to decarbonise the maritime transport sector, including investments in sustainable alternative fuels, such as hydrogen and ammonia that are produced from renewables, as well asvestments to decarbonise the maritime transport sector, including investments in sustainable alternative fuels and infrastructures, such as LNG as a middle- term solution, and hydrogen and ammonia as a long-term solution, but also zero- emission propulsion technologies like wind technologies. Considering that revenues generated from penalties raised in Regulation xxxx/xxxx [FuelEU Maritime]52 are allocated to the Innovation Fund as external assigned revenue in accordance with Article 21(5) of the Financial Regulation, the Commission should ensure that due consideration is given to support for innovative projects aimed at accelerating the development and deployment of renewable and low carbon fuels and infrastructures in the maritime sector, as specified in Article 21(1) of Regulation xxxx/xxxx [FuelEU Maritime]. To ensure sufficient funding is available for innovation within this extended scope, the Innovation Fund should be supplemented with 50 million allowances, stemming partly from the allowances that could otherwise be auctioned, and partly from the allowances that could otherwise be allocated for free, in accordance with the current proportion of funding provided from each source to the Innovation Fund. __________________ 52[add ref to the FuelEU Maritime Regulation].

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 43

(43) The Communication of the Commission on Stepping up Europe’s 2030 climate ambition57 , underlined the particular challenge to reduce the emissions in the sectors of road transport and buildings. Therefore, the Commission announced that a further expansion of emissions trading could include emissions from road transport and buildings. Emissions trading for these two new sectors would be established through separate but adjacent emissions trading. This would avoid any disturbance of the well-functioning emissions trading in the sectors of stationary installations and aviation. The new system is accompanied by complementary policies and measures safeguarding against undue price impacts, shaping expectations of market participants and aiming for a carbon price signal for the whole economy. Previous experience has shown that the development of the new market requires setting up an efficient monitoring, reporting and verification system. In view of ensuring synergies and coherence with the existing Union infrastructure for the EU ETS covering the emissions from stationary installations and aviation, it is appropriate to set up emissions trading for the road transport and buildings sectors via an amendment to Directive 2003/87/ЕC. __________________ 57deleted COM(2020)562 final.

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 45

(45) Due to the very large number of small emitters in the sectors of buildings and road transport, it is not possible to establish the point of regulation at the level of entities directly emitting greenhouse gases, as is the case for stationary installations and aviation. Therefore, for reasons of technical feasibility and administrative efficiency, it is more appropriate to establish the point of regulation further upstream in the supply chain. The act that triggers the compliance obligation under the new emissions trading should be the release for consumption of fuels which are used for combustion in the sectors of buildings and road transport, including for combustion in road transport of greenhouse gases for geological storage. To avoid double coverage, the release for consumption of fuels which are used in other activities under Annex I to Directive 2003/87/EC should not be covered.deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 48

(48) The total quantity of allowances for the new emissions trading should follow a linear trajectory to reach the 2030 emissions reduction target, taking into account the cost-efficient contribution of buildings and road transport of 43 % emission reductions by 2030 compared to 2005. The total quantity of allowances should be established for the first time in 2026, to follow a trajectory starting in 2024 from the value of the 2024 emissions limits (1 109 304 000 CO2t), calculated in accordance with Article 4(2) of Regulation (EU) 2018/842 of the European Parliament and of the Council59 on the basis of the reference emissions for these sectors for the period from 2016 to 2018. Accordingly, the linear reduction factor should be set at 5,15 %. From 2028, the total quantity of allowances should be set on the basis of the average reported emissions for the years 2024, 2025 and 2026, and should decrease by the same absolute annual reduction as set from 2024, which corresponds to a 5,43 % linear reduction factor compared to the comparable 2025 value of the above defined trajectory. If those emissions are significantly higher than this trajectory value and if this divergence is not due to small-scale differences in emission measurement methodologies, the linear reduction factor should be adjusted to reach the required emissions reduction in 2030. __________________ 59Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 156, 19.6.2018, p. 26).deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 49

(49) The auctioning of allowances is the simplest and the most economically efficient method for allocating emission allowances, which also avoids windfall profits. Both the buildings and road transport sectors are under relatively small or non-existent competitive pressure from outside the Union and are not exposed to a risk of carbon leakage. Therefore, allowances for buildings and road transport should only be allocated via auctioning without there being any free allocation.deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 50

