Activities of Georg MAYER

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 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 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 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 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 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 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 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 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 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 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 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

2023/0271(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

2023/0053(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)

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

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)

Jaak MADISON, Georg MAYER, Harald VILIMSKY

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

2022/0365(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

2022/0099(COD)

Georg MAYER

Proposal for a regulation
–

The European Parliament rejects the Commission proposal.

2022/10/30
Committee: ITRE

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)

Proposal for a recommendation
Paragraph 1 – point k b (new)

(ka) withdraw the proposal to form a European standing corps under the so- called EU Rapid Deployment Capacity as provided for in the Strategic Compass;

2022/05/06
Committee: AFET

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

2021/0420(COD)

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
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 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)

Barbara THALER, Christian SAGARTZ, Simone SCHMIEDTBAUER, Angelika WINZIG, Lukas MANDL, Alexander BERNHUBER, Othmar KARAS, Günther SIDL, Theresa BIELOWSKI, Hannes HEIDE, Andreas SCHIEDER, Evelyn REGNER, Roman HAIDER, Harald VILIMSKY, Georg MAYER, Monika VANA, Thomas WAITZ, Sarah WIENER, Claudia GAMON

Proposal for a regulation
Annex 2 - table - section AT

Node Name: Klagenfurt Rail road terminals: co~~mprehensiv~~re (Villach -Fürnitz)

2023/01/25
Committee: TRAN

2021/0223(COD)

Proposal for a regulation
Recital 5

(5) Therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. The use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. In particular, in the road sector, due to a one-sided funding policy and a rejection of technological neutrality a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later, with full commercialisation taking its time. The use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuels or renewable and low- carbon synthetic gaseous and liquid fuels.

2022/02/07
Committee: ITRE

2021/0223(COD)

Proposal for a regulation
Recital 8 a (new)

(8 a) For vehicles running on biofuels and synthetic fuels, the establishment of a refuelling infrastructure is not necessary, as the existing network of gas stations can be used without significant adaptations. In order to keep costs low for public authorities, the private sector and the end user, preference should be given to this technology whenever possible;

2022/02/07
Committee: ITRE

2021/0223(COD)

Proposal for a regulation
Recital 9

(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. ~~Continued uneven distribution would jeopardize the u~~The politically enforced acceptaknce of such vehicles~~, limiting~~ jeopardises connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level, to the exclusion of economic efficiency and general market considerations, will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Unionare a disproportionate violation of the subsidiarity principle.

2022/02/07
Committee: ITRE

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)

Proposal for a regulation
Recital 10

(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric, especially with regard to the durability of the installed rechargeable batteries, and plug-in hybrid vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.

2022/02/07
Committee: ITRE

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)

Proposal for a regulation
Recital 13

(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes ~~should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to support the expected market uptake of battery~~influences the establishment of heavy electric vehicles in a plan-based manner by building a publicly accessible infrastructure coverage for electric heavy-duty vehicles.;

2022/02/07
Committee: ITRE

2021/0223(COD)

Proposal for a regulation
Recital 14

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

2022/02/07
Committee: ITRE

2021/0223(COD)

Proposal for a regulation
Recital 20

(20) Smart metering systems as defined in Directive (EU) 2019/944 of the European Parliament and of the Council52 enable real-time data to be produced, which is needed to ensure the stability of the grid and to encourage rational use of recharging services. By providing energy metering in real time and accurate and transparent information on the cost, they encourage, in combination with smart recharging points, recharging at times of low general electricity demand and low energy prices. The use of smart metering systems in combination with smart recharging points can optimise recharging, with benefits for the electricity system and for the end user. Member States should encourage the use of smart metering system for the recharging of electric vehicles at publicly accessible recharging stations, where technically feasible and economically reasonable, and ensure that these systems comply with the requirements laid down in Article 20 of Directive (EU) 2019/444. Personal and vehicle-related data of the end user are not collected and stored at any time. _________________ 52Directive (EU) 2019/944 of the European Parliament and of the Council of 5 June 2019 on common rules for the internal market for electricity and amending Directive 2012/27/EU (OJ L 158, 14.6.2019, p. 125).

