488 Amendments of Isabelle DURANT
Amendment 2 #
2013/2219(DEC)
Draft opinion
Paragraph 4
Paragraph 4
4. Welcomes the corrective measures taken by the Agency, in response to Parliament’s resolution of 17 April 2013, to address problems of conflicts of interest and recruitment procedures, particularly by setting up guidelines for selection procedures and specific training courses for Agency staff on conflicts of interest; the Commission and EASA shall report to the Council and the European Parliament about the progress made in stopping those conflicts of interest;
Amendment 6 #
2013/2195(DEC)
Draft opinion
Paragraph 5
Paragraph 5
5. Welcomes the 100 % utilisation rate for commitment appropriations and 100 % utilisation rate for payment appropriations for TEN-T projects, as these projects are important in that they aim to integrate transport networks in order to develop the internal market, promote sustainable intermodal mobility and stimulate economic development as well as better employment growth;
Amendment 8 #
2013/2195(DEC)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Demands the Commission to annually involve the European Parliament in due time into TEN-T/CEF co-financing, with information on the choice of transport infrastructure projects and amounts; asks the Commission to inform the European Parliament annually with lists of transport projects and amounts of co- financing through the regional and cohesion funds;
Amendment 13 #
2013/2145(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Recalls the incoherence between the financial cuts proposed by the Council in the context of the MFF, CEF and TEN-T negotiations and the long wish lists of large transport infrastructure projects also proposed by the Council; underlines that while co-financing infrastructure projects through TEN-T, cohesion and regional funds the Commission must strictly apply the criteria on the European added value, climate and economic-social impact analysis, environmental legislation, minimising external costs and must give priority to upgrading or revitalising missing cross-border rail connections;
Amendment 35 #
2013/2145(BUD)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls on the Commission to introduce an initiative to follow up onegrate into the COSME programme the results of the preparatory actions on ‘sustainable tourism’ (soft mobility, cycling networks, eco-tourism and nature protection) as a priority, focusing, at a later stage, on the aspects of cultural, natural, industrial and historical heritage, as well as to follow up on the preparatory action on accessibility for all, particularly for people with reduced mobility and for socially disadvantaged people.
Amendment 55 #
2013/0029(COD)
Proposal for a directive
Recital 6
Recital 6
Amendment 66 #
2013/0029(COD)
Proposal for a directive
Recital 8
Recital 8
Amendment 76 #
2013/0029(COD)
Proposal for a directive
Recital 9
Recital 9
Amendment 88 #
2013/0029(COD)
Proposal for a directive
Recital 10
Recital 10
(10) The existing requirements of Directive 2012/34/EU only include legal, organisational or decision-making independence for the infrastructure manager or, failing all of the former, legal, organisational and decision-making independence for the essential functions. This does not entirely exclude the possibility of maintaining an integrated undertaking, as long as one of these three categories of independence areis ensured. Concerning the decision-making independence it must be ensured that the appropriate safeguards exclude control of an integrated undertaking over the decision-making of an infrastructure manager. However, even the full application of such safeguards does not completely remove all the possibilities for discriminatory behaviour towards competitors which exist in the presence of a vertically integrated undertaking. In particular, the potential for cross- subsidisation still exists in integrated structures, or at least it is very difficult for and it is necessary to give extensive powers to regulatory bodies to allow them to control and enforce safeguards which are established to prevent such cross-subsidisation. An institutional separation of infrastructure management and transport operation is the mostan effective measure to solve these problems but it brings along increased transaction costs, synergy losses and a misalignment of objectives, which can lead to poorer services at higher costs.
Amendment 89 #
2013/0029(COD)
Proposal for a directive
Recital 10
Recital 10
(10) The existing requirements of Directive 2012/34/EU only include legal, organisational or decision-making independence for the infrastructure manager or, failing all of the former, legal, organisational and decision-making independence for the essential functions. This does not entirely exclude the possibility of maintaining an integrated undertaking, as long as one of these three categories of independence areis ensured. Concerning the decision-making independence it must be ensured that the appropriate safeguards exclude control of an integrated undertaking over the decision-making of an infrastructure manager. However, even the full application of such safeguards does not completely remove all the possibilities for discriminatory behaviour towards competitors which exist in the presence of a vertically integrated undertaking. In particular, the potential for cross- subsidisation still exists in integrated structures, or at least it is very difficult for and it is necessary to give extensive powers to regulatory bodies to allow them to control and enforce safeguards which are established to prevent such cross-subsidisation. An institutional separation of infrastructure management and transport operation is the mostan effective measure to solve these problems but it brings along increased transaction costs, synergy losses and a misalignment of objectives, which can lead to poorer services at higher costs.
Amendment 157 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 1 – point a
Article 1 – point 1 – point a
Directive 2012/34/EU
Article 3 – point 2
Article 3 – point 2
Amendment 166 #
Amendment 175 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 1 – point c
Article 1 – point 1 – point c
Directive 2012/34/EU
Article 3– point 31 – indent 3
Article 3– point 31 – indent 3
- one or several railway undertakings are owned or partly owned by an infrastructure manager and where one or more of these railway undertakings use all or parts of the infrastructure managed by this infrastructure manager.
Amendment 187 #
Amendment 258 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 a – paragraph 1
Article 7 a – paragraph 1
Amendment 262 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 a – paragraph 2
Article 7 a – paragraph 2
Amendment 270 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 a – paragraph 3
Article 7 a – paragraph 3
3. The infrastructure manager's incomes may not be used in order to finance other legal entities within the vertically integrated undertaking but only in order to finance the business of the infrastructure manager and to pay dividends to the ultimate owner of the vertically integrated company. The infrastructure manager may not grant loans to any other legal entities within the vertically integrated undertaking, and no other legal entity within the vertically integrated undertaking may grant loans to the infrastructure manager. Any. Any loans or services offered by other legal entities to the infrastructure manager shall be based on contracts and be paid at market prices. The debt attributed to the infrastructure manager shall be clearly separated from the debt attributed to other legal entities within the vertically integrated undertaking, and these debts shall be serviced separately. The accounts of the infrastructure manager and of the other legal entities within the vertically integrated undertaking shall be kept in a way that ensures the fulfilment of these provisions and allows for separate financial circuits for the infrastructure manager and for the other legal entities within the vertically integrated undertaking.
Amendment 290 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 b – paragraph 1
Article 7 b – paragraph 1
Amendment 295 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 b– paragraph 2
Article 7 b– paragraph 2
Amendment 307 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 b – paragraph 3
Article 7 b – paragraph 3
Amendment 322 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 b – paragraph 4
Article 7 b – paragraph 4
Amendment 330 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 b – paragraph 5
Article 7 b – paragraph 5
Amendment 338 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 b – paragraph 6
Article 7 b – paragraph 6
Amendment 345 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 b – paragraph 7
Article 7 b – paragraph 7
Amendment 352 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 c
Article 7 c
Amendment 389 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 d – paragraph 1
Article 7 d – paragraph 1
1. Member States shall ensure that infrastructure managers set up and organise Coordination Committees for each network. Membership of this committee shall be open at least to the infrastructure manager and, where appropriate, to the charging body and allocation body referred to in Article 7, paragraph 2, known applicants in the sense of Article 8(3) and, upon their request, potential applicants, their representative organisations, representatives of users of the rail freight and passenger transport services and, where relevant, regional and local authorities. Member State representatives and the regulatory body concerned shall be invited to the meetings of the Coordination Committee as observers.
Amendment 391 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 d – paragraph 1
Article 7 d – paragraph 1
1. Member States shall ensure that infrastructure managers set up and organise Coordination Committees for each network. Membership of this committee shall be open at least to the infrastructure manager, and where relevant to the charging and capacity allocation bodies under Article 7(2), known applicants in the sense of Article 8(3) and, upon their request, potential applicants, their representative organisations, representatives of users of the rail freight and passenger transport services and, where relevant, of railway sector workers and regional and local authorities. Member State representatives and the regulatory body concerned shall be invited to the meetings of the Coordination Committee as observers.
Amendment 396 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7d – paragraph 2 – subparagraph 1 – point (d)
Article 7d – paragraph 2 – subparagraph 1 – point (d)
(d) the charging framework and rules set by the State and the charging scheme established by the infrastructure manager or by the charging body in accordance with Article 29 and the level and structure of infrastructure charges;
Amendment 397 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 d – paragraph 2 – subparagraph 1 – point (d)
Article 7 d – paragraph 2 – subparagraph 1 – point (d)
(d) the charging framework and rules set by the State and the charging scheme established by the infrastructure manager or the charging body in accordance with Article 29 and the level and structure of infrastructure charges;
Amendment 409 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 d – paragraph 3
Article 7 d – paragraph 3
3. The Coordination Committee shall draw up rules of procedure that include, in particular, rules on participation in and frequency of meetings which shall be at least quarterly. A report of the Coordination Committee's discussions shall be submitted annually to the infrastructure manager, and, where appropriate, the charging body and the allocation body, as well as to the Member State, the regulatory body concerned and the Commission with an indication of the respective positions taken by the Committee members.
Amendment 410 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 d – paragraph 3
Article 7 d – paragraph 3
3. The Coordination Committee shall draw up rules of procedure that include, in particular, rules on participation in and frequency of meetings which shall be at least quarterly. A report of the Coordination Committee’s discussions shall be submitted annually to the infrastructure manager, and, where appropriate, the charging body and the train path allocating body, and to the Member State, the regulatory body concerned and the Commission with an indication of the respective positions taken by the Committee members.
Amendment 426 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 e – paragraph 1 – subparagraph 2
Article 7 e – paragraph 1 – subparagraph 2
The Commission shall be a member of the Network. It shall coordinate and support the work of the Network and make recommendations to the Network, as appropriate. It shall ensure the active cooperation of the appropriate infrastructure managers and, where appropriate, charging bodies and allocation bodies.
Amendment 433 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 e – paragraph 2
Article 7 e – paragraph 2
2. The Network shall participate in the market monitoring activities referred to in Article 15 and benchmark the efficiency and effectiveness of infrastructure managers on the basis of common indicators and quality criteria, such as the reliability, capacity, availability, punctuality and safety of their networks, asset quality and utilisation, maintenance, renewals, enhancements, investments and financial efficiency.
Amendment 434 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 e – paragraph 2
Article 7 e – paragraph 2
2. The Network shall participate in the market monitoring activities referred to in Article 15 and benchmark the efficiency and effectiveness of infrastructure managers on the basis of common indicators and quality criteria, such as the reliability, capacity, availability, punctuality and safety of their networks, asset quality and utilisation, maintenance, renewals, enhancements, investments and financial efficiency.
Amendment 453 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 6 – point a
Article 1 – point 6 – point a
Directive 2012/34/EU
Article 11 – paragraph 1
Article 11 – paragraph 1
1. Member States may limit the right of access provided for in Article 10(2) to passenger services between a given place of departure and a given destination when one or more public service contracts cover the same route or an alternative route if the exercise of this right would compromiseaffect the economic equilibrium of the public service contract or contracts in question or compromise the quality of the service provided.
Amendment 463 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 6 – point b
Article 1 – point 6 – point b
Directive 2012/34/EU
article 11 – paragraph 2 – subparagraph 1
article 11 – paragraph 2 – subparagraph 1
Amendment 470 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 6 – point c
Article 1 – point 6 – point c
Directive 2012/34/EU
Article 11 – paragraph 3 – subparagraph 2
Article 11 – paragraph 3 – subparagraph 2
In case the regulatory body decides that the economic equilibrium of a public contract would be compromisor the quality of the service provided would be affected by the intended passenger service referred to in Article 38(4), it shall indicate to the extent that this is feasible possible changes to such service which would ensure that the conditions to grant the right of access provided for in Article 10(2) are met.
Amendment 488 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 7
Article 1 – point 7
Directive 2012/34/EU
Article 13 a – paragraph 1
Article 13 a – paragraph 1
1. Without prejudice to Regulation (EC) No 1371/2007 and Directive 2010/40/EU, Member States may require railway undertakings operating domestic passenger services to participate in a common information and integrated ticketing scheme for the supply of network, timetable and train traffic information, tickets, through- tickets and reservations or decide to give the power to competent authorities to establish such a scheme. If such a scheme is established, Member States shall ensure that its costs are shared equitably amongst all benefiting railway undertakings, based on their respective contributions to and benefits from the scheme, that it does not create market distortion or discriminate between railway undertakings and that it is managed by an independent public or private legal entity or, by one of the concerned railway undertakings or by an association of all railway undertakings operating passenger services.
Amendment 490 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 7
Article 1 – point 7
Directive 2012/34/EU
Article 13 a – paragraph 1
Article 13 a – paragraph 1
1. Without prejudice to Regulation (EC) No 1371/2007 and Directive 2010/40/EU, and at the latest one year after the entry into force of this Directive, Member States mayshall require railway undertakings operating domestic passenger services to participate in a common information and integrated ticketing scheme for the supply of tickets, through- tickets and reservations or decide to give the power to competent authorities to establish such a scheme. IfWhen such a scheme is established, Member States shall ensure that it is interoperable and can be integrated into other national or European schemes, that it does not create market distortion or discriminate between railway undertakings and that it is managed by an independent public or private legal entity or an association of all railway undertakings operating passenger services. Member States shall also ensure that the costs of such a scheme are divided fairly among the participating railway undertakings, on the basis of their respective contributions and the benefits they gain from it.
Amendment 494 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 7
Article 1 – point 7
Directive 2012/34/EU
Article 13 a – paragraph 2
Article 13 a – paragraph 2
2. Member States shall require railway undertakings operating passenger services to put in place and coordinate, on a commercial basis and under the supervision of the regulatory body, contingency plans to provide assistance to passengers, in the sense of Article 18 of Regulation (EC) No 1371/2007, in the event of a major disruption to services.
Amendment 495 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 7
Article 1 – point 7
Directive 2012/34/EU
Article 13 a – paragraph 2
Article 13 a – paragraph 2
2. Member States shall require railway undertakings operating passenger services to put in place and coordinate, on a commercial basis and subject to scrutiny by the supervisory body, contingency plans to provide assistance to passengers, in the sense of Article 18 of Regulation (EC) No 1371/2007, in the event of a major disruption to services.
Amendment 503 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 7 b (new)
Article 1 – point 7 b (new)
Directive 2012/34/EU
Article 29 – paragraph 1 – subparagraph 2
Article 29 – paragraph 1 – subparagraph 2
7a. In Article 29, paragraph 1, subparagraph 2 is replaced by the following: "Subject to that condition, Member States shall establish specific charging rules or delegate such powers to the infrastructure manager or to the charging body".