(50) In order to ensure a smooth start to emissions trading in the buildings and road transport sectors and taking into account the need of the regulated entities to hedge or buy ahead allowances to mitigate their price and liquidity risk, a higher amount of allowances should be auctioned early on. In 2026, the auction volumes should therefore be 30 % higher than the total quantity of allowances for 2026. This amount would be sufficient to provide liquidity, both if emissions decrease in line with reduction needs, and in the event emission reductions only materialise progressively. The detailed rules for this front-loading of auction volume are to be established in a delegated act related to auctioning, adopted pursuant to Article 10(4) of Directive 2003/87/EC.deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 51

(51) The distribution rules on auction shares are highly relevant for any auction revenues that would accrue to the Member States, especially in view of the need to strengthen the ability of the Member States to address the social impacts of a carbon price signal in the buildings and road transport sectors. Notwithstanding the fact that the two sectors have very different characteristics, it is appropriate to set a common distribution rule similar to the one applicable to stationary installations. The main part of allowances should be distributed among all Member States on the basis of the average distribution of the emissions in the sectors covered during the period from 2016 to 2018.deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 52

(52) The introduction of the carbon price in road transport and buildings should be accompanied by effective social compensation, especially in view of the already existing levels of energy poverty. About 34 million Europeans reported an inability to keep their homes adequately warm in 2018, and 6,9 % of the Union population have said that they cannot afford to heat their home sufficiently in a 2019 EU-wide survey60 . To achieve an effective social and distributional compensation, Member States should be required to spend the auction revenues on the climate and energy-related purposes already specified for the existing emissions trading, but also for measures added specifically to address related concerns for the new sectors of road transport and buildings, including related policy measures under Directive 2012/27/EU of the European Parliament and of the Council61 . Auction revenues should be used to address social aspects of the emission trading for the new sectors with a specific emphasis in vulnerable households, micro-enterprises and transport users. In this spirit, a new Social Climate Fund will provide dedicated funding to Member States to support the European citizens most affected or at risk of energy or mobility poverty. This Fund will promote fairness and solidarity between and within Member States while mitigating the risk of energy and mobility poverty during the transition. It will build on and complement existing solidarity mechanisms. The resources of the new Fund will in principle correspond to 25 % of the expected revenues from new emission trading in the period 2026-2032, and will be implemented on the basis of the Social Climate Plans that Member States should put forward under Regulation (EU) 20…/nn of the European Parliament and the Council62 . In addition, each Member State should use their auction revenues inter alia to finance a part of the costs of their Social Climate Plans. __________________ 60 Data from 2018. Eurostat, SILC [ilc_mdes01]. 61Directive 2012/27/EU of the European Parliament and of the Council of 25 October 2012 on energy efficiency, amending Directives 2009/125/EC and 2010/30/EU and repealing Directives 2004/8/EC and 2006/32/EC (OJ L 315, 14.11.2012, p. 1–56). 62[Add ref to the Regulation establishing the Social Climate Fund].deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 54

(54) Innovation and development of new low-carbon technologies in the sectors of buildings and road transport are crucial for ensuring the cost-efficient contribution of these sectors to the expected emission reductions. Therefore, 150 million allowances from emissions trading in the buildings and road transport sectors should also be made available to the Innovation Fund to stimulate the cost-efficient emission reductions.deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 55

(55) Regulated entities covered by the buildings and road transport emissions trading should surrender allowances for their verified emissions corresponding to the quantities of fuels they have released for consumption. They should surrender allowances for the first time for their verified emissions in 2026. In order to minimise the administrative burden, a number of rules applicable to the existing emissions trading system for stationary installations and aviation should be made applicable to emissions trading for buildings and road transport, with the necessary adaptations. This includes, in particular, rules on transfer, surrender and cancellation of allowances, as well as the rules on the validity of allowances, penalties, competent authorities and reporting obligations of Member States.deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 56

(56) For emissions trading in the buildings and road transport sectors to be effective, it should be possible to monitor emissions with high certainty and at reasonable cost. Emissions should be attributed to regulated entities on the basis of fuel quantities released for consumption and combined with an emission factor. Regulated entities should be able to reliably and accurately identify and differentiate the sectors in which the fuels are released for consumption, as well as the final users of the fuels, in order to avoid undesirable effects, such as double burden. To have sufficient data to establish the total number of allowances for the period from 2028 to 2030, the regulated entities holding a permit at the start of the system in 2025 should report their associated historical emissions for 2024.deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 57