2022/02/07
Committee: ITRE

2021/0223(COD)

Proposal for a regulation
Recital 21

(21) The increasing number of electric vehicles in road, rail, maritime and other transport modes will require that recharging operations are optimised and managed in a way that ~~does not cause~~avoids congestion and ~~takes full advantage of the availability of renewable electricity~~averts the threats to the availability and security of supply of electricity from renewable sources and low electricity prices in the ~~system~~grid. Smart recharging in particular can facilitate the integration of electric vehicles into the electricity system further as it enables demand response through aggregation and through price based demand response. System integration can further be facilitated through bi- directional recharging (vehicle-to-grid). All normal recharging points ~~at which vehicles are typically parked for a longer period~~ should therefore support smart recharging.

2022/02/07
Committee: ITRE

2021/0223(COD)

Proposal for a regulation
Recital 28

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

2022/02/07
Committee: ITRE

2021/0223(COD)

Roman HAIDER, Georg MAYER, Massimo CASANOVA, Marco CAMPOMENOSI

Proposal for a regulation
Recital 37

(37) In accordance with Article 3 of Directive 2014/94/EU, Member States have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. Both the assessment of the national policy framework and the evaluation of Directive 2014/94/EU have highlighted the need for higher ambition and a better coordinated approach across Member States in view of the expected acceleration in the uptake of alternative fuel vehicles, in particular of electric vehicles. ~~Furthermore, alternatives to fossil fuel will be needed in all transport modes to meet the ambitions of the European Green Deal.~~ The existing National Policy Frameworks should be revised to clearly describe how the much greater need for publicly accessible recharging and refuelling infrastructure as expressed in the mandatory targets is going to be met by the Member States. The revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists.

2022/02/07
Committee: ITRE

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)

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)

Elena LIZZI, Isabella TOVAGLIERI, Danilo Oscar LANCINI, Paolo BORCHIA, Gianna GANCIA, Georg MAYER, Markus BUCHHEIT

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, 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 emissions.

2022/02/08
Committee: ITRE

2021/0214(COD)

Elena LIZZI, Isabella TOVAGLIERI, Danilo Oscar LANCINI, Paolo BORCHIA, Gianna GANCIA, Georg MAYER, Markus BUCHHEIT

Proposal for a regulation
Recital 34

(34) However, aluminium products should be included in the CBAM as they are highly exposed to carbon leakage. Moreover, in several industrial applications they are in direct competition with steel products because of characteristics closely resembling those of steel products. Inclusion of aluminium is also relevant as the scope of the CBAM may be extended to cover also indirect emissions in the future. However, including indirect emissions and pricing them in the CBAM could be considered only once the mismatch between indirect carbon costs and indirect carbon emissions has been reduced to a minimum. If after the initial transitional period, the data collected by the Commission shows that the CBAM cannot effectively protect against carbon leakage and incentivise the reduction of global emissions, further phase-in of CBAM and phase-out of free allocation of emission allowances should be paused until an effective solution can be found.

2022/02/08
Committee: ITRE

2021/0214(COD)

Elena LIZZI, Isabella TOVAGLIERI, Danilo Oscar LANCINI, Paolo BORCHIA, Gianna GANCIA, Georg MAYER, Markus BUCHHEIT

Proposal for a regulation
Recital 35 a (new)

(35 a) In case European industries producing goods subject to the CBAM face serious difficulties as a result of its implementation, an in-depth assessment developed in close cooperation with the industrial sectors should be made as promptly as possible to examine whether a CBAM is effective and practicable.

2022/02/08
Committee: ITRE

2021/0214(COD)

Elena LIZZI, Isabella TOVAGLIERI, Danilo Oscar LANCINI, Paolo BORCHIA, Gianna GANCIA, Georg MAYER, Markus BUCHHEIT

Proposal for a regulation
Recital 36 a (new)

(36 a) Before widening the scope of the CBAM to new sectors, including downstream products using goods covered by the CBAM, a prior assessment should be made by the European Commission in consultation with the industrial sectors in order to check its practicability and effectiveness.