Amendment 504 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 7 b (new)
Article 1 – point 7 b (new)
Directive 2012/34/EU
Article 29 – paragraph 1- subparagraph 2
Article 29 – paragraph 1- subparagraph 2
7b. In Article 29, paragraph 1, subparagraph 2 is replaced by the following: "Subject to that condition, Member States shall establish specific charging rules or delegate such powers to the infrastructure manager or to the charging body".
Amendment 506 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 7 b (new)
Article 1 – point 7 b (new)
Directive 2012/34/EU
Article 31 - paragraphs 7 and 8
Article 31 - paragraphs 7 and 8
7b. Article 31 is amended as follows: (a) Paragraph 7 is replaced by the following: "7. The charge imposed for track access within service facilities referred to in point 2 of Annex II, and the supply of services in such facilities, shall not exceed the average cost of providing it, plus a reasonable profit." (b) Paragraph 8 is replaced by the following: "8. Where services listed in points 3 and 4 of Annex II, as additional and ancillary services are offered by only one supplier, the charge imposed for such a service shall not exceed the average cost of providing it, plus a reasonable profit."
Amendment 507 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 7 b (new)
Article 1 – point 7 b (new)
Directive 2012/34/EU
Article 31 - paragraphs 7 and 8
Article 31 - paragraphs 7 and 8
Article 31 is amended as follows: (a) Paragraph 7 is replaced by the following: "7. The charge imposed for track access within service facilities referred to in point 2 of Annex II, and the supply of services in such facilities, shall not exceed the average cost of providing it, plus a reasonable profit." (b) Paragraph 8 is replaced by the following: "8. Where services listed in points 3 and 4 of Annex II, as additional and ancillary services are offered by only one supplier, the charge imposed for such a service shall not exceed the average cost of providing it, plus a reasonable profit."
Amendment 510 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8
Article 1 – point 8
Directive 2012/34/EU
Article 38 – paragraph 4
Article 38 – paragraph 4
4. Where an applicant intends to request infrastructure capacity with a view to operating a passenger service, it shall inform the infrastructure managers and, the regulatory bodies and, where appropriate, the allocation bodies concerned no less than 18 months before the entry into force of the working timetable to which the request for capacity relates. In order to enable regulatory bodies concerned to assess the potential economic impact on existing public service contracts, regulatory bodies shall ensure that any competent authority that has awarded a rail passenger service on that route defined in a public service contract, any other interested competent authority with the right to limit access under Article 11 and any railway undertaking performing the public service contract on the route of that passenger service is informed without undue delay and at the latest within five days.
Amendment 513 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8
Article 1 – point 8
Directive 2012/34/EU
Article 38 – paragraph 4
Article 38 – paragraph 4
4. Where an applicant intends to request infrastructure capacity with a view to operating a passenger service, it shall inform the infrastructure managers and, the regulatory bodies concerned and, where appropriate, the allocation bodies no less than 18 months before the entry into force of the working timetable to which the request for capacity relates. In order to enable regulatory bodies concerned to assess the potential economic impact on existing public service contracts, regulatory bodies shall ensure that any competent authority that has awarded a rail passenger service on that route defined in a public service contract, any other interested competent authority with the right to limit access under Article 11 and any railway undertaking performing the public service contract on the route of that passenger service is informed without undue delay and at the latest within five days.
Amendment 517 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 a (new)
Article 1 – point 8 a (new)
Directive 2012/34/EU
Article 54 – paragraph 1
Article 54 – paragraph 1
In Article 54 – paragraph 1 is replaced by the following: "1. In the event of disturbance to train movements caused by technical failure or accident, the infrastructure manager shall, under the direct supervision of the allocation body where appropriate, take all necessary steps to restore the situation to normal. To that end, it shall draw up a contingency plan listing the various other bodies to be informed in the event of serious incidents or serious disturbance to train movements."
Amendment 522 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 c (new)
Article 1 – point 8 c (new)
In Article 54, paragraph 1 is replaced by the following: "1. In the event of disturbance to train movements caused by technical failure or accident, the infrastructure manager shall, under the direct supervision of the allocation body where appropriate, take all necessary steps to restore the situation to normal. To that end, it shall draw up a contingency plan listing the various other bodies to be informed in the event of serious incidents or serious disturbance to train movements."
Amendment 524 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 c (new)
Article 1 – point 8 c (new)
Directive 2012/34/EU
Article 56 – paragraph 1 - points ga and gb (new)
Article 56 – paragraph 1 - points ga and gb (new)
In Article 56, paragraph 1, the following points are added: (ga) scheduled maintenance work; (gb) unscheduled maintenance work.
Amendment 528 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 c (new)
Article 1 – point 8 c (new)
Directive 2012/34/EU
Article 56 – paragraph 2
Article 56 – paragraph 2
In Article 56, paragraph 2 is replaced by the following: '2. Without prejudice to the powers of the national competition authorities for securing competition in the rail services markets, the regulatory body shall have the power to monitor the competitive situation in the rail services markets and shall in particular control points (a) to (i) of paragraph 1, on its own initiative and in advance, with a view to preventing discrimination against applicants. It shall, in particular, check whether the network statement contains discriminatory clauses or creates discretionary powers for the infrastructure manager that may be used to discriminate against applicants. With regard to passenger transport by rail, compliance with Regulation (EC) 1370/2007 and the provisions of Article 10 and Article 11 of this directive shall be guaranteed by the regulatory body.'
Amendment 529 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 c (new)
Article 1 – point 8 c (new)
Directive 2012/34/EU
Article 56 – paragraph 2
Article 56 – paragraph 2
Article 56, paragraph 2 is replaced by the following: "2. Without prejudice to the powers of the national competition authorities for securing competition in the rail services markets, the regulatory body shall have the power to monitor the competitive situation in the rail services markets and shall, in particular, control points (a) to (i) of paragraph 1 on its own initiative as well as upon specific requests, with a view to preventing discrimination against applicants. It shall, in particular, check whether the network statement contains discriminatory clauses or creates discretionary powers for the infrastructure manager that may be used to discriminate against applicants.
Amendment 532 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 c (new)
Article 1 – point 8 c (new)
Directive 2012/34/EU
Article 56 – paragraph 6
Article 56 – paragraph 6
Article 56, paragraph 6, is replaced by the following: "6. The regulatory body shall ensure that charges set by the infrastructure manager comply with Section 2 of Chapter IV and are non-discriminatory. The regulatory body shall also ensure that charges set by the infrastructure manager and by operators of service facilities for access, including track access, and for the use of passenger stations, their buildings and other facilities, including travel information display, are non- discriminatory and are proportionate to the level of their utilisation by the trains and passengers of the different railway undertakings concerned. In order to ensure that this is achieved, any planned change to the structure or the level of the charges referred to in this paragraph shall be communicated to the regulatory body no later than two months before its entry into force. The regulatory body may require any reduction or increase in the planned change, its deferral to a later date or its cancellation no later than one month before its entry into force. Negotiations between applicants and an infrastructure manager concerning the level of infrastructure charges shall only be permitted if these are carried out under the supervision of the regulatory body and in a fully transparent manner. The regulatory body shall intervene if negotiations are likely to contravene the requirements of this Chapter."
Amendment 533 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 c (new)
Article 1 – point 8 c (new)
Directive 2012/34/EU
Article 56 – paragraph 6
Article 56 – paragraph 6
Article 56, paragraph 6, is replaced by the following: "6. The regulatory body shall ensure that charges set by the infrastructure manager comply with Section 2 of Chapter IV and are non-discriminatory. The regulatory body shall also ensure that charges set by the infrastructure manager and by operators of service facilities for access, including track access, and for the use of passenger stations, their buildings and other facilities, including travel information display, are non- discriminatory and are proportionate to the level of their utilisation by the trains and passengers of the different railway undertakings concerned. In order to ensure that this is achieved, any planned change to the structure or the level of the charges referred to in this paragraph shall be communicated to the regulatory body no later than two months before its entry into force. The regulatory body may require any reduction or increase in the planned change, its deferral to a later date or its cancellation no later than one month before its entry into force. Negotiations between applicants and an infrastructure manager concerning the level of infrastructure charges shall only be permitted if these are carried out under the supervision of the regulatory body and in a fully transparent manner. The regulatory body shall intervene if negotiations are likely to contravene the requirements of this Chapter."
Amendment 536 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 c (new)
Article 1 – point 8 c (new)
Directive 2012/34/EU
Article 56 – paragraph 9 – subparagraph 3
Article 56 – paragraph 9 – subparagraph 3
In Article 56, paragraph 9, subparagraph 3 is replaced by the following: "In the event of an appeal against a refusal to grant infrastructure capacity, or against the terms of an offer of capacity, the regulatory body shall either confirm that no modification of the infrastructure manager's decision is required, or it shall require a specific modification of that decision, no later than two months after the appeal is received. The infrastructure manager shall comply as soon as is materially feasible, and in any case no later than one month after receiving notification of the request from the regulatory body".
Amendment 537 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 c (new)
Article 1 – point 8 c (new)
Directive 2012/34/EU
Article 56 – paragraphe 9 - subparagraph 3
Article 56 – paragraphe 9 - subparagraph 3
In Article 56, paragraph 9, subparagraph 3 is replaced by the following: "In the event of an appeal against a refusal to grant infrastructure capacity, or against the terms of an offer of capacity, the regulatory body shall either confirm that no modification of the infrastructure manager's decision is required, or it shall require a specific modification of that decision, no later than two months after the appeal is received. The infrastructure manager shall comply as soon as is materially feasible, and in any case no later than one month after receiving notification of the request from the regulatory body".
Amendment 538 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 c (new)
Article 1 – point 8 c (new)
Directive 2012/34/EU
Article 56 – paragraph 10
Article 56 – paragraph 10
In Article 56, paragraph 10 is replaced by the following: "10. Member States shall ensure that decisions taken by the regulatory body are subject to judicial review. The appeal may have suspensive effect on the decision of the regulatory body only when the immediate effect of the regulatory body's decision may cause irretrievable or manifestly excessive damages for the appellant or when any party can demonstrate that safety may be at stake. This provision is without prejudice to the powers of the court hearing the appeal as conferred by constitutional law, where applicable."
Amendment 540 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 c (new)
Article 1 – point 8 c (new)
Directive 2012/34/EU
Article 56 – paragraph 10
Article 56 – paragraph 10
In Article 56, paragraph 10 is replaced by the following: "10. Member States shall ensure that decisions taken by the regulatory body are subject to judicial review. The appeal may have suspensive effect on the decision of the regulatory body only when the immediate effect of the regulatory body's decision may cause irretrievable or manifestly excessive damages for the appellant or when any party can demonstrate that safety may be at stake. This provision is without prejudice to the powers of the court hearing the appeal as conferred by constitutional law, where applicable."
Amendment 42 #
2013/0028(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Over the past decade, the EU's motorway network has increased by 27% while its railway network in use shrunk by 2%. Against this backdrop, the growth of passenger traffic by rail has been insufficient to increase its modal share in comparison to cars and aviation. T, the 6% modal share of passenger transport for rail in the European Union has remained fairly stable. R and rail passenger services have not kept pace with evolving needs in terms of availability and quality.
Amendment 64 #
2013/0028(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) Certain upper limits for the direct award of public service contracts need to be adapted for rail transport to the specific economic conditions under which tender procedures take place in this sector. These limits should be left for the Member States or the competent authorities to decide in application of the subsidiarity principle.
Amendment 77 #
2013/0028(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The establishment of an Internal Market for passenger transport services by rail requires common rules on competitive tendering for public service contracts in this sector to be applied in a harmonised manner in all Member States. However, this does not mean that competitive tendering should apply by default throughout the EU, based on a standardized and formatted tendering process.
Amendment 89 #
2013/0028(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Consistent with the internal logic of Regulation (EC) No 1370/2007, it should be made clear that the transitional period until 2 December 2019 refersred only to the obligation to organise competitive tendering procedures for public service contracts.
Amendment 95 #
2013/0028(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) Preparing railway undertakings for mandatorythe optional competitive tendering ofor public service contracts requires some extra timeand ensuring an adequate level of social protection for the staff of public service operators in the concerned Member States requires some extra time to implement the necessary labour market reforms and to allow effective and sustainable internal restructuring of companies to which such contracts werould not be directly awarded in the pastfuture. Transitional measures are thereforin any case necessary for contracts directly awarded between the date of entry into force of this Regulation and 3 December 2019.
Amendment 99 #
2013/0028(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Once opening of the market for domestic passenger transport services by rail is achieved, asinitiated, competent authorities may needwant to take measures in their jurisdictions to ensure a high level of competition by limiting the number of contracts that ithey awards to one railway undertaking, adequate provisions shouldmay have to be provided for.
Amendment 104 #
2013/0028(COD)
Proposal for a regulation
Recital 17
Recital 17
Amendment 107 #
2013/0028(COD)
Proposal for a regulation
Recital 18
Recital 18
Amendment 110 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 1 – point aRegulation (EC) No. 1370/2007
Article 1 – point 1 – point aRegulation (EC) No. 1370/2007
Article 2 – point c
Amendment 128 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 1 – point b
Article 1 – point 1 – point b
Regulation (EC) No. 1370/2007
Article 2 – point e
Article 2 – point e
Amendment 139 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 1 – point b a (new)
Article 1 – point 1 – point b a (new)
Regulation (EC) No. 1370/2007
Article 2 – point i
Article 2 – point i
Amendment 149 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 2
Article 1 – point 2
Regulation (EC) No. 1370/2007
Article 2 a (new) – paragraph 1 – subparagraph 1
Article 2 a (new) – paragraph 1 – subparagraph 1
1. Competent authorities shall establish and regularly update public passenger transport plans covering all relevant transport modes for the territory for which they are responsible. These public transport plans may compile and, where appropriate, complete and update chapters or elements of already existing plans, such as the Sustainable Urban Mobility Plans, where these are relevant. They shall define the objectives of public transport policy and the means envisaged to implement them covering all relevant transport modes for the territory for which they are responsible. They shall at least include:
Amendment 243 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 2
Article 1 – point 2
Regulation (EC) No. 1370/2007
Article 2 a (new) – paragraph 6 – point b
Article 2 a (new) – paragraph 6 – point b
Amendment 271 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 3 – point c
Article 1 – point 3 – point c
Regulation (EC) No. 1370/2007
Article 4 – paragraph 6
Article 4 – paragraph 6
Where competent authorities, in accordance with national law, require public service operators to comply with certain quality and social standards or establish social and qualitative criteria, these standards and criteria shall be included or referenced in the tender documents and in the public service contracts.