(57) It is appropriate to introduce measures to address the potential risk of excessive price increases, which, if particularly high at the start of the buildings and road transport emissions trading, may undermine the readiness of households and individuals to invest in reducing their greenhouse gas emissions. These measures should complement the safeguards provided by the Market Stability Reserve established by Decision (EU) 2015/1814 of the European Parliament and of the Council64 and that became operational in 2019. While the market will continue to determine the carbon price, safeguard measures will be triggered by rules-based automatism, whereby allowances will be released from the Market Stability Reserve only if concrete triggering conditions based on the increase in the average allowance price are met. This additional mechanism should also be highly reactive, in order to address excessive volatility due to factors other than changed market fundamentals. The measures should be adapted to different levels of excessive price increase, which will result in different degrees of the intervention. The triggering conditions should be closely monitored by the Commission and the measures should be adopted by the Commission as a matter of urgency when the conditions are met. This is without prejudice to any accompanying measures that Member States may adopt to address adverse social impacts. __________________ 64Decision (EU) 2015/1814 of the European Parliament and of the Council of 6 October 2015 concerning the establishment and operation of a market stability reserve for the Union greenhouse gas emission trading scheme and amending Directive 2003/87/EC (OJ L 264, 9.10.2015, p. 1).deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 58

(58) The application of emissions trading in the buildings and road transport sectors should be monitored by the Commission, including the degree of price convergence with the existing ETS, and, if necessary, a review should be proposed to the European Parliament and the Council to improve the effectiveness, administration and practical application of emissions trading for those sectors on the basis of acquired knowledge as well as increased price convergence. The Commission should be required to submit the first report on those matters by 1 January 2028.deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 59

(59) In order to ensure uniform conditions for the implementation of Articles 3gd(3), 12(3b) and 14(1) of Directive 2003/87/EC, implementing powers should be conferred on the Commission. To ensure synergies with the existing regulatory framework, the conferral of implementing powers in Articles 14 and 15 of that Directive should be extended to cover the sectors of road transport and buildings. Those implementing powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council65 . __________________ 65Regulation (EU) No 182/2011 of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by the Member States of the Commission's exercise of implementing powers (OJ L 55, 28.02.2011, p. 13).deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 60

(60) In order to adopt non-legislative acts of general application to supplement or amend certain non-essential elements of a legislative act, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of Articles 10(4) and 10a(8) of that Directive. Moreover, to ensure synergies with the existing regulatory framework, the delegation in Articles 10(4) and 10a(8) of Directive 2003/87/EC should be extended to cover the sectors of road transport and buildings. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2016. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. In accordance with the Joint Political Declaration of 28 September 2011 of Member States and the Commission on explanatory documents66, Member States have undertaken to accompany, in justified cases, the notification of their transposition measures with one or more documents explaining the relationship between the components of a directive and the corresponding parts of national transposition instruments. With regard to this Directive, the legislator considers the transmission of such documents to be justified __________________ 66 OJ C 369, 17.12.2011, p. 14.deleted

2022/02/08
Committee: TRAN

2021/0211(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Roman HAIDER, Annalisa TARDINO

Proposal for a directive
Recital 66

(66) In order to mitigate the risk of supply and demand imbalances associated with the start of emissions trading for the buildings and road transport sectors, as well as to render it more resistant to market shocks, the rule-based mechanism of the Market Stability Reserve should be applied to those new sectors. For that reserve to be operational from the start of the system, it should be established with an initial endowment of 600 million allowances for emissions trading in the road transport and buildings sectors. The initial lower and upper thresholds, which trigger the release or intake of allowances from the reserve, should be subject to a general review clause. Other elements such as the publication of the total number of allowances in circulation or the quantity of allowances released or placed in the reserve should follow the rules of the reserve for other sectors.deleted

2022/02/08
Committee: TRAN

Proposal for a directive
Annex I – point 3 – point c

Directive 2003/87/EC
Annex IV – part C

~~(c) the following Part C is added: PART C — Monitoring and reporting of emissions corresponding to the activity referred to in Annex III~~deleted