2022/02/08
Committee: ITRE

2021/0211(COD)

Marco DREOSTO, Elena LIZZI, Paolo BORCHIA, Gianna GANCIA, Georg MAYER, Isabella TOVAGLIERI

Proposal for a directive
Article 1 – paragraph 1 – point 12 – point a – point i

Directive 2003/87/EC
Article 8(4)

(i) the following two subparagraphs are inserted after the second subparagraph: ‘In the case of installations covered by the obligation to conduct an energy audit under Article 8(4) of Directive 2012/27/EU of the European Parliament and of the Council(*) [Article reference to be updated with the revised Directive], free allocation shall only be granted fully if the recommendations of the audit report are implemented, to the extent that the pay-back time for the relevant investments does not exceed five years and that the costs of those investments are proportionate. Otherwise, the amount of free allocation shall be reduced by 25 %. The amount of free allocation shall not be reduced if an operator demonstrates that it has implemented other measures which lead to greenhouse gas emission reductions equivalent to those recommended by the audit report. The measures referred to in the first subparagraph shall be adjusted accordingly. No free allocation shall be given to installations in sectors or subsectors to the extent they are covered by other measures to address the risk of carbon leakage as established by Regulation (EU) …./.. [reference to CBAM](**). The measures referred to in the first subparagraph shall be adjusted accordingly _________ (*) Directive 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).”; (**) [CBAM full reference]’deleted

2022/02/08
Committee: ITRE

2021/0211(COD)

Marco DREOSTO, Elena LIZZI, Paolo BORCHIA, Gianna GANCIA, Georg MAYER, Markus BUCHHEIT, Isabella TOVAGLIERI

Proposal for a directive
Article 1 – paragraph 1 – point 12 – point b

Directive 2003/87/EC
Article 10 a – paragraph 1 a – new

1a. No free allocation shall be given in relation to the production of products listed in Annex I of Regulation [CBAM] as from the date of application of the Carbon Border Adjustment Mechanism. By way of derogation from the previous subparagraph, for the first years of operation of Regulation [CBAM], the production of these products shall benefit from free allocation in reduced amounts. A factor reducing the free allocation for the production of these products shall be applied (CBAM factor). The CBAM factor shall be equal to 100 % for the period during the entry into force of [CBAM regulation] and the end of 2025, 90 % in 2026 and shall be reduced by 10 percentage points each year to reach 0 % by the tenth year. The reduction of free allocation shall be calculated annually as the average share of the demand for free allocation for the production of products listed in Annex I of Regulation [CBAM] compared to the calculated total free allocation demand for all installations, for the relevant period referred to in Article 11, paragraph 1. The CBAM factor shall be applied. Allowances resulting from the reduction of free allocation shall be made available to support innovation in accordance with Article 10a(8).;deleted

2022/02/08
Committee: ITRE

2021/0211(COD)

Marco DREOSTO, Elena LIZZI, Paolo BORCHIA, Gianna GANCIA, Georg MAYER, Markus BUCHHEIT, Isabella TOVAGLIERI

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

Directive 2003/87/EC
Article 1 – paragraph 1 – point 12 a (new)

(12a) In order to avoid an adjustment of free allocation as of Article 10a (5), in addition to the flexibility provided in paragraph 5a, allowances in the market stability reserve shall be used corresponding to an amount of up to 5% of the total quantity of allowances.

2022/02/08
Committee: ITRE

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
Recital 14

(14) In order to have an impact, the energy efficiency first principle needs to be consistently applied by decision makers in all relevant policy, planning and major investment decisions – that is to say large- scale investments with a value of more than 50 euro million each or 75 euro million for transport infrastructure projects – affecting energy consumption or supply, with due regard for the principle of technology neutrality. The proper application of the principle requires using the right cost-benefit analysis methodology, setting enabling conditions for energy efficient solutions and proper monitoring. Demand side flexibility can bring significant benefits to consumers and to society at large, and can increase the efficiency of the energy system and decrease the energy costs, for example by reducing system operation costs, which must result~~ing~~ in lower tariffs for all consumers. Member States should take into account potential benefits from demand side flexibility in applying the energy efficiency first principle and where relevant consider demand response, energy storage and smart solutions as part of their efforts to increase efficiency of the integrated energy system.