Amendment 278 #
2013/0028(COD)
Proposal for a regulation
Article 1 point 4 – point -a a (new)
Article 1 point 4 – point -a a (new)
Regulation (EC) No. 1370/2007
Article 5 – paragraph 2 – point d
Article 5 – paragraph 2 – point d
(-aa) Point (d) of paragraph 2 is replaced by the following: "(d) in the absence of a competent local authority, points (a), (b) and (c) shall apply to a national authority, provided that the internal operator does not take part in competitive tenders concerning the provision of public passenger transport services organised outside the area for which the public service contract has been granted;"
Amendment 279 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 4 – point -a b (new)
Article 1 – point 4 – point -a b (new)
Regulation (EC) No. 1370/2007
Article 5 – paragraph 3
Article 5 – paragraph 3
(-ab) The first sentence of paragraph 3 is replaced by: "Any competent authority which has recourse to a third party other than an internal operator, shall award public service contracts or the corresponding management service contracts on the basis of a competitive tendering procedure, except in the cases specified in paragraphs 4, 5 and 6."
Amendment 295 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 4 – point a
Article 1 – point 4 – point a
Regulation (EC) No. 1370/2007
Article 5 – paragraph 4
Article 5 – paragraph 4
Amendment 325 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 4 – point b – introductory part
Article 1 – point 4 – point b – introductory part
(b) Paragraph 6 is replaccompleted by the following:
Amendment 395 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 8 – point a
Article 1 – point 8 – point a
Regulation (EC) No. 1370/2007
Article 8 – paragraph 2 – subparagraph 1
Article 8 – paragraph 2 – subparagraph 1
Amendment 400 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 8 – point b
Article 1 – point 8 – point b
Regulation (EC) No. 1370/2007
Article 8 – paragraph 2 a (new)
Article 8 – paragraph 2 a (new)
Amendment 40 #
2013/0000(BUD)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9a. Recalls the plenary decision for the Council to present a roadmap by June 2013 on the multiple seats of the EP and expects both the Committees concerned, the Secretary General and the Bureau to provide members with up-to-date figures and information on the financial and environmental impact of the multiple seat arrangement; suggests the EP's own impact assessment services examine this question also with respect to the impact of the EP's presence or partial presence on the respective communities and regions and present an assessment by June 2013 in order for these findings to be considered for the next MFF;
Amendment 5 #
2012/2308(INI)
Draft opinion
Recital A
Recital A
A. whereas Parliament's estimates for 2014 put the overall budget at EUR 1 808 144 206, with costs directly related to the geographic dispersion estimated at EUR 180 000 000between EUR 169 million and EUR 204 million;
Amendment 8 #
2012/2308(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
Aa. whereas since the beginning of the current legislature, both individual committees and the plenary have made several specific requests to the European Parliament's administration to provide comprehensive, detailed and reliable estimates of the additional costs relating to each of the three places of work;
Amendment 9 #
2012/2308(INI)
Draft opinion
Recital A b (new)
Recital A b (new)
Ab. whereas, the numbers provided by the Secretary-General's report to the Bureau of September 2002 are the last overall cost estimates available;
Amendment 10 #
2012/2308(INI)
Draft opinion
Recital A c (new)
Recital A c (new)
Ac. whereas the 2002 Secretary-General's estimate was confirmed by the joint working group report of the Bureau and the Committee on Budgets on Parliament's budget for 2012, when complementing the EUR 148 million estimate by the EUR 25 million of annual amortisation cost for the Strasbourg buildings that need to be taken into account since the purchase of named buildings;
Amendment 14 #
2012/2308(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
Amendment 18 #
2012/2308(INI)
Draft opinion
Recital C a (new)
Recital C a (new)
Ca. whereas a reply given to the EP Budgetary Control Committee in preparation for the EP discharge for 2011 does not provide estimates on the potential savings, but only a partial estimate of the additional costs of the Strasbourg seat; whereas this EUR 55 million estimate does not include many budget lines that were included in previous and following estimates, namely the cost of data processing, equipment and movable property, travel expenses of political groups as well as any potential savings connected to time lost travelling (totalling EUR 68 million); whereas this estimate provides lower numbers on several budget lines than both previous and following estimates without providing any justification (totalling EUR 25 million);
Amendment 20 #
2012/2308(INI)
Draft opinion
Recital C b (new)
Recital C b (new)
Cb. whereas none of these estimates includes the additional costs of the European Parliament's geographic dispersion on the other European Union institutions, in particular the European Commission and Council, EU member states' representations, journalists and civil society representatives;
Amendment 21 #
2012/2308(INI)
Draft opinion
Recital C c (new)
Recital C c (new)
Cc. whereas ¾ of members believe that the EP should find significant structural savings and these could be found in re- evaluating the EP's geographical dispersion of places of work, illustrated by a breakdown of the costs of Brussels, Luxembourg and Strasbourg set out in a transparent and credible format to standards expected from a major public body;
Amendment 22 #
2012/2308(INI)
Draft opinion
Recital C d (new)
Recital C d (new)
Cd. whereas the historical reasons for the European bodies permanently seated in Strasbourg are well-known in respect e.g. the European Court for Human Rights and the Council of Europe, and while the European Assembly /Parliament for convenience initially used the latter's Chamber, the choice of Brussels as the seat of the European Commission and of NATO reflect the EU's aspirations for a continent progressively united in prosperity and security;
Amendment 23 #
2012/2308(INI)
Draft opinion
Recital C e (new)
Recital C e (new)
Ce. whereas situating the co-legislators of the EU in a single place does not undermine the tradition of polycentrism in the EU but bears significant efficiency and transparency gains for EU citizens;
Amendment 24 #
2012/2308(INI)
Draft opinion
Recital C f (new)
Recital C f (new)
Cf. whereas, in many Member States, parliament's seat is laid down either in the Constitution or by law and whereas the European Parliament is a co-legislator of European law and can call for changes of the European treaties under article 48 of the Lisbon Treaty;
Amendment 25 #
2012/2308(INI)
Draft opinion
Recital C g (new)
Recital C g (new)
Cg. whereas during the European Year of Citizens it is appropriate to show that their voice is not only heard but that their directly elected representatives are taking action on their behalf in order to end the monthly travel between the EP's places of work;
Amendment 26 #
2012/2308(INI)
Draft opinion
Recital C h (new)
Recital C h (new)
Ch. whereas the European institutions must do everything to further European political integration and bridge the perceived distance from citizens by tackling a major structural issue of the institutions and promoting European understanding, transparency, accountability and coherence by having the EU's decision making bodies in one place;
Amendment 27 #
2012/2308(INI)
Draft opinion
Recital C i (new)
Recital C i (new)
Ci. whereas 6% of the EU budget is intended for administrative purposes and that the European Union, with a relatively small operating budget for 500 million inhabitants, must set an example in these times of crisis by streamlining its own budgetary impact as much as possible without prejudice to the proper functioning of the European Parliament, adding that the efficiency gains of having a single seat near the co-legislator cannot be ignored;
Amendment 35 #
2012/2308(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Considers that while the seats of the European Institutions are enshrined in the Treaties, so is article 48, which allows for a proposal for treaty change;
Amendment 3 #
2012/2198(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Demands that the European Commission scrutinise and prohibit possible conflicts of interest when the Agency hires experts and staff from the sector it supervises;
Amendment 2 #
2012/2194(DEC)
Draft opinion
Paragraph 4
Paragraph 4
4. Takes into account the European Court of Auditors Special report 15/2012 on management of conflict of interest in selected EU Agencies published in October 2012; welcomes, in this regard, the Agency's decision of 1 August 2012 to amend the Code of Conduct for its staff to include a comprehensive policy on the prevention and mitigation of conflict of interest, and will closely monitor the progress made; notes that the Agency's managers, sensitive posts and Members of the Executive Committee have already completed their annual declarations of interest; calls on the European Commission to scrutinise and prohibit possible conflicts of interest when the Agency hires experts and staff from the sector it supervises;
Amendment 1 #
2012/2193(DEC)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Demands that the European Commission scrutinise and prohibit possible conflicts of interest when the Agency hires experts and staff from the sector it supervises;
Amendment 12 #
2012/2151(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. The situation whereby the financing needs of the Union Budget conflict with the necessary budget consolidation in Member States should be addressed urgently. The time has come, therefore, to engage in a progressive return to a situation in which the Union Budget is financed by genuine own resources, which would relieve national budgets accordingly; reminds furthermore its resolutions of 29 March 20071, 8 June 20112, 13 June 20123 and of 23 October of 20124 in which it explained its views on what a genuine own resources system means and how to make this system compatible with the needed fiscal consolidation at national level in short term; _______________ 1 OJ C 27 E, 31.1.2008, p. 214 2 Texts adopted, P7_TA(2011)0266. 3 Texts adopted, P7_TA(2012)0245. 4 in the interests of achieving a positive outcome of the Multiannual Financial Framework 2014-2020 approval procedure (COM(2012)0388 – 2011/0177(APP))
Amendment 1 #
2012/2092(BUD)
Draft opinion
Paragraph 1
Paragraph 1
1. Stresses that EU transport policy is key to achieving the priority of sustainable growthdevelopment of the Europe 2020 Strategy, including the 20-20-20 and safety targets, and facilitating the functioning of the EU internal market;
Amendment 8 #
2012/2092(BUD)
Draft opinion
Paragraph 3
Paragraph 3
3. Stresses that the TEN-T programme, through investment in high European added value infrastructures, is essential to raise the competitiveness of the EU as a whole, by creatmoving the missing infrastructure and removing bottlenecbottlenecks and building as well as improving trans- border infrastructure, such as rail links, within the internal market; and highlights that infrastructure projects also directly contribute to growth by stimulating employment during the building phase, in particular, the improving and upgrading of existing infrastructure projects contribute to more efficient investment by stimulating employment; underlines the role of the TEN-T programme for meeting the adaptation to the climate change goal, safety, environmental protection and biodiversity by ensuring the future sustainability of the EU transport networks; calls for adequate funding of the TEN-T Executive Agency to be able to cope with preparatory work for the implementation of the Connecting Europe Facility.;
Amendment 16 #
2012/2092(BUD)
Draft opinion
Paragraph 6
Paragraph 6
6. Underlines the importance of sufficient budgetary allocations to programmes to support the further development of the Single European Sky, Single European Railway Area, Integrated Maritime Policy, electronic ticketing, alternative fuels, renewable energies and urban mobility; reiterates its disappointment on the absence of a budgetary line on tourism and regrets the constant decrease in the road safety budgetary allocation;
Amendment 129 #
2012/2092(BUD)
Motion for a resolution
Paragraphs 77 a, b, c, d, e, f, g (new)
Paragraphs 77 a, b, c, d, e, f, g (new)
Amendment 7 #
2012/2027(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Emphasises that the ultimate purpose of and the rationale for IFIs is that they should act as a catalyst which makes it possible, on the basis of a contribution from the Union budget, to mobilise funding – public and/or private – for sustainable projects which can secure no support, or only inadequate support, from the market; points out that intervention by the public sector thus makes it possible to reduce the risk-related costs, or to defray part of those costs, thereby facilitating the implementation of the projects concerned;
Amendment 32 #
2012/2027(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Emphasises that, according to Commission estimates, implementing the EU2020 Strategy and its seven headline initiatives would require investment throughout the Union totalling EUR 1600 billion between now and 2020; notes that these investments meet objectives ranging from the implementation of major infrastructure projects to the provision of support for smaller-scale projects which offer significant potential for growthsustainable development and jobs creation at local and regional level, including measures to foster social cohesion;
Amendment 40 #
2012/2027(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Emphasises the importance of ex ante assessments in identifying situations of market failure or sub-optimal investment conditions; calls on the Commission to propose objective, polythematic and relevant criteria to govern the role and use of ex ante assessments;
Amendment 56 #
2012/2016(BUD)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Takes note of the rationale adopted by the Commission when proposing reductions as compared to the Financial programming, which has led, in the view of the Commission, to the identification of potential savings within under- implemented lines of –among others- FP7, TEN-T, Marco Polo, Progress, Statistical programme, Customs and Fiscalis; is determined to carefully analyse the performance under each of these programmes in order to check the appropriateness of the proposed cuts and exclude negative impacts on the programmes concerned; recalls that the main TEN-T programme was fully executed in 2011 and points out that a final judgement on how commitments have been implemented and paid out on projects in the 2007-2013 financial framework can be made only in 2017;
Amendment 57 #
2012/2016(BUD)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18a. Underlines that at a time of fiscal constraint, innovative solutions are urgently required to mobilise a greater share of private savings and to improve the range of financial instruments available for infrastructure projects;
Amendment 58 #
2012/2016(BUD)
Motion for a resolution
Paragraph 18 b (new)
Paragraph 18 b (new)
18b. Believes that the Programme to support the further development of an Integrated Maritime Policy needs adequate funding for 2013; underlines its disappointment on the absence of a budgetary line on tourism and regrets the constant decrease in the road safety budgetary allocation;
Amendment 75 #
2012/2016(BUD)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Stresses that the TEN-T programme plays a central role in the attainment of the objectives of competitiveness and employment in the Europe 2020 Strategy, through investment in high European added value infrastructures, plays a central role in the attainment of the objectives of the Europe 2020 Strategy; considers this programme as essential to raise the competitiveness of the EU as a whole, by creating the missing infrastructure, and removing bottlenecks andwithin the internal market; highlights that infrastructure projects also directly contribute to growth by stimulating employment during the building phase; underlines the role of the TEN-T programme for meeting the adaptation to climate change goals by ensuring the future sustainability of the EU transport networks; welcomes the Commission's proposed increase by ca. EUR 85 million compared to the Budget 2012 but asks for further clarifications on the proposed reduction by EUR 118 million as compared to the Financial programming;
Amendment 161 #
2012/2016(BUD)
Motion for a resolution
Paragraph 69
Paragraph 69
69. Is however worried that for the first time the Commission cut the budgetary requests of almost all agencies, which were in line with Financial programming amounts overall, including of those agencies which belong to Parliament's priorities, for a total amount of some EUR 44 million; will carefully analyse the methodology, rationale and possible impact of such cuts; Underlines once more that EU agencies‘ budget allocations are far from consisting in administrative expenditure alone, but instead contribute to achieving the Europe 2020 goals and EU objectives in general, while aiming at making savings at national level, as decided by the legislative authority;
Amendment 72 #
2012/0186(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 10
Article 3 – paragraph 1 – point 10
(10) ‘roadworthiness test’ means a verification that the parts and components of a vehicle complya vehicle is safe to be used on public roads, that it meets required environmental characteristics and that its parts and components comply, where applicable, with the its safety and environmental characteristics in force at the time of approval, first registration or entry into service, or at the time of retrofitting;
Amendment 122 #
2012/0186(COD)
Proposal for a regulation
Article 10 – paragraph 2 – subparagraph 2 – indent 4
Article 10 – paragraph 2 – subparagraph 2 – indent 4
– nuisance, including noise and gaseous emissions, in particular CO2, particulates and NOx.