2022/02/08
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Recital 3

(3) In the context of fuel transition to renewable and low carbon fuels and substitute sources of energy, it is essential to ensure the proper functioning of and fair competition in the EU maritime transport market regarding marine fuels, which account for a substantial share of ship operators’ costs. Total cost of ownership of shipping assets shall be a driving variable in the decisions taken by policy makers, while guiding the search for the optimal decarbonisation pathways in the shipping industry. Differences in fuel requirements across Member States of the Union can significantly affect ship operators’ economic performance and negatively impact competition in the market. Due to the international nature of shipping, ship operators may easily bunker in third countries and carry large amounts of fuel. This may lead to carbon leakage and detrimental effects on the competitiveness of the sector if the availability of renewable and low carbon fuels in maritime ports under the jurisdiction of a Member State is not accompanied by a scaled production and due requirements for their use that apply to all ship operators arriving at and departing from ports under the jurisdiction of Member States. This Regulation should lay down measures to ensure that the penetration of renewable low-carbon fuels in the marine fuels market takes place under the conditions of fair competition on the EU maritime transport market, leaving shipping operators the choice of lower abatement cost option. This is essential to guarantee the competitiveness of European shipping industries and the relevance of logistic routes linking European ports with global trade. LNG today plays a role as a transition low- carbon fuel, while laying the ground for the roll out of bioLNG and eLNG in the forthcoming decades. The Commission shall consider the technological advantages of these decarbonized alternatives in terms of abatement cost and infrastructure readiness, particularly with regards to hydrogen and ammonia- based shipping.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Recital 9

(9) While instruments such as carbon pricing or targets on the carbon intensity of activity promote improvements in energy efficiency, they are not suited to bring about a significant shift towards renewable and low-carbon fuels in the short and medium term. A specific regulatory approach dedicated to the deployment of renewable and low-carbon marine fuels and substitute sources of energy~~, such as wind or electricity, is therefore necessary~~ is therefore necessary to be implemented in a goal-based, technology neutral and cost effective manner.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
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, liquefied natural gas 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, liquefied natural gas 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.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Recital 21

(21) The use of on-shore power supply (OPS) abates air pollution produced by ships as well as reduces the amount of GHG emissions generated by maritime transport. OPS represents an increasingly clean power supply available to ships at berth, in view of the growing renewables share in the EU electricity mix. While only the provision on OPS connection points is covered by Directive 2014/94/EU (Alternative Fuels Infrastructure Directive – AFID), the demand for and, as a result, the deployment of this technology has remained limited. Therefore specific rules should be established to mandate the use of OPS by the most polluting ships, preserving the compliance between this regulation and XXX [AFIR] Regulation.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Recital 22

(22) In addition to OPS, other technologies might be capable of offering equivalent environmental benefits in ports. When on a well to wake approach the use of an alternative technology is demonstrated to be equivalent to the use of OPS, a ship should be exempted from its use of OPS.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Article 2 – paragraph 1 – point c

(c) a half of the energy used on voyages departing from or arriving to a port of call under the jurisdiction of a Member State, where the last or the next port of call is under the jurisdiction of a third country.deleted

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Article 2 – paragraph 2 a (new)

If a thorough ex-ante impact assessment regarding the risks of cargo diversion establishes that no major negative impacts on EU ports are expected, the Commission shall propose an amendment to this Regulation aiming at applying the Regulation to X percent (X%) of the energy used on voyages departing from or arriving to a port of call under the jurisdiction of a Member State, where the last or the next port of call is under the jurisdiction of a third country.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Article 3 – paragraph 1 – point e

(e) ‘renewable fuels of non-biological origin’ means liquid and gaseous transport renewable fuels of non- biological origin as defined in Article 2, point (36), of Directive (EU) 2018/2001;

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Article 4 – paragraph 2 – subparagraph 1

[Asterix: The reference value, which calculation will be carried out at a later stage of the legislative procedure, corresponds to the fleet average greenhouse gas intensity of the energy used on-board by ships in 202019 determined on the basis data monitored and reported in the framework of Regulation (EU) 2015/757 and using the methodology and default values laid down in Annex I to that Regulation.] The phase-in timescale, as laid down in Paragraph 2, shall take into account the availability of alternative solutions to the use of current fuels and be revised, if necessary, on the basis of the report that the Commission shall present on the evolution of technologies and market for renewable and low fuels in maritime transport, pursuant to Article 28 of the present Regulation].