2022/03/21
Committee: ITRE

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
Recital 28

(28) To fulfil their obligation, Member States should target the final energy consumption of all public services and installations of public bodies. To determine the scope of addressees, Member States should apply the definition of contracting authorities provided in the Directive 2014/24/EU of the European Parliament and of the Council60. The obligation can be fulfilled by the reduction of final energy consumption in any area of the public sector, including transport, public buildings, healthcare, spatial planning, water management and wastewater treatment, sewage and water purification, waste management, district heating and cooling, energy distribution, supply and storage, public lighting, infrastructure planning and IT or ICT services and infrastructure. To lower the administrative burden for public bodies, Member States should establish digital platforms or tools to collect the aggregated consumption data from public bodies, make them publicly available, and report the data to the Commission. _________________ 60 Directive 2014/24/EU of the European Parliament and of the Council of 26 February 2014 on public procurement and repealing Directive 2004/18/EC (OJ L 94 28.3.2014, p. 65).

2022/03/21
Committee: ITRE

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
Recital 30

(30) Public authorities are encouraged to obtain support from entities such as sustainable energy agencies, where applicable established at regional or local level. The organisation of those agencies usually reflect the individual needs of public authorities in a certain region or operating in a certain area of the public sector. Centralised agencies can serve the needs better and work more effectively in other respects, for example, in smaller or centralised Member States or regarding complex or cross-regional aspects such as district heating and cooling. Sustainable energy agencies can serve as one-stop- shops pursuant to Article 21. Those agencies are often responsible for developing local or regional decarbonisation plans, which may also include other decarbonisation measures~~, such as the exchange of fossil fuels boilers, and to support public authorities in the implementation of energy related policies~~. Sustainable energy agencies or other entities to assist regional and local authorities may have clear competences, objectives and resources in the field of sustainable energy. Sustainable energy agencies could be encouraged to consider initiatives taken in the framework of the Covenant of Mayors, which brings together local governments voluntarily committed to implementing the Union´s climate and energy objectives, and other existing initiatives for this purpose. The decarbonisation plans should be linked to territorial development plans and take into account the comprehensive assessment which the Member States should carry out.

2022/03/21
Committee: ITRE

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

2021/0203(COD)

Proposal for a directive
Recital 36

(36) All public entities investing public resources through procurement should lead by example when awarding contracts and concessions by choosing products, services works and buildings with the highest energy efficiency performance, taking cost-effectiveness into account, also in relation to those procurements that are not subject to specific requirements under Directive 2009/30/EC. In that context, all award procedures for public contracts and concessions with the value above the thresholds set out in Articles 6 and 7 of Directive 2014/23/EU of the European Parliament and of the Council67, Article 2(1) of Directive 2014/24/EU of the European Parliament and of the Council68, and Articles 3 and 4 of Directive 2014/25/EU of the European Parliament and of the Council, need to take into account the energy efficiency performance of the products, buildings and services set by Union or national law, by considering as priority the energy efficiency first principle in their procurement procedures. _________________ 67 Directive 2014/23/EU of the European Parliament and of the Council of 26 February 2014 on the award of concession contracts (OJ L 94, 28.3.2014, p. 1). 68 Directive 2014/24/EU of the European Parliament and of the Council of 26 February 2014 on public procurement and repealing Directive 2004/18/EC (OJ L 94, 28.3.2014, p. 65).

2022/03/21
Committee: ITRE

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, taking cost- effectiveness into account. 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). 72 IEA (International Energy Agency) (2021), Net Zero by 2050 A Roadmap for the Global Energy Sector, https://www.iea.org/reports/net-zero-by- 2050.

2022/03/21
Committee: ITRE

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.~~

2022/03/21
Committee: ITRE

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.