Amendment 134 #
2012/0186(COD)
Proposal for a regulation
Article 12 – paragraph 2 – indent 2
Article 12 – paragraph 2 – indent 2
– major deficiencies that may prejudice the safety of the vehicle or put other road users at risk or deficiencies that represent an infringement to the relevant norms on noise and gaseous emissions, in particular CO2, particulates and NOx, or other more significant non- compliances;
Amendment 154 #
2012/0186(COD)
Proposal for a regulation
Annex II – part 1 – point 9
Annex II – part 1 – point 9
(9) Nuisance, such as noise and gaseous emissions, in particular CO2, particulates and NOx
Amendment 158 #
2012/0186(COD)
Proposal for a regulation
Annex 3 – part 1 – paragraph 1 – subparagraph 2 – subparagraph 1
Annex 3 – part 1 – paragraph 1 – subparagraph 2 – subparagraph 1
Deficiencies that may prejudice the safety of the vehicle or may not comply with legislation and norms on noise and gaseous emissions, in particular CO2, particulates and NOx, and/or put other road users at risk and other more significant non- compliances. The vehicle must be repaired as soon as possible and further use may be subject to restrictions and conditions, for example, submitting the vehicle to a further roadworthiness inspection.
Amendment 52 #
2012/0184(COD)
Proposal for a regulation
Recital 6 a (new)
Recital 6 a (new)
(6a) Modern engines are made more fuel efficient using sophisticated engine management and exhaust treatment systems. Unless properly maintained and tuned, these systems can however lead to the emission of higher levels of highly toxic nano-particulates and NOx. For more modern vehicles, periodic roadworthiness tests should therefore also measure the particulate and NOx levels of exhaust gases.
Amendment 69 #
2012/0184(COD)
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) To avoid any conflict of interest between testing centres and the bodies involved in performing repairs, no vehicle should undergo roadworthiness testing and repair in installations belonging to the same interests within less than one year's time.
Amendment 149 #
2012/0184(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 7 – indent 4
Article 3 – paragraph 1 – point 7 – indent 4
Amendment 158 #
2012/0184(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 9
Article 3 – paragraph 1 – point 9
(9) ‘roadworthiness test’ means a verification that the parts and compa vehicle is safe to be used on public roads, that it meets required environments of a vehicle complyal characteristics and that its parts and components comply, where applicable, with itsthe safety and environmental characteristics in force at the time of approval, first registration or entry into service, as well as at the time ofr retrofitting;
Amendment 171 #
2012/0184(COD)
Proposal for a regulation
Article 4 – paragraph 2
Article 4 – paragraph 2
2. Roadworthiness tests shall be carried out only by the competent authority of a Member State or by testing centres authorised by Member States or by the supervising bodies set up by them.
Amendment 173 #
2012/0184(COD)
Proposal for a regulation
Article 4 – paragraph 2 a (new)
Article 4 – paragraph 2 a (new)
2a. To avoid any conflict of interest between testing centres and the bodies involved in performing repairs, testing centres or establishments belonging to the same interests shall not perform repairs on vehicles that they have tested in the elapsed year and vice versa.
Amendment 217 #
2012/0184(COD)
Proposal for a regulation
Article 5 – paragraph 2
Article 5 – paragraph 2
2. In the case where a vehicle of categories M1 or N1 reaches a mileage of 1620 000 km on the first roadworthiness test after the vehicle was first registered, it shall be subject to a roadworthiness test thereafter annually.
Amendment 238 #
2012/0184(COD)
Proposal for a regulation
Article 7 – paragraph 2 – indent 2
Article 7 – paragraph 2 – indent 2
– major deficiencies that may prejudice the safety of the vehicle or put other road users at risk deficiencies or that represent an infringement to the relevant legislation and norms on noise and gaseous emissions, in particular noise, particulates, CO2 and Nox, or other more significant non- compliances,
Amendment 297 #
2012/0184(COD)
Proposal for a regulation
Article 15 – paragraph 2
Article 15 – paragraph 2
It shall, on the basis of that examination, put forward and evaluate different policy options, including proposals for better interoperability and/or standardisation of electronic documents and the possibility to remove the requirement of a proof of test as provided for in Article 10. Within two years after the date of application of this Regulation, the Commission shall report to the European Parliament and to the Council on the results of the examination, and accompany it with a legislative proposal, if appropriate.
Amendment 341 #
2012/0184(COD)
Proposal for a regulation
Annex II – Item 8.2.1.2
Annex II – Item 8.2.1.2
8.2.1.2 Gaseous emissions Measurement using an (a) Either, gaseous exhaust gas analyser in emissions exceed the accordance with the specific levels given by requirements(1).. In the manufacturer; Alternatively addition, for vehicles equipped with suitable on- board diagnostic systems, the proper functioning of the emission system can be checked by appropriate reading of the OBD device and checks on the proper functioning of the OBD system in place of emission measurements at in engine idle in accordance with the with the manufacturer’s conditioning recommendations and other requirements(1). Measurement of NOx (b) Or, if this levels by means of a information is not suitable available, the CO emissions exceed,equipment/suitably emissions exceed, equipped gas analyser, using existing tailpipe test methods. i) for vehicles not controlled by an advanced emission control system, – 4.5%, or – 3.5% – 3.5% according to the date of first registration or use specified in requirements(1). ii) for vehicles controlled by an advanced emission control system, – at engine idle: 0.5% – at high idle: 0.3% or – at engine idle: 0.3%6 – at high idle: 0.2% according to the date of first registration or use specified in requirements(1). (c) Lambda outside the range 1± 0.03 or not in accordance with the manufacturer’s specificationmanufacturer’s specification (d) OBD readout indicating significant malfunction at engine idle speed. (d) OBD readout indicating significant NOx level not in accordance with the requirements or in excess of the specific levels given by the malfunctionnufacturer.
Amendment 345 #
2012/0184(COD)
Proposal for a regulation
Annex II – Item 8.2.2.2
Annex II – Item 8.2.2.2
8.2.2.2 Opacity Vehicles registered or put (a) Exhaust gas opacity to (a) For vehicles into service before 1 be measured during free registered or put into January 1980 are acceleration (no load from service for the first time exempted from this idle up to cut-off speed) after the date specified in requirement with gear lever in neutral requirements(1)., and clutch engaged. (b) Vehicle opacity exceeds the level preconditioning: recorded on the manufacturer’s plate on the vehicle; 1. Vehicles may be tested (b) Where this without preconditioning information is not although for safety available or reasons checks should be requirements(1). do not made that the engine is allow the use of reference warm and in a satisfactory values, mechanical condition. 2. precondition for naturally aspirated requirements: engines: 2.5 m-1 , (i) Engine shall be fully for turbo-charged engines: warm, for instance the 3.0 m-1, engine oil temperature measured by a probe in the oil level dipstick tube to be at least 80 ºC, or normal operating temperature if lower, or the engine block temperature measured by the level of infrared radiation to be at least an equivalent temperature. If, owing to vehicle configuration, this measurement is impractical, the establishment of the engine's normal operating temperature may be made by other means, for example by the operation of the engine cooling fan. (ii) Exhaust system shall or, for vehicles identified be purged by at least three in requirements(1). or first free acceleration cycles or registered or put into by an equivalent method. service for the first time after the date specified in requirements(1)., (c) Test procedure: 1.5 m-1.17 1 Engine and any or turbocharger fitted, to be at idle before the start of each free acceleration cycle. For heavy-duty diesels, this means waiting for at least 10 seconds after the release of the throttle. 2. To initiate each free 0.2m-1 acceleration cycle, the throttle pedal must be fully depressed quickly and continuously (in less than one second) but not violently, so as to obtain maximum delivery from the injection pump. 3. During each free acceleration cycle, the engine shall reach cut-off speed or, for vehicles with automatic transmissions, the speed specified by the manufacturer or if this data is not available then two thirds of the cut-off speed, before the throttle is released. This could be checked, for instance, by monitoring engine speed or by allowing a sufficient time to elapse between initial throttle depression and release, which in the case of vehicles of category 1 and 2 of Annex 1, should be at least two seconds. 4. Vehicles shall only be failed if the arithmetic means of at least the last three free acceleration cycles are in excess of the limit value. This may be calculated by ignoring any measurement that departs significantly from the measured mean, or the result of any other statistical calculation that takes account of the scattering of the measurements. Member States may limit the number of test cycles. 5. To avoid unnecessary testing, Member States may fail vehicles which have measured values significantly in excess of the limit values after less than three free acceleration cycles or after the purging cycles. Equally to avoid unnecessary testing, Member States may pass vehicles which have measured values significantly below the limits after less than three free acceleration cycles or after the purging cyclestime to elapse between initial throttle depression and release, which in the case of vehicles of category 1 and 2 of Annex 1, should be at least two seconds. 4. Vehicles shall only be failed if the arithmetic means of at least the last three free acceleration cycles are in excess of the limit value. This may be calculated by ignoring any measurement that departs significantly from the measured mean. Member States may limit the number of test cycles. 5. To avoid unnecessary testing, Member States may fail vehicles which have measured values significantly in excess of the limit values after less than three free acceleration cycles or after the purging cycles. Equally to avoid unnecessary testing, Member States may pass vehicles which have measured values significantly below the limits after less than three free acceleration cycles or after the purging cycles Measurement of NOx NOx level or particulate levels and particulates by values not in accordance means of a suitable with the requirements or equipment/suitably in excess of the specific equipped gas analyser, levels given by the using existing free manufacturer. acceleration test methods.
Amendment 3 #
2011/2238(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Encourages the Commission and the Member States to increase the effectiveness of how the 'Single European Sky' Regulations are applied, in order to increase the effectiveness of investments in the SESAR project;
Amendment 2 #
2011/2201(DEC)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the Commission to present, on an annual basis, lists of tourism and transport infrastructure projects, co- financed by cohesion and regional funds, as is already the case for TEN-T funds, and, as a result, make information on Union co-funding easily accessible and transparent for other Institutions and the taxpayer;
Amendment 4 #
2011/2201(DEC)
Draft opinion
Paragraph 4
Paragraph 4
Amendment 1 #
2011/2096(INI)
Motion for a resolution
Citation 9
Citation 9
– having regard to the Commission’s communications entitled ‘the Citizens’ Network’ (COM(1995)0601) and ‘Action Plan on Urban Mobility’ (COM(2009)0490),
Amendment 2 #
2011/2096(INI)
Motion for a resolution
Citation 10 a (new)
Citation 10 a (new)
- having regard to the Commission’s communication entitled ‘Towards fair and efficient pricing in transport’ of 1995 and whereas the Commission should republish its communication ‘transport and CO2’ COM(98)0204,
Amendment 6 #
2011/2096(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
A a. whereas the future European transport and mobility policy should integrate the 20-20-20 targets up to 2020 as a primary basis for decision making within this field, particularly as the transport sector will be amongst the most severely hit by extreme weather conditions resulting from climate change and by unsustainable and increasingly expensive fossil and nuclear energy sources,
Amendment 16 #
2011/2096(INI)
Motion for a resolution
Recital D
Recital D
D. whereas certain goals of the last White Paper were not reached, and the goals set should therefore be regularly checked and assesgainst achieved results and supported by policies designed, implemented and, if necessary, revised in such a way as to reach the agreed objectives; the urgency of their implementation needs to be emphasised,
Amendment 17 #
2011/2096(INI)
Motion for a resolution
Recital E
Recital E
E. whereas carriers, should not besolely be seen as competitors, but should also complement one another in a context of efficient co- modality,with a view to generating an efficient and welfare- maximising modal split and whereas public authorities should therefore discourage unnecessary transport and take the measures necessary to stimulate a shift of traffic towards the most sustainable modes of transport under the guiding principle of an efficient modal distribution ofallocation of transport operations amongst carriers,
Amendment 35 #
2011/2096(INI)
Motion for a resolution
Paragraph 1 – indent 1
Paragraph 1 – indent 1
– that, by 2013, the Commission should make specific proposals, on the basis of the report on European road safety 2011-2020, to reduce the number of deaths and severe injuries on the roads by 50% in relation to 2010; and to indicate the costs and benefits expected from each concrete proposal in terms of accidents reduction;
Amendment 42 #
2011/2096(INI)
Motion for a resolution
Paragraph 1 – indent 2
Paragraph 1 – indent 2
– that, by 2014, a proposalthe Commission should be submitted a proposal to provide for the internalisation of the external costs of all modes of transport, whilst avoiding double charging and market distortions, in order to increasetransfer investments in mobility, safety and researchto safety, research and climate protection within sustainable mobility; that this proposal should put an end at the unfair approach of fixing maxima for levies on road infrastructure while keeping obligatory minima on charging rail infrastructure use;
Amendment 59 #
2011/2096(INI)
Motion for a resolution
Paragraph 2 – introductory part
Paragraph 2 – introductory part
2. Approves the ten goals set in the White Paper for 2050 as well as the overall target for emissions from transport, but considers that more specific provisions are required for the period until 2020 with regard to funding – in view of the economic situation of individual Member States – and the general challenges facing transport in the field of energy and the environment, and therefore calls on the Commission to draw up legal rules to reach intermediate goals for each of the ten goals of the White Paper and to reach the following additional goals by 2020 (in relation to 2011990 reference figures):