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Article 5 – paragraph 1

1. From 1 January 2030, a ship ~~at berth in a port of call under the jurisdiction of a Member State~~moored at the quayside in a port of call that falls within the scope of Article 9 of XXX [AFIR] Regulation, shall connect to on-shore power supply and use it for all energy needs while at berth, except for boilers and other thermal devices which can't be powered through OPS.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Article 5 – paragraph 3 – point d

(d) that are unable to connect to on- shore power supply due to unavailable connection points at the visited berth in a port;

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Article 5 – paragraph 6 a (new)

6a. According to Article 28, the European Commission should present a report on the availability of infrastructures for on shore power supply in the European ports' system by 2030. In case the infrastructure is not completely built up and functioning in a given port, the exceptions listed under paragraph 3 should remain into force until its completion.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Article 9 – paragraph 1 – point c

(c) biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops of high indirect land-use change-risk shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Article 9 – paragraph 3 a (new)

3a. Companies shall also be entitled to divert from the established default values for the well-to-tank emission factors for fossil fuels to account for differing performance in terms of associated emissions, certified by recognized EU or international standards. The Commission is empowered to adopt delegated acts in accordance with Article 26, in order to supplement this Regulation and set the standards developed.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Article 9 a (new)

Article 9 a Certification of fossils fuels 1. Companies shall be entitled to divert from the established default values for the tank-to-wake emission factors provided that actual values are certified by means of laboratory testing or direct emissions measurements. The Commission is empowered to adopt delegated acts to supplement this Regulation by establishing the rules on conducting the laboratory testing and direct emissions measurements. 2. Companies shall be entitled to divert from the established default values for the well-to-tank emission factors provided that actual values are certified. The Commission is empowered to adopt delegated acts to supplement this Regulation by establishing the rules on certifying actual well-to-tank emissions.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
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, as well as stimulating fleet renewal across the European Union maritime technology industry, to achieve significant emission reductions.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Annex I – paragraph 4 – subparagraph 1

~~For the purpose of this regulation the term ∑𝒌𝑬𝒌 × 𝑪𝑶𝟐𝒆𝒒 𝒆𝒍𝒆𝒄𝒕𝒓𝒊𝒄𝒊𝒕𝒚, 𝒌 in the numerator of Equation (1) shall be set to zero.~~deleted 𝒄

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Annex II – paragraph 11

Column 7 contains the emission factor Cf for methane in [gCH4/gfuel]. Default values as contained in the table shall be used. Values certified by mean of testing can be used in place of the default values. For LNG fuels (i.e. LNG, bio-LNG and e- LNG) Cf for methane are set to zero.

2022/04/28
Committee: TRAN

2021/0210(COD)

Marco CAMPOMENOSI, Paolo BORCHIA, Massimo CASANOVA, Annalisa TARDINO, Roman HAIDER

Proposal for a regulation
Annex II – paragraph 13

Column 9 identifies the part of fuel lost as fugitive emissions (Cslip) measure as % of mass of fuel used by the specific energy converter. ~~Default values as contained in the table shall be used. Values certified by mean of testing can be used in place of the default values.~~ For fuels such as LNG for which the fugitive emissions (slip) exists, the amount of fugitive emissions as presented in Table 1 is expressed in % of the mass of fuel used (Column 9). The values contained in Column 9 shall be used, in accordance with equation (1). The values of Cslip in Table (1) are calculated at 50% of the engine load. Default values as contained in the table shall be used. Values certified by mean of testing can be used in place of the default values.

2022/04/28
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Recital 22

(22) The Union’s energy efficiency target was initially set and calculated using the 2007 Reference Scenario projections for 2030 as a baseline. The change in the Eurostat energy balance calculation methodology and improvements in subsequent modelling projections call for a change of the baseline. Thus, using the same approach to define the target, that is to say comparing it to the future baseline projections, the ambition of the Union’s 2030 energy efficiency target is set compared to the 2020 Reference Scenario projections for 2030 reflecting national contributions from the NECPs. With that updated baseline, the Union will need to further increase its energy efficiency ambition by at least 9 % in 2030 compared to the level of efforts under the 2020 Reference Scenario. The new way of expressing the level of ambition for the Union’s targets does not affect the actual level of efforts needed and corresponds to a reduction of 36% for final and 39% for primary energy consumption respectively when compared to the 2007 Reference Scenario projections for 2030.deleted