2022/03/21
Committee: ITRE

2021/0203(COD)

Proposal for a directive
Recital 60

(60) In accordance with Article 9 of the Treaty, the Union's energy efficiency policies should be inclusive and should therefore ensure equal access to energy efficiency measures for all consumers affected by energy poverty. Improvements in energy efficiency should, be implemented as a priority among vulnerable customers and final users, people affected by energy poverty, and, where appropriate, among medium-income households and people living in social housing, elderly people and those living in rural and remote areas . In this context, specific attention should be paid to particular groups which are more at risk of being affected by energy poverty or more susceptible to the adverse impacts of energy poverty, such as commuters, women, persons with disabilities, elderly people, children, and persons with a minority racial or ethnic background. Member States can require obligated parties to include social aims in energy- saving measures in relation to energy poverty and this possibility had already been extended to alternative policy measures and Energy Efficiency National Funds. That should be transformed into an obligation to protect and empower vulnerable customers and final users and to alleviate energy poverty , while allowing Member States to retain full flexibility with regard to the type of policy measure, their size, scope and content. If an energy efficiency obligation scheme does not permit measures relating to individual energy consumers, the Member State may take measures to alleviate energy poverty by means of alternative policy measures alone. Within its policy mix, Member States should ensure that other policy measures do not have an adverse effect on vulnerable customers, final users, people affected by energy poverty and, where applicable, people living in social housing. Member States should make best possible use of public funding investments into energy efficiency improvement measures, including funding and financial facilities established at Union level.

2022/03/21
Committee: ITRE

2021/0203(COD)

Proposal for a directive
Recital 62

(62) Around 34 million households in the Union were unable to keep their home adequately warm in 201974. With its one- sided promotion of renewable energy sources, EU energy policy also contributes to a continuous rise in energy prices. The European Green Deal prioritises the social dimension of the transition by committing to the principle that `no one is left behind´. The green transition, including the clean transition, affects women and men differently and may have a particular impact on some disadvantaged groups including people with disabilities. Energy efficiency measures must therefore be central to any cost-effective strategy to address energy poverty and consumer vulnerability and are complementary to social security policies at Member State level. To ensure that energy efficiency measures reduce energy poverty for tenants sustainably, the cost- effectiveness of such measures, as well as their affordability to property owners and tenants, should be taken into account, and adequate financial and technical support for such measures should be guaranteed at Member State level. Member States should support the local and regional level in identifying and alleviating energy poverty. The Union's building stock needs, in the long term, to be converted to NZEBs in accordance with the objectives of the Paris Agreement. Current building renovation rates are insufficient and buildings occupied by citizens on low incomes who are affected by energy poverty are the hardest to reach. The measures laid down in this Directive with regard to energy savings obligations, energy efficiency obligation schemes and alternative policy measures are therefore of particular importance. _________________ 74 COMMISSION RECOMMENDATION of 14.10.2020 on energy poverty, C(2020) 9600 final.

2022/03/21
Committee: ITRE

2021/0203(COD)

Proposal for a directive
Recital 100

(100) Member States should ensure that national energy regulatory authorities take an integrated approach encompassing potential savings in the energy supply and the end-use sectors. Without prejudice to security of supply, market integration and anticipatory investments in offshore grids necessary for the deployment of offshore renewable energy, national energy regulatory authorities should ensure that the energy efficiency first principle is applied in the planning and decision making processes and that network tariffs and regulations incentivise improvements in energy efficiency. It is also important to ensure that the CO2 emissions over the whole life cycle of the wind turbines are considered. Member States should also ensure that transmission and distribution system operators consider the energy efficiency first principle. That would help transmission and distribution system operators to consider better energy efficiency solutions and incremental costs incurred for the procurement of demand side resources, as well as the environmental and socio-economic impacts of different network investments and operation plans. Such an approach requires a shift from the narrow economic efficiency perspective to maximised social welfare. The energy efficiency first principle should in particular be applied in the context of scenario building for energy infrastructure expansion where demand side solutions could be considered as viable alternatives and need to be properly assessed, and it should become an intrinsic part of the assessment of network planning projects. Its application should be scrutinised by national regulatory authorities.