Amendment 61 #
2011/2096(INI)
Motion for a resolution
Paragraph 2 – indent 1
Paragraph 2 – indent 1
– a 230% reduction in carbon dioxide emissions from roadand in other GHGs from transport;
Amendment 63 #
2011/2096(INI)
Motion for a resolution
Paragraph 2 – indent 2 a (new)
Paragraph 2 – indent 2 a (new)
- a noise reduction in rail, air and road transport of 5db at day (d), 10 dB at evening (e) and 15 dB at night (n), affecting densely populated areas;
Amendment 72 #
2011/2096(INI)
Motion for a resolution
Paragraph 2 – subparagraph 1
Paragraph 2 – subparagraph 1
and calls for all these goals referred to in this paragraph to be considered priorities, which should therefore be checked every year;
Amendment 74 #
2011/2096(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Underlines that the Transport Protocol of the Alpine Convention offers a good basis for developing a model of good practise on sustainable transport policy, inspiring other mountain areas in Europe;
Amendment 75 #
2011/2096(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Stresses that the completion of the European internal transport market should be aimed for, without neglecting economic, employment, environmental and social aspects, and calls on the Commission to ensure that proposals on liberalising the airport, rail, road, and other markets do not lead to social dumping or private monopolies; regulating policy and particularly its enforcement needs to be accelerated;
Amendment 93 #
2011/2096(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Stresses that efficient co-modalityintermodal door- to-door chains in passenger mobility and goods transport –should be the guiding idea for future transport policy. This needs to be measured in terms of economic efficiency, environmental protection, social andenergy security, social, health & employment conditions and safety aspects, and geared to existing and plannedccompanied by mobility management and green logistics, thus determining infrastructure investment needs in individual countries and regions – should be the guiding idea for future transport policy, and that these parameters should be used to determine modal distribution in countries and regions rather than retaining the proposed 300 km threshold for goods transport by road; . The modal share of rail and waterborne transport shall be increased to 20% by 2020 and to 50% by 2050. This policy should be accompanied by mobility management and green logistics and be geared to existing and planned infrastructure in individual countries and regions;
Amendment 117 #
2011/2096(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Notes the high degree of dependence of the Union on imported fossil fuels, whose supply from outside the Union is related to significant risks in terms of the Union’s economic security and in terms of the flexibility of its external policy options, and calls upon the Commission to define and regularly measure the Union’s external security of energy supply and to propose legislation to set binding quantitative reduction targets for the use of imported fossil fuels in transport;
Amendment 122 #
2011/2096(INI)
Motion for a resolution
Paragraph 4 b (new)
Paragraph 4 b (new)
4 b. Recognises that transport modes are complementary, that this complementarity is to be analysed primarily in terms of distance ranges, welcomes the indicative goals of the Transport White Paper in terms of long-distance overland freight transport and intermediate-distance overland passenger transport, interprets these goals as average values to be achieved in the Union as a whole while fully allowing for national and regional differences, and calls on the Commission to propose legislation on the collection and publication of statistical indicators that would lead to annual monitoring and reporting of progress towards those goals;
Amendment 125 #
2011/2096(INI)
Motion for a resolution
Paragraph 5 – introductory part
Paragraph 5 – introductory part
5. Stresses that the TEN-T concept should provide for a limited number of sustainable projects with higher levels of fundinga realistic perspective of funding and realisation within this decade, and that:
Amendment 128 #
2011/2096(INI)
Motion for a resolution
Paragraph 5 – indent 1
Paragraph 5 – indent 1
– Member States should commit themselves to eliminate the 25 known bottlenecsustainable infrastructure links in the European transport area that can be financed and realised by 2020, to prioritise cross-border rail projects in new Member States and to submit an approved funding plan by 2015;
Amendment 136 #
2011/2096(INI)
Motion for a resolution
Paragraph 5 – indent 2
Paragraph 5 – indent 2
– the Commission should commit itself to propose to Member States that its direct funding for such projects should amount to at least 30% of total investments in coordination with regional policy and in accordance with the 20-20-20 targets up to 2020;
Amendment 140 #
2011/2096(INI)
Motion for a resolution
Paragraph 5 – indent 3
Paragraph 5 – indent 3
– the Commission should commit itself to support alternative funding models and instruments, including project bonds, and to provide for increased use of that revenue to fund TEN-T projects when making proposals to internalise external costs;
Amendment 151 #
2011/2096(INI)
Motion for a resolution
Paragraph 5 – indent 5
Paragraph 5 – indent 5
– project priorities should only be maintained after 2015 if the Member States have taken binding budget decisions which ensure the implementation of the projects and the co-funding of the EU should be based on the ‘use it or lose it’ principle;
Amendment 156 #
2011/2096(INI)
Motion for a resolution
Paragraph 5 – indent 5 a (new)
Paragraph 5 – indent 5 a (new)
- EuroVelo, the European long-distance cycle route network, should be included in the TEN-T network;
Amendment 181 #
2011/2096(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Requests, by 2015, a proposal on urban mobility in which, whilst respecting the principle of subsidiarity, support for projects is made conditional upon the submission of sustainable urban mobility plans which provide for efficient passenger and goods logistics chains, contribute to a reduction in traffic volumes, accidents, impact on climate change and environmental pollution (atmospheric pollution and noise), comply with the standards and targets of European transport policy and are coherent with regard to surrounding towns and regions;
Amendment 188 #
2011/2096(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Asserts that sustainable multi- modality for passengers and goods logistics needs the provision of intermodal connection points and terminals, integrated planning and logistics, as well as integrated education and vocational training;
Amendment 192 #
2011/2096(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Stresses that the behaviour of transport users is decisive and calls for the creation of incentives to choose sustainable means of transport, where proposals should be made by 2013 to develop, physically active, safe and healthy means of transport and mobility, where a European Commission cross-service strategy on non-motorised transport should be developed and proposals made by 2013 to fix at least 15 % of EU co- funding in transport in favour of infrastructure for pedestrians and cyclists in towns, to double the number ofmodal share of pedestrians, cyclists, car-sharing and passengers on public transport, which mainly uses alternative sources of energy, and to establish e-tickets for multi-modal travel, and where pricing policy should be considered as an incentive;
Amendment 232 #
2011/2096(INI)
Motion for a resolution
Paragraph 11 – indent 2 a (new)
Paragraph 11 – indent 2 a (new)
- to develop concepts and systems that contribute to transport volume reduction and avoidance;
Amendment 238 #
2011/2096(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Considers that bureaucratic hurdles should be reduced for all forms of transport and calls, therefore, for the increased harmonisation of transport documents, particularly for goods transport by road, and for the submission, by 2013, of a proposal on the standardisation of freight documents and e-documents, including also the facilitation of multimodal transport;
Amendment 244 #
2011/2096(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12 a. Recognises that low emission / green zones can make an important contribution to improving air quality in urban areas, but cities should have the freedom to design and implement schemes based on their unique circumstances; believes that a central information point for all schemes across the EU should be promoted to enable effective journey planning and a good example would be the expansion of http://www.lowemissionzones.eu and include road pricing zones;
Amendment 255 #
2011/2096(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Highlights the fact that direct improvements to, and the standardisation of, loading uninot increasing today’s standardised weights and the dimensions of transport vehicles would, that have been fixed EU wide, optimises multi- modal transport;
Amendment 259 #
2011/2096(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14 a. Calls on Member States to support and work towards a level playing field between all modes of transport in terms of energy taxation and Value Added Tax (VAT);
Amendment 262 #
2011/2096(INI)
Motion for a resolution
Paragraph 15 – indent 1
Paragraph 15 – indent 1
Amendment 284 #
2011/2096(INI)
Motion for a resolution
Paragraph 15 – indent 2 a (new)
Paragraph 15 – indent 2 a (new)
- to fix EU co-funding for road infrastructure at maximum 20% of the total EU transport co-funding;
Amendment 286 #
2011/2096(INI)
Motion for a resolution
Paragraph 15 – indent 3
Paragraph 15 – indent 3
– the Commission to support Member State initiatives to create a safe and environmentally friendly fleet by means ofall modes by means of bonus-malus tax incenitiatives;
Amendment 329 #
2011/2096(INI)
Motion for a resolution
Paragraph 16 – indent 4
Paragraph 16 – indent 4
– the dedication of at least 10% of TEN-T fundingEU co-funding for inland waterway projects that have a positive environmental impact assessment, including the promotion of river-adapted ships in sustainable inland navigation (RASSIN) that contribute to finland waterway projecancial savings in waterway infrastructure investments;
Amendment 373 #
2011/2096(INI)
Motion for a resolution
Paragraph 17 – indent 3 a (new)
Paragraph 17 – indent 3 a (new)
- the Commission to strengthen coordination between the Single Sky Regulations and the SESAR and Galileo projects as well as the Clean Sky initiatives, to obtain more efficient energy and GHG emissions reduction measures;
Amendment 382 #
2011/2096(INI)
Motion for a resolution
Paragraph 18 – indent 1
Paragraph 18 – indent 1
– the Commission to take Member States’ commitments in relation to local public transport and existing service levels into account when liberalisopening markets, with the aim of improving current service levels;
Amendment 392 #
2011/2096(INI)
Motion for a resolution
Paragraph 18 – indent 2
Paragraph 18 – indent 2
– a harmonisation of the rules on vehicle registrauthorisation by 2015, so that the certification of rolling stock may not take longer than two months, and relevant changes to the responsibilities of the European Railway Agency and its funding by 2012;
Amendment 396 #
2011/2096(INI)
Motion for a resolution
Paragraph 18 – indent 3 a (new)
Paragraph 18 – indent 3 a (new)
- a boost of a well-conceived railway infrastructure, noise reduction and ERTMS action plan up to 2020 and next 2030, improving considerably co-funding by the EU;
Amendment 407 #
2011/2096(INI)
Motion for a resolution
Paragraph 18 – indent 3 b (new)
Paragraph 18 – indent 3 b (new)
- the allocation of at least 40% of all EU co-funding in transport to railway projects;
Amendment 2 #
2011/2082(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Is of the opinion that the proper functioning of the internal market is hampered by the diversity and unfair design of current rules regarding VAT on freight and passenger transport;
Amendment 4 #
2011/2082(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Draws attention to the complex and unfair situation regarding passenger transport: domestic passenger transport is taxed in almost all Member States. There are, however, exemptions, zero rates and different rates depending on the mode of transport and the Member State. International transport by sea and air, which includes intra-EU cross-border transport, is exempt from VAT in all Member States, whereas the situation regarding other modes varies across Member States. In addition, international air and sea transport providers can purchase some goods and services free of VAT, which creates an unfair cash-flow advantage compared with other modes of transport;
Amendment 5 #
2011/2082(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Draws attention to the agreed EU 20-20- 20 targets by 2020 and to the complex and unfair situation regarding passenger transport: domestic passenger transport is taxed in almost all Member States. There are, however, exemptions, zero rates and different rates depending on the mode of transport and the Member State. International transport by sea and air, which includes intra-EU cross-border transport, is exempt from VAT in all Member States, whereas the situation regarding domestic flights and other modes varies across Member States. In addition, international air and sea transport providers can purchase some goods and services free of VAT;
Amendment 10 #
2011/2082(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls for a harmonised standard or reduced VAT rate for all intra-EU cross- border travel regardless of the mode of transport, and for harmonised regulation of VAT deductability; encourages the Commission and the Member States to introduce harmonised VAT rates for all modes of transport in the EU and the goods and services they purchase in order to guarantee fair competition between all of them;
Amendment 15 #
2011/2082(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Supports, however, a lower or zero rate for surface public transport for public- interest, social and environmental reasons;
Amendment 1 #
2011/2052(INI)
Motion for a resolution
Citation 2 a (new)
Citation 2 a (new)
– having regard to the revised European Social Charter, in particular Articles 30 (on the right to protection against poverty and social exclusion), 31 (on the right to housing) and 16 (on the right of the family to social, legal and economic protection) thereof,
Amendment 18 #
2011/2052(INI)
Motion for a resolution
Recital A
Recital A
A. whereas the most vulnerable groups have been those most severely affected by the crisis and the associated austerity measures, 116 million people in the European Union are at risk of poverty and 42 million (i.e. 8%) live ‘in conditions of severe material deprivation and can not afford a number of necessities considered essential in order to live a decent life in Europe’1; whereas poverty is the unacceptable reflection of an uneven distribution of wealth, income and resources in a prosperous European economy; whereas the most vulnerable groups have been those most severely affected by the crisis and the associated austerity measures, notably as a result of cuts in public service and social assistance budgets; whereas applying tougher conditions and penalties in social activation policies in response to the crisis aggravates the difficulties faced by the most vulnerable people at a time when few decent jobs are on offer, __________________ 1 The European Platform against Poverty and Social Exclusion (COM(2010)758 final).