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Recital 24

(24) The need for the Union to improve its energy efficiency should be expressed in primary and final energy consumption, to be achieved in 2030, indicating additional level of efforts required when compared to the measures in place or planned measures in the national energy and climate plans. The 2020 Reference Scenario projects 864 Mtoe of final energy consumption and 1124 Mtoe of primary energy consumption to be reached in 2030 (excluding ambient heat and including international aviation). An additional reduction of 9% results in 787 Mtoe and 1023 Mtoe in 2030 respectively. Compared to 2005 levels, it means that final energy consumption in the Union should be reduced by some 23% and primary and energy consumption should be reduced by some 32%. There are no binding targets at Member State level in the 2020 and 2030 perspectives, and Member States should establish their contributions to the achievement of the Union’s energy efficiency target taking into account the formula provided in this Directive. Member States should be free to set their national objectives based either on primary or final energy consumption or primary or final energy savings, or on energy intensity. This Directive amends the way how Member States should express their national contributions to the Union´s target. Member States’ contributions to the Union’s target should be expressed in final and primary energy consumption to ensure consistency and monitoring of progress. A regular evaluation of progress towards the achievement of the Union's 2030 targets is necessary and is provided for in Regulation (EU) 2018/1999.deleted

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Recital 50

(50) When designing policy measures to fulfil the energy savings obligation, Member States should respect the climate and environmental standards and priorities of the Union and comply with the principle of ‘do no significant harm’ within the meaning of Regulation (EU) 2020/85271. Member States should not promote activities that are not environmentally sustainable such as use of solid fossil fuels. The energy savings obligation aims at strengthening the response to climate change by promoting incentives to Member States to implement a sustainable and clean policy mix, which is resilient, and mitigates climate change. Therefore, energy savings from policy measures regarding the use of direct fossil fuel combustion will not be eligible energy savings under energy savings obligation as of transposition of this Directive. It will allow aligning the energy savings obligation with the objectives of the European Green Deal, the Climate Target Plan, the Renovation Wave Strategy, and mirror the need for action identified by the IEA in its net zero report72. The restriction aims at encouraging Member States to spend public money into future-proof, sustainable technologies only. It is important that Member States provide a clear policy framework and investment certainty to market actors. The implementation of the calculation methodology under energy savings obligation should allow all market actors to adapt their technologies in a reasonable timeframe. Where Member States support the uptake of efficient fossil fuel technologies or early replacement of such technology, for example through subsidy schemes or energy efficiency obligation schemes, energy savings may not be eligible anymore under the energy savings obligation. While energy savings resulting, for example, from the promotion of natural gas-based cogeneration would not be eligible, the restriction would not apply for indirect fossil fuel usage, for example where the electricity production includes fossil fuel generation. Policy measures targeting behavioural changes to reduce the consumption of fossil fuel, for example through information campaigns, eco- driving, should remain eligible. The energy savings from policy measures targeting building renovations may contain measures such as a replacement of fossil fuel heating systems together with building fabric improvements, which should be limited to those technologies that allow achieving the required energy savings according to the national building codes established in a Member State. Nevertheless, Member States should promote upgrading heating systems as part of deep renovations in line with the long- term objective of carbon neutrality, i.e. reducing the heating demand and covering the remaining heating demand with a carbon-free energy source. _________________ 71 Regulation (EU) 2020/852 of the European Parliament and of the Council of 18 June 2020 on the establishment of a framework to facilitate sustainable investment, and amending Regulation (EU) 2019/2088, OJ L 198, 22.6.2020, p. 13). 72IEA (International Energy Agency) (2021), Net Zero by 2050 A Roadmap for the Global Energy Sector, https://www.iea.org/reports/net-zero-by- 2050).

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Recital 51

(51) Member States' energy efficiency improvement measures in transport are eligible to be taken into account for achieving their end-use energy savings obligation. Such measures include policies that are, inter alia, dedicated to promoting more efficient vehicles, a modal shift to cycling, walking and collective transport, or mobility and urban planning that reduces demand for transport. In addition, schemes which accelerate the uptake of new, more efficient vehicles or policies fostering a shift to fuels with reduced levels of emissions, except policy measures regarding the use of direct fossil fuel combustion, that reduce energy use per kilometre are also capable of being eligible, subject to compliance with the rules on materiality and additionality set out in Annex V to this Directive. ~~Policy measures promoting the uptake of new fossil fuel vehicles should not qualify as eligible measures under the energy savings obligation.~~

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Recital 54

(54) Member States and obligated parties should make use of all available means and technologies~~, except regarding the use of direct fossil fuel combustion technologies,~~ to achieve the cumulative end-use energy savings required, including by promoting sustainable technologies in efficient district heating and cooling systems, efficient heating and cooling infrastructure and energy audits or equivalent management systems, provided that the energy savings claimed comply with the requirements laid down in Article 8 and Annex V to this Directive. Member States should aim for a high degree of flexibility in the design and implementation of alternative policy measures. Member States should encourage actions resulting in energy savings over the long lifetimes.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Recital 123