2022/03/21
Committee: ITRE

2021/0203(COD)

Proposal for a directive
Recital 108

(108) Member States and regions should be encouraged to make full use of the European funds available in the MFF and Next Generation EU including the Recovery and Resilience Facility, the Cohesion Policy Funds, the Rural Development Fund and the Just Transition Fund, as well as the financial instruments and technical assistance available under InvestEU, to trigger private and public investments in energy efficiency improvement measures. Investment in energy efficiency has the potential to contribute to economic growth, employment, innovation and a reduction in energy poverty in households, and therefore makes a positive contribution to economic, social and territorial cohesion and green recovery. Potential areas for funding include energy efficiency measures in public buildings and housing, and providing new skills to promote employment in the energy efficiency sector. The Commission will ensure synergies between the different funding instruments and make them accessible to the public in a transparent manner, in particular the funds in the shared management and in the direct management (like the centrally-managed programmes: Horizon Europe or LIFE), as well as between grants, loans and technical assistance to maximise their leverage effect on private financing and their impact on the achievement of energy efficiency policy objectives.

2022/03/21
Committee: ITRE

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.~~

2022/03/21
Committee: ITRE

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;

2022/03/21
Committee: ITRE

2021/0203(COD)

Proposal for a directive
Article 4 – paragraph 3 – subparagraph 2

The Commission shall assess whether the national measures referred to in this paragraph are sufficient to achieve the Union’s energy efficiency targets. Where national measures are deemed to be insufficient, the Commission shall, as appropriate, propose ~~measures and exercise its power at Union level in addition to those recommendations in order to ensure, in particular, the achievement of the Union's 2030 targets for energy efficiency~~additional measures.

2022/03/21
Committee: ITRE

2021/0203(COD)

Proposal for a directive
Article 7 – paragraph 5 – introductory part

5.(5) Member States may require that contracting authorities and contracting entities take into account, where appropriate, wider sustainability, social, environmental and circular economy aspects in procurement practices with a view to achieving the Union’s decarbonisation and zero pollution objectives. Where appropriate, and in accordance with the requirements laid down in Annex IV, Member States shall require contracting authorities and contracting entities to take into account Union green public procurement criteria, regard being had to the economic viability thereof.

2022/03/22
Committee: ITRE

2021/0203(COD)

Proposal for a directive
Article 8 – paragraph 3 – subparagraph 2 – point a a (new)

(aa) Inability to fuel a motor vehicle sufficiently to guarantee its readiness for service;

2022/03/22
Committee: ITRE

2021/0203(COD)

Proposal for a directive
Article 31 – paragraph 2

~~2. The Commission is empowered to adopt~~ delegated acts in accordance with Article 32 to amend or supplement this Directive by adapting to technical progress the values, calculation methods, default primary energy coefficient s and requirements referred to in Article 29, Annexes II, III, V, VII to XI, and XIII .

2022/03/22
Committee: ITRE

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~~ ;

2022/03/22
Committee: ITRE

2021/0203(COD)

Proposal for a directive
Annex V – point 2 – point h

(h) Energy savings as a result of policy measures regarding the use of direct fossil fuel combustion in products, equipment, transport systems, vehicles, buildings or works shall not count towards the fulfilment of energy savings obligation as from 1 January 2024;deleted

2022/03/22
Committee: ITRE

2021/0203(COD)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Alessandra BASSO, Marco CAMPOMENOSI, Georg MAYER

Proposal for a directive
Annex V – point 2 – point k

(k) fFor policies that accelerate the uptake of more efficient products and vehicles, ~~except those regarding the use of direct fossil fuel combustion,~~ full credit may be claimed, provided that it is shown that such uptake takes place before expiry of the average expected lifetime of the product or vehicle, or before the product or vehicle would usually be replaced, and the savings are claimed only for the period until end of the average expected lifetime of the product or vehicle to be replaced;

2022/03/22
Committee: ITRE

2020/2260(INI)

Draft opinion
Paragraph 1

1. Welcomes the fact that the aim of the Farm to Fork Strategy is to establish a local, sustainable, healthy and resilient food system which benefits consumers in the EU;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Harald VILIMSKY, Roman HAIDER, Georg MAYER

Draft opinion
Paragraph 2 a (new)

2a. Notes that quality food, fair profits for producers, fair prices for consumers, food sovereignty, environmental protection and high standards of animal welfare are key objectives for a balanced consumption policy;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Alessandra BASSO, Marco CAMPOMENOSI, Georg MAYER

Draft opinion
Paragraph 3 a (new)

3a. Considers that local, national or European preference in public tenders for food (canteens, hospitals, etc.) should be encouraged;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Marco CAMPOMENOSI, Harald VILIMSKY, Roman HAIDER, Georg MAYER