Amendment 27 #
2011/2052(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas severe poverty represents a violation of human rights and a serious erosion of human dignity,
Amendment 42 #
2011/2052(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the Europe 2020 strategy aims to reduce the number of people at risk of poverty by at least 20 million, on the basis of three indicators (the at-risk-of-poverty rate after social transfers, the severe material deprivation index and the percentage of people living in jobless households); whereas this aim may be an acknowledgement of the importance of combating poverty and social exclusion but, given the figures of 116 million at risk of poverty and 42 million living in conditions of severe material deprivation, it reflects the abandonment from the outset of millions of people in Europe, with the associated risk of generating threshold effects and excluding the most vulnerable people from the scope of policies geared to measurable results; whereas if the most intractable situations are not addressed from the outset, the policies implemented will have no impact on them,
Amendment A #
2011/2052(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Ccalls on the Commission to involve civil society at national and European level and to make discussions with people living in poverty a formal part of the annual convention on povertyboost the involvement in the development of a European strategy at all levels of governance (European, national, regional and local) of organised civil society and of all stakeholders, such as NGOs, social economy organisations, service providers, experts in social innovation and the social partners, as well as people living in poverty themselves, in partnership with the associations in which they freely express their opinions and which have acquired experience and knowledge, particularly through the development of national platforms against poverty and social exclusion in each Member State; calls on the Commission to enhance cooperation between local, regional and national authorities and European Institutions, particularly the European Parliament; believes that the synergies should concern all stakeholders, including SMEs and entrepreneurs; calls for discussions with people living in poverty and social exclusion to be institutionalised, and to be extended at national level, and for their participation and contribution to be made a formal and central part of the annual convention on poverty and social exclusion, and calls for appropriate and regular follow-up of the recommendations so developed;
Amendment AA #
2011/2052(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas the Commission’s new strategy for implementation of the Charter of Fundamental Rights aims, in particular, to improve the most disadvantaged people’s access to fundamental rights; whereas the Charter must be respected in its entirety and whereas severe poverty represents a violation of human rights and a serious erosion of human dignity and encourages stigmatisation and injustice; whereas the key objective of income support schemes is to bring people out of poverty and enable them to live in dignity,
Amendment B #
2011/2052(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Calls for poverty awareness seminars to be organised in the European institutions and Member State governments by organisations which have specific experience of combating poverty and for experiments in joint training on social and exclusion issues to be made, bringing together European officials and people with hands-on experience of combating poverty;
Amendment C #
2011/2052(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Calls for regular, critical monitoring ofthe establishment of a regular, critical evaluation mechanism, involving the European Parliament, the Committee of the Regions and the European Economic and Social Committee, based on precise indicators at national and European level, by which the multiple dimensions of poverty can be evaluated and the Member States’ progress, by gender and age, towards achieving the poverty reduction target, and towards breaking this target down into sub-targets, can be measured, in view of the fact that the lack of a precise definition of poverty leaves too much leeway for the Member States, to break this target down into sub-targets; hus risking aberrant interpretations; calls on the Commission to improve national and European indicators relating to the comparability of national statistics on the poverty of vulnerable people and to promote, with Eurostat, the production of more precise statistics within a comprehensive scoreboard on poverty and social exclusion by means of which it will be possible to track the number of people below the 50% and 40% levels of median income and on this basis to conduct an annual evaluation of the situations of poverty in the EU, the statistical approach of which should be supplemented by a qualitative and participatory approach; calls on the Commission to ensure the policies implemented are beneficial to all and not just to those close to the poverty threshold;
Amendment CC #
2011/2052(INI)
Motion for a resolution
Considérant C
Considérant C
C. whereas the Europe 2020 strategy aims todopts, as one of its five major objectives, a soft target, i.e. one without sanctions, aiming at reduceing the number of people at risk of poverty by 20 million, on the basis of three indicators agreed by Member States (the at-risk-of-poverty rate after social transfers, the severe material deprivation index and the percentage of people living in jobless households), and whereas this aim may be an acknowledgement of the importance of combating poverty and social exclusion but, given the figures of 116 million at risk of poverty and 42 million living in conditions of severe material deprivation, it reflects the abandonment from the outset of millions of people in Europe, with the associated risk of generating threshold effects and excluding the most vulnerable people from the scope of policies geared to measurable results; whereas if the most intractable situations are not addressed from the outset, the policies implemented will have no impact on them; whereas the European Platform against poverty constitutes one of the seven flagship initiatives of the EU 2020 strategy,
Amendment G #
2011/2052(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Calls for the open method of social coordination to be strengthened and applied correctly in the field of poverty, inter alia through the common development, implementation and evaluation of national strategies for social inclusion and protection, on the basis of commonly defined objectives, via national platforms against poverty, by exchanges of good practice on policies regarding effective access to fundamental rights and implementation of the Charter of Fundamental Rights of the European Union and the revised Social Charter (not yet ratified by all Member States), in particular Articles 30 and 31 thereof; stresses that, in this context, the work of the Council’s Social Protection Committee should continue to be taken into account; calls for the Platform to promote and follow up the participation of local authorities, social economy enterprises and other local stakeholders in drawing up and implementing national strategic reports;
Amendment H #
2011/2052(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on the Commission to specify th, in consultation with the European Central Bank, to propose common principles used to define the ‘basket of basic goods and services’ accessible to all; required to enable everyone to live in dignity, and points out that these immediate needs are inseparable from respect for human dignity and effective access to all fundamental rights – whether civil, political, economic, social or cultural – without exception; calls for the target of price stability to be clarified so as to allow specific national situations to be taken into account that do not necessarily have a significant impact on the euro- system indicators;
Amendment J #
2011/2052(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Calls for the Platform to be geared towards asserting the rights which enable everyone to live in dignity, particularly in the field of employment, housing, health care, social security and adequate living standards, justice, education, training and culture, and the protection of families and children; calls for the Fundamental Rights Agency to produce a study on effective access by the poorest people to the whole range of fundamental rights and the other rights enshrined in the international agreements to which the Member States are signatories, and on the discrimination they face, with the participation of NGOs in which socially excluded people can freely express themselves, and bearing in mind that securing the right to housing is a necessary prerequisite for the full exercise of other fundamental rights, including political and social rights;
Amendment T #
2011/2052(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. AdvocatesRecommends the Member States to adopt a proactive decent housing policy in order to ensure universal access to decent, affordable housingquality housing at affordable prices or on preferential terms of purchase, and to prevent the loss thereof, with guaranteed access to services essential to health and safety, the lack of such housing being a serious affront to dignity, along with a proactive energy policy that steps up the use of renewable energies and boosts energy efficiency in order to combat energy poverty; calls for more attention to be paid to housing for migrants, who are often exploited and forced to live in sub- standard housing; recalls Protocol 26 annexed to the Treaty of Lisbon on social housing and calls for the provisions contained therein to be respected, in particular on the Member States’ freedom to organise social housing, including the question of financing; encourages the Member States to implement special housing programmes and opportunities for homeless people, in view of guaranteeing the most basic standards of living for the most vulnerable in society;
Amendment Z #
2011/2052(INI)
Motion for a resolution
Recital A
Recital A
A. whereas the most vulnerable groups have been those most severely affected by the crisis and the associated austerity measures, 116 million people in the European Union are at risk of poverty and 42 million (i.e. 8%) live ‘in conditions of severe material deprivation and can not afford a number of necessities considered essential in order to live a decent life in Europe’1; whereas poverty is the unacceptable reflection of an uneven distribution of wealth, income and resources in a prosperous European economy; whereas the most vulnerable groups, such as the elderly and disabled people, have been those most severely affected by the financial, economic and social crisis and the austerity measures currently being taken in the EU in the context of the ‘Euro Plus Pact’ and the ‘governance package’, which could worsen the situation for these groups and put at risk of unemployment, economic insecurity or poverty millions of people who were still managing to live on, and meet their basic needs from, their wages or retirement pension, notably as a result of cuts in public service and social assistance budgets; whereas applying tougher conditions and penalties in social activation policies in response to the crisis aggravates the difficulties faced by the most vulnerable people at a time when few decent jobs are on offer; whereas the gap between rich and poor is getting ever wider as the crisis continues; __________________ 1 European Platform against Poverty and Social Exclusion (COM(2010)758 final).
Amendment 139 #
2011/2052(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Calls on the Commission to involve civil society atnd all stakeholders at local, national and European level, and to make discussions with people living in povertys well as people living in poverty themselves, in partnership with the associations in which they freely express their opinions, particularly through the development of national platforms against poverty and social exclusion in each Member State; calls for discussions with people living in poverty and social exclusion to be institutionalised, and to be extended at national level, and for their participation and contribution to be made a formal part of the annual convention on poverty and social exclusion;
Amendment 159 #
2011/2052(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Calls for experiments in joint training on social and exclusion issues to be made, bringing together European officials and people with hands-on experience of combating poverty;
Amendment 165 #
2011/2052(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Calls for regular, critical monitoring of the Member States’ progress towards achieving the poverty reduction target, and for the Member States to break this target down into sub-targets, in close cooperation with local authorities; calls for a set of indicators to be chosen by means of which it will be possible to track the number of people below the 50% and 40% levels of median income and to ensure the policies implemented are beneficial to all and not just to those close to the poverty threshold, and also calls on the European Union to devise a comprehensive scoreboard on poverty and social exclusion to be published each year, the statistical approach of which should be supplemented by a qualitative and participatory approach;
Amendment 190 #
2011/2052(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Calls for the open method of social coordination to be strengthened and applied correctly in the field of poverty, inter alia through the common development, implementation and evaluation of national strategies for social inclusion and protection, on the basis of commonly defined objectives, via national platforms against poverty and by exchanges of good practice on policies regarding effective access to fundamental rights; calls for the open method of social coordination to permit the implementation of the Charter of Fundamental Rights of the European Union and the revised Social Charter, in particular Articles 30 and 31 thereof; calls for the open method of coordination to encourage the Member States to ratify the revised European Social Charter;
Amendment 195 #
2011/2052(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on the Commission to specify thpropose common principles used to define the ‘basket of basic goods and services’ accessible to allrequired to enable everyone to live in dignity, and points out that these immediate needs are inseparable from respect for human dignity and effective access to all fundamental rights – whether civil, political, economic, social or cultural – without exception;
Amendment 209 #
2011/2052(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Calls for the Platform to be geared towards asserting the rights which enable everyone to live in dignity, particularly in the field of employment, housing, health care, social security and adequate living standards, justice, education, training and culture, and the protection of families and children; calls for the Fundamental Rights Agency to produce a study on effective access by the poorest people to the whole range of fundamental rights and on the discrimination they face, with the participation of NGOs in which socially excluded people can freely express themselves, and bearing in mind that securing the right to housing is a necessary prerequisite for the full exercise other fundamental rights, including political and social rights;
Amendment 295 #
2011/2052(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Calls for all NGOs and small associations to be given support in their struggle for fundamental rights in order to strengthen the necessary human investment, allow people living in poverty to participate and to better inform them about access to rights and justice;
Amendment 309 #
2011/2052(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Urges the Commission to consult as to how best to combat negative discrimination based on social origin;
Amendment 323 #
2011/2052(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Advocates a proactive decent housing policy in order to ensure universal access to decentquality, affordable housing, the lack of which is a serious affront to dignity, along with a proactive energy policy that steps up the use of renewable energies and boosts energy efficiency in order to combat energy poverty;
Amendment 356 #
2011/2052(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Calls for the relationship between parents and children to be given particular attention in programmes to combat poverty in order to prevent children being placed in care as a consequence of severe poverty;
Amendment 1 #
2011/2020(BUD)
Draft opinion
Paragraph 2
Paragraph 2
2. Underlines that every budget, including the 2012 budget, should contribute to and stimulate the development of a sustainable transport systemand tourism services contributing to the EU efforts to tackling climate change via decarbonisationand oil independency via energy saving and renewable sources;
Amendment 4 #
2011/2020(BUD)
Draft opinion
Paragraph 3
Paragraph 3
3. Considers that the draft budget as proposed by the Commission constitutes the minimum necessary to sustain momentum in the implementation of the European Union policy described in the new White Paper on transport; believes that increasing public financing for transport contributes toshould be oriented towards reducing and avoiding external social and environmental costs and thereby contribute to solving environmental problems, overcoming the crisis and creating jobs;
Amendment 6 #
2011/2020(BUD)
Draft opinion
Paragraph 4
Paragraph 4
4. Calls for significantly improved access to finance in innovation and infrastructures, notably for green technologies, the Trans-European Networks (TEN) with focus on existing rail infrastructure, linking operational with infrastructure investments, and other projects with proven European added value financed by Cohesion and Structural Funds;
Amendment 12 #
2011/2020(BUD)
Draft opinion
Paragraph 7
Paragraph 7
7. Regrets that, on the basis of Art. 195 of the Lisbon Treaty, the Commission is not proposing a new legal basis to replace the three preparatory actions in the field of sustainable tourism which cannot be extended in 2012 and asks that appropriate resources be allocated for the tourism sector in 2012 and 2013 as well as in the future multiannual financial framework;
Amendment 35 #
2011/0401(COD)
Proposal for a regulation
Annex I – paragraph 14 – point b
Annex I – paragraph 14 – point b
(b) Food security, sustainable agriculture, marine and maritime research, sustainable tourism, and the bio- economy;
Amendment 36 #
2011/0401(COD)
Proposal for a regulation
Annex I – paragraph 14 – point d
Annex I – paragraph 14 – point d
(d) Smart, green and integrated transport and mobility;
Amendment 38 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 2 – point 1 – point 1.3 – point 1.3.3 – point e – paragraph 1
Annex I – section 2 – point 1 – point 1.3 – point 1.3.3 – point e – paragraph 1
Applying design and the development of converging technologies to create new business opportunities, including the preservation of materials with historical or cultural value, as well as improving eco- tourism and sustainable tourism destination networks in the field of historical, cultural, industrial and natural heritage.
Amendment 39 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 2 – introductory part
Annex I – section 3 – point 2 – introductory part
2. Food security, sustainable agriculture, marine and maritime research, sustainable tourism and the bio- economy
Amendment 40 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 2 – point 2.2 – paragraph 3
Annex I – section 3 – point 2 – point 2.2 – paragraph 3
Research and innovation will interface with a wide spectrum of Union policies and related targets, including the Common Agriculture Policy (in particular the Rural Development Policy) and the European Innovation Partnership ‘Agricultural Productivity and Sustainability’, the Common Fisheries Policy, the Integrated Maritime Policy, the Common Sustainable Tourism Policy, the European Climate Change Programme, the Water Framework Directive, the Marine Strategy Framework Directive, the Forestry Action Plan, the Soil Thematic Strategy, the Union's 2020 Biodiversity Strategy, the Strategic Energy Technology Plan, the Union's innovation and industrial policies, external and development aid policies, plant health strategies, animal health and welfare strategies and regulatory frameworks to protect the environment, health and safety, to promote resource efficiency and climate action, and to reduce waste. A better integration of research and innovation into related Union policies will significantly improve their European added value, provide leverage effects, increase societal relevance and help to further develop sustainable land, seas and oceans management and bio-economy markets.
Amendment 41 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 2 – point 2.3 – point c a (new)
Annex I – section 3 – point 2 – point 2.3 – point c a (new)
(ca) The aim is to improve networking and information within European eco- and sustainable tourism potential, thereby better protecting cultural, historical, industrial and natural heritage.
Amendment 43 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – introductory part
Annex I – section 3 – point 4 – introductory part
4. Smart, green and integrated transport and mobility
Amendment 45 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.1 – paragraph 1
Annex I – section 3 – point 4 – point 4.1 – paragraph 1
The specific objective is to achieve a European transport system that is resource- efficient, climate- and environmentally- friendly, safe and seamless for the benefit of citizens, users, workers and employees and the economy, ands well as society.
Amendment 49 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.1 – paragraph 2
Annex I – section 3 – point 4 – point 4.1 – paragraph 2
Europe must reconcile the growchanging mobility needs of its citizens with the imperatives of economic performance and the requirements of a low-carbon society and climate resilient economy. Despite its growthneeds, the transport and mobility sector must achieve a substantial reduction in greenhouse gases and other adverse environmental impacts, and must break its dependency on oil, while maintaining high levels of efficiency and mobility.
Amendment 61 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.2 – paragraph 2
Annex I – section 3 – point 4 – point 4.2 – paragraph 2
The transport sector is a major contributor to greenhouse gases and generates up to a quarter of all emissions. Transport is 96 % dependent on fossil fuels. Meanwhile, congestion is an increasing problem; systems are not yet sufficiently smart; alternatives for shifting between different modes of transport are not always attractive; road fatalities remain dramatically high at 34 000 per year in the Union; citizens and businesses expect a transport system that is accessible to all, safe and secure. The urban context poses specific challenges to a better balance of quality of life and the sustainability of transport and mobility.
Amendment 63 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.2 – paragraph 3
Annex I – section 3 – point 4 – point 4.2 – paragraph 3
Within a few decades the expected growth rates of transport would drive European traffic into a gridlock and make its economic costs and societal impact unbearable. Passenger-kilometres are predicted to double over the next 40 years and grow twice as fast for air travel. CO2 emissions would grow 35 % by 2050. Congestion costs would increase by about 50 %, to nearly EUR 200 billion annually. The external costs of accidents would increase by about EUR 60 billion compared to 2005, and the external costs of climate change would even increase much more.
Amendment 64 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.2 – paragraph 3 a (new)
Annex I – section 3 – point 4 – point 4.2 – paragraph 3 a (new)
It will be crucial to support and develop innovative concepts in the delivery of transport and mobility services, through substantial improvements in green logistics and mobility management. New approaches in production, stockpiling and delivery of goods, as well as more efficient and rational responses to mobility needs and use of communication tools, should lead to a society with less waste in transport- and mobility-related services. A link shall be made between transport avoidance policies and employment.