(123) Energy generated on or in buildings from renewable energy technologies reduces the amount of energy supplied from fossil fuels. The reduction of energy consumption and the use of energy from renewable sources in the buildings sector are important measures to reduce the Union's energy dependence and greenhouse gas emissions, especially in view of ambitious climate and energy objectives set for 2030 as well as the global commitment made in the context of the Paris Agreement. For the purposes of their cumulative energy savings obligation Member States may take into account energy savings from policy measures promoting renewable technologies to meet their energy savings requirements in accordance with the calculation methodology provided in this Directive . ~~Energy savings from policy measures regarding the use of direct fossil fuel combustion should not be counted.~~

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 3

3. ‘energy system’ means a system primarily designed to supply energy- services to satisfy the demand of end-use sectors for energy in the forms of heat, cooling, fuels, and electricity.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 2 – paragraph 1 – point 5

5. ‘final energy consumption’ means all energy supplied to industry, transport (including energy consumption in international aviation) , households, public and private services, agriculture , forestry and fishing and other end-users (final consumers of energy). It excludes energy consumption in international maritime bunkers, ambient heat and deliveries to the transformation sector, the energy sector and losses due to transmission and distribution ~~(definitions in Annex A of Regulation (EC) No 1099/2008 apply);~~

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 4 – paragraph 2 – subparagraph 2 – point e – point iv a (new)

iv (a) Availability of energy infrastructure

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 5 – paragraph 1 – subparagraph 1

Member States may take into account climatic variations within the Member State when calculating their public bodies’ final energy consumption. Member States shall ensure that these provisions do not negatively affect providers of services of general interest in the pursuit of their activities.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 5 a (new)

Article 5 a Transport policy measures and public investments in major transport infrastructure projects must be based on a provisional life cycle carbon analysis incorporating the impacts of the project on traffic flows and modal shifts as well as more energy-efficient alternatives.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 6 – paragraph 1 – introductory part

(1) Without prejudice to Article 7 of Directive 2010/31/EU of the European Parliament and of the Council92, each Member State shall ensure that at least 3 % of the total floor area of heated and/or cooled buildings owned by public bodies is renovated each year to at least be transformed into nearly zero-energy buildings in accordance with Article 9 of Directive 2010/31/EU. Railway installations (standard gauge railways, underground railways and tramways), workshops, operational buildings, warehouses and buildings conserved as monuments shall be exempt from the obligation. _________________ 92Directive 2010/31/EC of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153, 18.6.2010, p. 13).

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 7 – paragraph 1 – introductory part

(1) Member States shall furthermore ensure that contracting authorities and contracting entities, when concluding public contracts and concessions with a value equal to or greater than the threshold~~s laid down in Article 8 of Directive 2014/23/EU, Article 4 of Directive 2014/24/EU and~~ referred to in the first subparagraph, apply the energy efficiency first principle referred to in Article 153 of this Directive ~~2014/25/EU, purchase only products, services, buildings and works with high energy- efficiency performance in accordance with the~~, including for those public contracts and concessions for which no specific requirements are~~ferred to~~ provided in Annex IV ~~to this Directive~~.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 8 – paragraph 1 – point c

c) new savings each year from 1 January 2024 to 31 December 2030 of 1,5 % of annual final energy consumption, averaged over the three-year period prior to 1 January 2020.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 25 – paragraph 1

(1) National energy regulatory authorities shall apply the energy efficiency first principle in accordance with Article 3 of this Directive in carrying out the regulatory tasks specified in Directives (EU) 2019/944 and 2009/73/EC regarding their decisions on the operation of the gas and electricity infrastructure, including their decisions on network tariffs, taking into account cross-sectoral system efficiency.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 25 – paragraph 2

(2) Member States shall ensure that gas and electricity transmission and distribution network operators apply the energy efficiency first principle in accordance with Article 3 of this Directive in their network planning, network development and investment decisions. While taking security of supply and market integration into account, Member States shall ensure that transmission system operators and distribution system operators ~~do not~~ invest in ~~stranded~~future-proof assets to contribute to climate change mitigation. National regulatory authorities should provide methodologies and guidance on how to assess alternatives in the cost- benefit analysis, taking into account wider benefits, and verify the implementation of the energy efficiency first principle by the transmission system operators or distribution system operators when approving, verifying or monitoring the projects submitted by the transmission system operators or distribution system operators.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 25 – paragraph 3