Draft opinion
Paragraph 3 b (new)

3b. Calls on the Commission to identify practical ways of encouraging short supply chains, such as an exemption from VAT for products sold less than 100 km from their production site, and providing public spaces for the regular or seasonal sale of products from micro- enterprises or regional cooperatives;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Georg MAYER

Draft opinion
Paragraph 4 a (new)

4a. Urges the Commission to allow Member States that so wish (Bulgaria, Slovakia, etc.) to encourage the creation of special shelves in supermarkets for local or national products;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Alessandra BASSO, Marco CAMPOMENOSI, Harald VILIMSKY, Roman HAIDER, Georg MAYER

Draft opinion
Paragraph 4 b (new)

4b. Calls on the Commission to make it easier for quality products from micro- enterprises to access local markets;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Marco CAMPOMENOSI, Georg MAYER

Draft opinion
Paragraph 5

5. Supports the establishment of a governance framework and a code of conduct for food and retail businesses, in order to make them accountable and aware of the importance of sustainability and health; points out the importance of tackling free-riding throughout the food supply chain in order to ensure a fair price for products and protect the reputation of those products with quality marks;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Alessandra BASSO, Georg MAYER

Draft opinion
Paragraph 7

7. Regards it as essential, further, to keep consumers better informed by introducing mandatory ingredient origin labelling of processed and unprocessed food, which would be broadened to cover animal welfare, sustainability and pesticide residue levels;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Harald VILIMSKY, Roman HAIDER, Georg MAYER

Draft opinion
Paragraph 7 a (new)

7a. Calls for mandatory labelling of meat products and processed meat products, indicating the animal’s place of birth, rearing and slaughter, and the animal welfare conditions, including transport and method of slaughter, so that consumers can make an informed choice;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Georg MAYER

Draft opinion
Paragraph 7 b (new)

7b. Calls for the ‘EU and non-EU’ indication of origin to be immediately prohibited for foodstuffs such as honey and jam, because it is often fake and misleads consumers about the European origin of the product;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Harald VILIMSKY, Roman HAIDER, Georg MAYER

Draft opinion
Paragraph 7 c (new)

7c. Calls for a ban on all European public subsidies for slaughterhouses not stunning animals before their slaughter;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Alessandra BASSO, Marco CAMPOMENOSI, Georg MAYER

Draft opinion
Paragraph 7 d (new)

7d. Considers that the clear and mandatory origin labelling of food should indicate a precise place of origin in the Member State or third country concerned;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Georg MAYER

Draft opinion
Paragraph 10 a (new)

10a. Recalls that numerous food scandals have shocked European consumers: processed meat products, such as lasagne, made from horse meat, tainted Brazilian beef, chicken and beef containing hormones and antibiotics, as well as fake honey and fraudulent alcohol and wine; calls for food checks to be increased in order to protect consumers, by setting a minimum number or rate of annual inspections;

2021/01/18
Committee: IMCO

2020/2260(INI)

Virginie JORON, Jean-Lin LACAPELLE, Markus BUCHHEIT, Harald VILIMSKY, Roman HAIDER, Georg MAYER

Draft opinion
Paragraph 11 a (new)

11a. Notes that Turkey has engaged in unilateral and provocative activities against the EU, Member States and European leaders; notes, further, that Turkish unilateral and provocative activities in the Eastern Mediterranean are still taking place, including in Cyprus’ Exclusive Economic Zone; calls on the Commission and Member States to temporarily limit the access of Turkish foodstuffs to the internal market and European consumers.

2021/01/18
Committee: IMCO

2020/2091(INI)

Georg MAYER, Roman HAIDER

Draft opinion
Paragraph 2 a (new)

2a. Stresses, in this context, that the focus must not be on banning private transport and that the needs of all road users must be taken into account;

2021/01/18
Committee: TRAN

2020/2091(INI)

Draft opinion
Paragraph 3 a (new)

3a. Points out in this connection that public transport services, especially in rural areas, are frequently unsatisfactory, irregular and expensive;

2021/01/18
Committee: TRAN

2020/2091(INI)