Amendment 71 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.2 – paragraph 5
Annex I – section 3 – point 4 – point 4.2 – paragraph 5
The problems of pollution, congestion, safety and security are common throughout the Union and call for collaborative Europe-wide responses. Accelerating the development and deployment of new technologies and innovative solutions for vehicles, infrastructures and green transport logistics and mobility management will be key to achieve a cleaner and more efficient transport system in the Union; to deliver the results necessary to mitigate climate change and improve resource efficiency; to maintain European leadership on the world markets for transport related products, demand management concepts and services. These objectives cannot be achieved through fragmented national efforts alone.
Amendment 76 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.2 – paragraph 8
Annex I – section 3 – point 4 – point 4.2 – paragraph 8
Investing in research and innovation for a greener, smarter and more integrated transport system will make an important contribution to the Europe 2020 goals of smart, sustainable and inclusive growthdevelopment and the objectives of the Innovation Union flagship initiative. The activities will support the implementation of the White Paper on Transport aiming at a Single European Transport Area. They will also contribute to the policy goals outlined in the flagship initiatives on ‘Resource Efficient Europe’, ‘An Industrial Policy for the Globalisation Era’ and ‘A Digital Agenda for Europe’.
Amendment 82 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.3 – point a – paragraph 2
Annex I – section 3 – point 4 – point 4.3 – point a – paragraph 2
The focus of activities shall be to reduce resource consumption and greenhouse gas emissions and improve vehicle efficiency, to accelerate the development and deployment of a new generation of electric and other low or zero emission vehicles (not only cars, but also e-bicycles, tramways and trains), including through breakthroughs in engines, batteries and infrastructure and induction; to explore and exploit the potential of alternative fuels and innovative and more efficient propulsion systems, including fuel infrastructure; to optimise the use of infrastructures, by means of intelligent transport systems and smart equipment; and to increase the use of demand management and public and non-motorised transport, and intermodal mobility chains (walking-cycling, car sharing, carpooling, public and collective mobility) particularly in urban areas.
Amendment 102 #
2011/0401(COD)
Proposal for a regulation
Annex I – section 3 – point 4 – point 4.3 – point d – paragraph 2
Annex I – section 3 – point 4 – point 4.3 – point d – paragraph 2
The focus of activities shall be to improve the understanding of transport related socio-economic trends and prospects, and provide policy makers with evidence-based data and analyses. This also includes the impact of the liberalisation of the transport and mobility sector, such as the need to better understand the effect of rail liberalisation on the quality of services, the environment and the social interests of employees.
Amendment 103 #
2011/0401(COD)
Proposal for a regulation
Annex II – Breakdown of the budget – table
Annex II – Breakdown of the budget – table
I Excellent science, of which: 27818 1. The European Research Council 15008 2. Future and Emerging Science and Technologies 3505 3. Marie Curie actions on skills, training and career development 6503 4. European research infrastructures (including eInfrastructures) 2802 II Industrial leadership, of which: 20280 15580 of which 500 for 1. Leadership in enabling and industrial technologies* 15580 of which 500 for EIT 2. Access to risk finance** 4000 3. Innovation in SMEs 700 III Societal challenges, of which: 35888 1. Health, demographic change and wellbeing; 9077 of which 292 for EIT 2. Food security, sustainable agriculture, marine and maritime research and the, 4694 of which 150 for EIT sustainable tourism, and the bio-economy; 3. Secure, clean and efficient energy 6537 of which 210 for EIT 4. Smart, green and integrated transport 7690 of which 247 for EIT 5. Climate action, resource efficiency and raw materials 3573 of which 115 for EIT 6. Inclusive, innovative and secure societies 4317 of which 138 for EIT European Institute of Innovation and Technology (EIT) 1542 + 1652*** Non-nuclear direct actions of the Joint Research Centre 2212 TOTAL 87740 Or. en * Including EUR 8975 million for Information and Communication Technologies (ICT) of which EUR 1795 million for photonics and micro-and nanoelectronics, EUR 4293 million for nanotechnologies, advanced materials and advanced manufacturing and processing, EUR 575 million for biotechnology and EUR 1737 million for space. As a result, EUR 6663 million will be available to support Key Enabling Technologies. ** Around EUR 1131 million of this amount may go towards the implementation of Strategic Energy Technology Plan (SET Plan) projects. Around one third of this may go to SMEs. *** The total amount will be made available through allocations as foreseen in Article 6(3). The second allocation of EUR 1652 million shall be made available pro-rata from the budgets of the Societal challenges and Leadership in enabling and industrial technologies, on an indicative basis and subject to the review set out in Article 26(1).
Amendment 20 #
2011/0400(NLE)
Proposal for a regulation
Recital 2
Recital 2
Amendment 22 #
2011/0400(NLE)
Proposal for a regulation
Recital 4
Recital 4
(4) Notwithstanding the potential impact of nuclear energy on energy supply and economic development, severe nuclear accidents may have the potential toGiven that nuclear accidents endanger human health. Therefore, nuclear safety and, where appropriate, security aspects should be given the greatest possible attentionmaximum resources in the Euratom Research and Training Programme.
Amendment 23 #
2011/0400(NLE)
Proposal for a regulation
Recital 6
Recital 6
Amendment 26 #
2011/0400(NLE)
Proposal for a regulation
Recital 7
Recital 7
Amendment 29 #
2011/0400(NLE)
Proposal for a regulation
Article 3 – paragraph 1
Article 3 – paragraph 1
1. The technicgeneral objectives of the Euratom Programme shall be to improve nuclear safety, security and radiation protection, and to contribute to the long-term decarbonisation of the energy system in a safe, efficient and secure way. The general objective shall be implemented through the activities specified in Annex I in the form of direct and indirect actions which pursue the specific objectives set out in paragraphs 2 and 3 of this Article.
Amendment 30 #
2011/0400(NLE)
Proposal for a regulation
Article 3 – paragraph 2 – point e
Article 3 – paragraph 2 – point e
Amendment 31 #
2011/0400(NLE)
Proposal for a regulation
Article 3 – paragraph 2 – point f
Article 3 – paragraph 2 – point f
Amendment 33 #
2011/0400(NLE)
Proposal for a regulation
Article 4 – paragraph 1 – subparagraph 1 – point a
Article 4 – paragraph 1 – subparagraph 1 – point a
Amendment 34 #
2011/0400(NLE)
Proposal for a regulation
Article 4 – paragraph 1 – subparagraph 1 – point b
Article 4 – paragraph 1 – subparagraph 1 – point b
(b) indirect actions for nuclear fission, safesafety, security and radiation protection, EUR 354.857 in the field of nuclear fission: EUR XXX million;
Amendment 35 #
2011/0400(NLE)
Proposal for a regulation
Article 4 – paragraph 1 – subparagraph 1 – point c
Article 4 – paragraph 1 – subparagraph 1 – point c
(c) direct actions: EUR 724.319XXX million.
Amendment 40 #
2011/0400(NLE)
Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 1 – point b
Article 12 – paragraph 1 – subparagraph 1 – point b
Amendment 42 #
2011/0400(NLE)
Proposal for a regulation
Annex I – part 1 – paragraph 1
Annex I – part 1 – paragraph 1
By achieving the objectives set out in Article 3, the Euratom Programme shall reinforce outcomes under the three priorities of the ´Horizon 2020` Framework Programme: excellent science, industrial leadership, and societal challenges. The Euratom Programme shall in particular support the transition to a reliable, sustainable and competitive energy system in the future, in the face of increasing resource scarcity, growing energy needs and climate change.
Amendment 43 #
2011/0400(NLE)
Proposal for a regulation
Annex I – part 1 – paragraph 3
Annex I – part 1 – paragraph 3
Amendment 44 #
2011/0400(NLE)
Proposal for a regulation
Annex I – part 2 – point 2.1 – point e
Annex I – part 2 – point 2.1 – point e
Amendment 45 #
2011/0400(NLE)
Proposal for a regulation
Annex I – part 2 – point 2.1 – point f
Annex I – part 2 – point 2.1 – point f
Amendment 46 #
2011/0400(NLE)
Proposal for a regulation
Annex I – part 2 – point 2.1 – point g – paragraph 3
Annex I – part 2 – point 2.1 – point g – paragraph 3
Amendment 47 #
2011/0400(NLE)
Proposal for a regulation
Annex I – part 2 – point 2.1 – point i
Annex I – part 2 – point 2.1 – point i
Amendment 48 #
2011/0400(NLE)
Proposal for a regulation
Annex I – part 6 – paragraph 2
Annex I – part 6 – paragraph 2
International cooperation activities shall be promoted through multilateral frameworks (such as IAEA, OECD, ITER,and GIF), and by the existing or new bilateral cooperation with countries having strong R&D and industrial bases and research installations under operation, design or construction.
Amendment 49 #
2011/0400(NLE)
Proposal for a regulation
Annex II – part 1 – point c – indent 2
Annex II – part 1 – point c – indent 2
Amendment 50 #
2011/0400(NLE)
Proposal for a regulation
Annex II – part 1 – point e
Annex II – part 1 – point e
Amendment 51 #
2011/0400(NLE)
Proposal for a regulation
Annex II – part 1 – point f
Annex II – part 1 – point f
Amendment 52 #
2011/0400(NLE)
Proposal for a regulation
Annex II – part 1 – point g – indent 1
Annex II – part 1 – point g – indent 1
Amendment 53 #
2011/0400(NLE)
Proposal for a regulation
Annex II – part 1 – point g – indent 2
Annex II – part 1 – point g – indent 2
Amendment 15 #
2011/0399(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) Horizon 2020 should be implemented with a view to contributing directly to creating citizen's welfare, economic development, environmental sustainability, industrial leadership, gprowthsperity and employment in Europe and should reflect the strategic vision of the Commission Communication of 6 October 2010 to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Region ‘'Europe 2020 Flagship Initiative Innovation’'6 whereby the Commission engages to radically simplify access of participants.
Amendment 23 #
2011/0399(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) The participant Guarantee Fund set up under Regulation No 1906/2006/EC of the European Parliament and of the Council of 18 December 2006 laying down the rules for the participation of undertakings, research centres and universitie, universities and civil society organisations in actions under the Seventh Framework Programme and for the dissemination of research results (2007- 2013)14 and managed by the Commission has proved to be an important safeguard mechanism which mitigates the risks associated to the amounts due and not reimbursed by defaulting participants. Therefore, a new participant Guarantee Fund (the Fund) should be established. In order to ensure a more efficient management and a better coverage of participants' risk, the Fund should cover actions under the programme set up under Decision No 1982/2006/EC, under the programme set up by Council Decision of 18 December 2006 concerning the Seventh Framework Programme of the European Atomic Energy Community (Euratom) for nuclear research and training activities (2007 to 2011)15 , under the programme set up by Council Decision […...] of X 2011 establishing the Framework Programme of the European Atomic Energy Community (2012-2013) as well as actions under Regulation (EU) No XX/XX [Horizon 2020] and Regulation (Euratom) No XX/XX of the Council on the Research and Training Programme of the European Atomic Energy Community (2014-2018) complementing the Horizon 2020- the Framework Programme for Research and Innovation [Euratom H2020]16 . Programmes managed by entities other than Union bodies should not be covered by the Fund.
Amendment 25 #
2011/0399(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 10
Article 2 – paragraph 1 – point 10
(10) 'legal entity’' means undertakings, research centres and universities, encompassing any natural person, or any legal person created under national law, Union law or international law, which has legal personality and which may, acting in its own name, exercise rights and be subject to obligations; these include non profit-making and civil society organisations;
Amendment 30 #
2011/0399(COD)
Proposal for a regulation
Article 22 – paragraph 4
Article 22 – paragraph 4
4. The Horizon 2020 grant may reach a maximum of 100 % of the total eligible costs, without prejudice to the co-financing principle, for non profit-making public bodies, secondary and higher education establishments, research organisations and SMEs.
Amendment 14 #
2011/0384(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) The Europe 2020 strategy for smart, sustainable and inclusive growth assigns a prominent role to the European Institute of Innovation and Technology (hereinafter referred to as the EIT) which aims at contributesing to a number of flagship initiatives, in particular the flagships for an Innovation Union and Youth on the Move.
Amendment 16 #
2011/0384(COD)
Proposal for a regulation
Recital 6 a (new)
Recital 6 a (new)
(6a) The EIT should seek to engage more closely with small and medium-sized enterprises (SMEs) to ensure their active participation in the activities of the KICs. Furthermore, public companies and local authorities, as well as non-profit organisations, should be involved in the KICs, as appropriate.
Amendment 17 #
2011/0384(COD)
Proposal for a regulation
Recital 6 b (new)
Recital 6 b (new)
(6b) The EIT should promote multi- disciplinary approaches to innovation, including the development of non- technological solutions, organizational approaches, new business models, systems innovation and public sector innovations, as a necessary complement to technology- focused innovation activities.
Amendment 18 #
2011/0384(COD)
Proposal for a regulation
Recital 6 c (new)
Recital 6 c (new)
(6c) Social-enterprises being very innovative in nature through the goods or services they offer, their organisation or the production methods they resort to, the promotion of social entrepreneurship activities should be part of EIT and KICs activities.
Amendment 22 #
2011/0384(COD)
Proposal for a regulation
Article 1 – point 1 – point c
Article 1 – point 1 – point c
Regulation (EC) No 294/2008
Article 2 – paragraph 10
Article 2 – paragraph 10
10. 'Stakeholder Forum' means a meeting open to representatives of national and regional authorities, organized interests and individual entities from business, higher education, and research, cluster organisations, civil society organisations, as well as other interested parties from across the knowledge triangle.
Amendment 1 #
2011/0333(CNS)
Draft legislative resolution
Citation 4 a (new)
Citation 4 a (new)
– having regard to its resolution of 29 March 2007 on the future of the European Union’s own resources1, _______________ 1 OJ C 27 E, 31.1.2008, p. 214
Amendment 2 #
2011/0333(CNS)
Draft legislative resolution
Citation 4 b (new)
Citation 4 b (new)
– having regard to its resolution of 8 June 2011 entitled ‘Investing in the future: a new Multiannual Financial Framework (MFF) for a competitive, sustainable and inclusive Europe’1, _______________ 1 Texts adopted, P7_TA(2011)0266.
Amendment 3 #
2011/0333(CNS)
– having regard to its resolution of 13 June 2012 on the Multiannual Financial Framework and own resources1, _______________ 1 Texts adopted, P7_TA(2012)0245.
Amendment 4 #
2011/0333(CNS)
Draft legislative resolution
Citation 4 d (new)
Citation 4 d (new)
– having regard to its resolution of 23 October 2012 on the in the interests of achieving a positive outcome of the Multiannual Financial Framework 2014- 20201, _______________ 1 Texts adopted, P7_TA (2012)XXXX.