(3) Member States shall ensure that transmission and distribution network operators map network losses and take cost-effective measures to reduce network losses. Transmission and distribution network operators shall report those measures and expected energy savings through the reduction of network losses to the national energy regulatory authority. National energyrecord network losses. The national regulatory authorities shall ~~limit the possibility for~~encourage transmission and distribution ~~network~~ operators to ~~recover avoidabl~~optimise network losses ~~from tariffs paid by consumer~~and monitor developments in respect of network losses. Member States shall ensure that transmission and distribution operators assess energy efficiency improvement measures with regard to their existing gas or electricity transmission or distribution systems and improve energy efficiency in infrastructure design and operation. Member States shall encourage transmission and distribution network operators to develop innovative solutions to improve the energy efficiency of existing systems through incentive based regulations.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Article 25 – paragraph 7

(7) National regulatory authorities shall ensure the removal of those incentives in transmission and distribution tariffs that are detrimental to the ~~energy~~overall efficiency of the generation, transmission, distribution and supply of electricity and gas.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Annex III – point a – paragraph 1 – indent 3

— direct emissions of the carbon dioxide from cogeneration production that is fuelled with fossil fuels, are less than 270 gCO2 per 1 kWh of energy output from the combined generation (including heating/cooling, power and mechanical energy). This requirement for a high level of efficiency applies from the entry into force of the directive in the case of new installations, and from 2030 for incumbent installations.

2022/02/15
Committee: TRAN

2021/0203(COD)

Proposal for a directive
Annex V – point 2 – point g

(g) policies with the purpose of encouraging higher levels of energy efficiency of products, equipment, transport systems, vehicles and fuels, buildings and building elements, processes or markets shall be permitted~~, except those policy measures regarding the use of direct combustion of fossil fuel technologies, that are implemented as from 1 January 2024~~;

2022/02/15
Committee: TRAN

2021/0201(COD)

Proposal for a regulation
Recital 5

(5) In order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels, implementable, binding annual targets for net greenhouse gas removals should be set out for each Member State in the land use, land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in Regulation (EU) 2018/842 of the European Parliament and of the Council32 )~~, resulting in a target of 310 millions of tonnes CO2 equivalent of net removals for the Union as a whole in 2030~~. The methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 20168, 20179 and 201820, reported by each Member State, and reflect the current mitigation performance of the land use, land use change and forestry sector, and each Member State’s share of the managed land area in the Union, taking into account the capacity of that Member State to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity. __________________ 32Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 156, 19.6.2018, p. 26).

2022/02/03
Committee: TRAN

2021/0201(COD)

Proposal for a regulation
Recital 8

(8) The land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner, and subsequently generate more greenhouse gas removals than emissions. A collective, achievable commitment aiming to achieve climate- neutrality in the land sector in 2035 at EU level can provide the needed planning certainty to drive land- based mitigation action in the short term, considering that it can take many years for such action to deliver the desired mitigation outcomes. Moreover, the land sector is projected to become the largest sector in the EU greenhouse gas flux profile in 2050. It is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. By mid-2024, the Member States should submit their updated integrated national energy and climate plans in accordance with Article 14 of Regulation (EU) 2018/1999 of the European Parliament and of the Council34 . The plans should include relevant measures by which each Member State best contributes to the collective target of climate neutrality in the land sector at EU level in 2035. On the basis of these plans, the Commission should propose national targets, ensuring that the Union-wide greenhouse gas emissions and removals in the land use, land use change and forestry sector and the emissions from the agriculture non-CO2 sectors are at least balanced by 2035. Contrary to the EU level target of climate neutrality for the land sector by 2035, such national targets will be binding and enforceable on each Member State. __________________ 34Regulation (EU) 2018/1999 of the European Parliament and of the Council of 11 December 2018 on the Governance of the Energy Union and Climate Action, amending Regulations (EC) No 663/2009 and (EC) No 715/2009 of the European Parliament and of the Council, Directives 94/22/EC, 98/70/EC, 2009/31/EC, 2009/73/EC, 2010/31/EU, 2012/27/EU and 2013/30/EU of the European Parliament and of the Council, Council Directives 2009/119/EC and (EU) 2015/652 and repealing Regulation (EU) No 525/2013 of the European Parliament and of the Council (OJ L 328, 21.12.2018, p.1).

2022/02/03
Committee: TRAN

2021/0201(COD)