Amendment 5 #
2011/0333(CNS)
Draft legislative resolution
Recital A a (new)
Recital A a (new)
Amendment 6 #
2011/0333(CNS)
Proposal for a regulation
Recital A b (new)
Recital A b (new)
Ab. whereas the Parliament, in its resolution of 23 October 20121, expressed a strong belief that the VAT is one of the conditions for the necessary political agreement on Own resources and that an agreement on the reform of VAT as own resource, as well as its implementing modalities, must be concluded together with the agreement on the MFF; _______________ 1 In the interests of achieving a positive outcome of the Multiannual Financial Framework 2014-2020 (consent procedure - COM(2012)0388 – 2011/0177(APP)).
Amendment 403 #
2011/0302(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. Proposals may be submitted by one or several Member States, regional and local authorities, international organisations, joint undertakings, or public or private undertakings or bodies established in Member States.
Amendment 433 #
2011/0302(COD)
Proposal for a regulation
Article 10 – paragraph 2 – point b – point ii
Article 10 – paragraph 2 – point b – point ii
(ii) inland transport connections to ports and airports, actions to reduce rail freight noise by retrofitting of existing rolling stock, as well as development of ports and multi-modal platformrail-road terminals: the amount of Union financial aid shall not exceed 20% of the eligible cost.
Amendment 462 #
2011/0302(COD)
Proposal for a regulation
Article 10 – paragraph 2 – point c – point ii
Article 10 – paragraph 2 – point c – point ii
(ii) traffic management systems, freightcombined transport services, secure parkings on the road core network, as well as actions to support the development of Motorways of the Seas: the amount of Union financial aid shall not exceed 20% of the eligible cost.
Amendment 710 #
2011/0302(COD)
Proposal for a regulation
Annex – Part I – Point b – rows 28 a-b (new)
Annex – Part I – Point b – rows 28 a-b (new)
Valenciennes - Cross-Border Rail studies and work Mons Mons - Liège Bottleneck Rail studies and work
Amendment 4 #
2011/0301(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) Over the next decade, unprecedented investment volumes in Europe's transport, energy, information and communication networks will be needed in order to underpin the Europe 2020 flagship actions and develop smart, upgraded and fully interconnected infrastructures to foster the completion of the internal market. Estimated investment needs of the TEN-T network amount to EUR 500 billion. Among energy infrastructure projects of European relevance, approximately EUR 100 billion of investments is at risk of not being delivered due to obstacles related to permit granting, regulation and financing, while another EUR 100 billion will be financed by the sector itself. Investment needs for achieving the Digital Agenda objective of providing fast internet access for all European citizens and businesses range from EUR 181 to EUR 273 billion, of which private sector investment is expected to amount to between EUR 30 billion and EUR 100 billion. One should ensure, however, that EU-funded transport infrastructure takes into account energy efficiency needs, noise reduction at the source, biodiversity and climate change challenges.
Amendment 8 #
2011/0301(COD)
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) A further step forward which should be carefully assessed and reported to the European Parliament and the Council is the public issuing of project bonds by the Union, targeted to financing sustainable infrastructure projects with European Added Value (i.e. TEN-T, TEN-E, etc.).
Amendment 10 #
2011/0301(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Therefore, a pilot phase for the Europe 2020 Project Bond Initiative should be launched during the current financial framework in order to develop debt capital market financing in the area of infrastructure more generally and to extend the range of financial instruments currently available for transport projects, bearing in mind that the costs of transport should be reflected in its price in an undistorted way, as indicated in the White Paper on Transport Policy of 2011.
Amendment 13 #
2011/0301(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Budgetary funds should be requested by the EIB on the basis of a range of projects, which the EIB would deem suitable and likely to be realised. Any such requests should be made prior to 31 December 2013. Due to the complexity of large infrastructure projects, the actual approval might take place at a later date, but no later than 31 December 2014. The selection of projects eligible for the EU funding should reflect the need for infrastructure that minimises the impact on the environment, that is resilient to the possible impact of climate change, health and that improve the safety and security of users.
Amendment 15 #
2011/0301(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) Over the next decade, unprecedented investment volumes in Europe's transport, energy, information and communication networks will be needed in order to underpin the Europe 2020 flagship actions and develop smart, upgraded and fully interconnected infrastructures to foster the completion of the internal market. Estimated investment needs of the TEN-T network amount to EUR 500 billion. Among energy infrastructure projects of European relevance, approximately EUR 100 billion of investments is at risk of not being delivered due to obstacles related to permit granting, regulation and financing, while another EUR 100 billion will be financed by the sector itself. Investment needs for achieving the Digital Agenda objective of providing fast internet access for all European citizens and businesses range from EUR 181 to EUR 273 billion, of which private sector investment is expected to amount to between EUR 30 billion and EUR 100 billion. It should be ensured, however, that EU-funded transport infrastructure takes into account energy-efficiency needs, noise reduction at source, biodiversity and climate-change challenges.
Amendment 15 #
2011/0301(COD)
Proposal for a regulation
Recital 20 a (new)
Recital 20 a (new)
(20a) Other sources of funding to be considered include schemes for the internalisation of external costs and infrastructure use charges, which could create additional revenue streams making infrastructure investments more attractive to private capital.
Amendment 16 #
2011/0301(COD)
Proposal for a regulation
Recital 20 b (new)
Recital 20 b (new)
(20b) Price signals play a crucial role in many decisions that have long-lasting effects on the transport system. Transport charges and taxes must be restructured in the direction of wider application of the 'polluter-pays' and 'user-pays' principle. They should underpin transport's role in promoting European competitiveness and cohesion objectives, while the overall burden for the sector should reflect the total costs of transport including infrastructure and external costs. Wider socioeconomic benefits and positive externalities justify some level of public funding, but in the future, transport users are likely to pay for a higher proportion of the costs than today. It is important that correct and consistent monetary incentives are given to users, operators and investors.
Amendment 21 #
2011/0301(COD)
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) A further step forward which should be carefully assessed and reported to the European Parliament and the Council is the public issuing of project bonds by the Union, targeted at financing sustainable infrastructure projects with European added value (i.e. TEN-T, TEN-E, etc.).
Amendment 22 #
2011/0301(COD)
Proposal for a regulation
Recital 10
Recital 10
(10) The Union support should mitigate the risk inherent in project bonds to the extent that capital market participants are willing to invest in a larger volume infrastructure project bonds than would be possible without Union support. As a counterpart for the socialisation of risk through the EU budget and EIB guarantees, appropriate public ownership and democratic accountability of financed projects has to be guaranteed.
Amendment 24 #
2011/0301(COD)
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) The socialisation of risks through risk-taking by the Union and the EIB should in principle be compensated through the premium charged for compensation; if this is not the case, it should be explicitly mentioned and appropriately justified.
Amendment 27 #
2011/0301(COD)
Proposal for a regulation
Recital 12
Recital 12
(12) The reassessment of infrastructure investment programmes by Member States in the context of their fiscal austerity and structural reforms will not facilitate the required acceleration of the pace of infrastructure investment needed to meet the policy objectives of the Europe 2020 strategy, in particular a shift towards a resource-efficient, low-carbon economy to achieve sustainable growth, as laid down in the Europe 2020 resource efficiency flagship initiative. In addition, long-term bank lending for infrastructure projects continues to be insufficient and expensive, calling for alternative and competitive sources of debt financing.
Amendment 28 #
2011/0301(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) Therefore, a pilot phase for the Europe 2020 Project Bond Initiative should be launched during the current financial framework in order to develop debt capital market financing in the area of infrastructure more generally and to extend the range of financial instruments currently available for transport projects, bearing in mind that the costs of transport should be reflected in its price in an undistorted way, as indicated in the White Paper entitled Roadmap to a Single European Transport Area - Towards a competitive and resource efficient transport system of 28 March 2011.
Amendment 29 #
2011/0301(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) In order to implement the pilot phase of the Europe 2020 Project Bond Initiative, Decision No 1639/2006/EC and Regulation (EC) No 680/2007 should be amended. This pilot phase aims to support infrastructure projects with commercial potential and socio-economic benefits in line with the Europe 2020 strategy, in particular the resource efficiency flagship initiative, in the transport, energy and ICT sectors, while after 2013 the initiative mayshould be extended to other sectors, in particular to renewable energy and building renovation.
Amendment 35 #
2011/0301(COD)
Proposal for a regulation
Recital 18 a (new)
Recital 18 a (new)
(18a) The selection of projects to be supported should respect relevant environmental, social and climate criteria as outlined in the "European Principles for the Environment" and "The EIB Statement of Environmental and Social Principles and Standards". The EIB should fully apply the procedures contained in its Environmental and Social Practices Handbook.
Amendment 36 #
2011/0301(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Budgetary funds should be requested by the EIB on the basis of a range of projects, which the EIB would deem suitable and likely to be realised. Any such requests should be made prior to 31 December 2013. Due to the complexity of large infrastructure projects, the actual approval might take place at a later date, but no later than 31 December 2014. The selection of projects eligible for EU funding should reflect the need for infrastructure that minimises the impact on the environment, that is resilient to the possible impact of climate change, and that improves the health, safety and security of users.
Amendment 39 #
2011/0301(COD)
Proposal for a regulation
Recital 20 a (new)
Recital 20 a (new)
(20a) Other sources of funding to be considered include schemes for the internalisation of external costs and infrastructure use charges, which could create additional revenue streams making infrastructure investments more attractive to private capital.
Amendment 42 #
2011/0301(COD)
Proposal for a regulation
Article 1 – point 2 – point a
Article 1 – point 2 – point a
Decision No 1639/2006/EC
Article 31 – paragraph 2 – subparagraph 1
Article 31 – paragraph 2 – subparagraph 1
2. The projects shall aim to promote innovation, technology transfer and the dissemination of new technologies that are ready for market uptake, with priority to the integration of renewable energy and environmentally sustainable transport.
Amendment 45 #
2011/0301(COD)
Proposal for a regulation
Article 1 – point 2 – point b
Article 1 – point 2 – point b
2c. The detailed terms and conditions for implementing the risk-sharing instrument for project bonds, including its monitoring and control, shall be laid down in a delegation agreement between the Commission and the EIB. This agreement shall aim at ensuring appropriate public ownership for the projects benefiting from the risk-sharing instrument for project bonds and refer to relevant Commission and EIB selection criteria in the social, environmental and climate field. It shall also include modalities for ensuring that in principle the premium charged for compensation of risk-taking by the Union and the EIB corresponds to full risk- taking compensation. Where full compensation is not applied, this transfer of risk shall be made explicit and the cost- benefit analysis shall identify positive externalities generated by the project justifying such an approach.
Amendment 766 #
2011/0294(COD)
Proposal for a regulation
Annex I – Volume 02/33
Annex I – Volume 02/33
To add the "Walloon railway backgone", the line connecting Valenciennes (FR) with Aachen (DE) via Mons (BE), Charleroi (BE), Namur (BE) and Liège (BE) to the rail core network
Amendment 773 #
2011/0294(COD)
Proposal for a regulation
Annex I – Volume 03/33
Annex I – Volume 03/33
To add "Walloon railway backgone", the line connecting Valenciennes (FR) with Aachen (DE) via Mons (BE), Charleroi (BE), Namur (BE) and Liège (BE) to the rail core network
Amendment 774 #
2011/0294(COD)
Proposal for a regulation
Annex I – Volume 03/33
Annex I – Volume 03/33
To add the Mons-Liege section of the E42 motorway, connecting Lille (FR) with Cologne (DE) via Mons (BE), Charleroi (BE), Namur (BE) and Liège (BE) to the road core network
Amendment 787 #
2011/0294(COD)
Proposal for a regulation
Annex I – Volume 08/33
Annex I – Volume 08/33
To add the "Walloon railway backgone", the line connecting Valenciennes (FR) with Aachen (DE) via Mons (BE), Charleroi (BE), Namur (BE) and Liège (BE) to the rail core network
Amendment 796 #
2011/0294(COD)
Proposal for a regulation
Annex I – Volume 09/33
Annex I – Volume 09/33
To add the "Walloon railway backgone", the line connecting Valenciennes (FR) with Aachen (DE) via Mons (BE), Charleroi (BE), Namur (BE) and Liège (BE) to the rail core network
Amendment 797 #
2011/0294(COD)
Proposal for a regulation
Annex I – Volume 09/33
Annex I – Volume 09/33
To add the Mons-Liege section of the E42 motorway, connecting Lille (FR) with Cologne (DE) via Mons (BE), Charleroi (BE), Namur (BE) and Liège (BE) to the road core network
Amendment 803 #
2011/0294(COD)
To add the "Walloon railway backgone", the line connecting Valenciennes (FR) with Aachen (DE) via Mons (BE), Charleroi (BE), Namur (BE) and Liège (BE) to the rail core network
Amendment 807 #
2011/0294(COD)
Proposal for a regulation
Annex I – Volume 11/33
Annex I – Volume 11/33
To add the "Walloon railway backgone", the line connecting Valenciennes (FR) with Aachen (DE) via Mons (BE), Charleroi (BE), Namur (BE) and Liège (BE) to the core network
Amendment 808 #
2011/0294(COD)
Proposal for a regulation
Annex I – Volume 11/33
Annex I – Volume 11/33
To add the Mons-Liege section of the E42 motorway, connecting Lille (FR) with Cologne (DE) via Mons (BE), Charleroi (BE), Namur (BE) and Liège (BE) to the road core network
Amendment 955 #
Amendment 25 #
2011/0269(COD)
Proposal for a regulation
Recital 1 a (new)
Recital 1 a (new)
(1a) In its resolution of 8 June 2011 on Investing in the future: a new Multiannual Financial Framework (MFF) for a competitive, sustainable and inclusive Europe1, the European Parliament reiterated that without sufficient additional resources in the post- 2013 MFF, the Union will not be able to fulfil its existing policy priorities, namely linked to the EU2020 strategy, and the new tasks provided for in the Treaty of Lisbon, as well as to respond to unforeseen events; it pointed out that, even with an increase in the level of resources for the next MFF of at least 5 % compared to the 2013 level, only a limited contribution can be made to the achievement of the Union's agreed objectives and commitments and the principle of Union solidarity; it challenged the Council, if it does not share this approach, to clearly identify which of its political priorities or projects could be dropped altogether, despite their proven European added value; _______________ 1 Texts adopted, P7_TA(2011)0266.
Amendment 26 #
2011/0269(COD)
Proposal for a regulation
Recital 1 b (new)
Recital 1 b (new)
(1b) In its resolution of 8 June 2011 on Investing in the future: a new Multiannual Financial Framework (MFF) for a competitive, sustainable and inclusive Europe1, the European Parliament considered that the European Globalisation Adjustment Fund (EGF) had been successful in providing EU solidarity and support to workers made redundant because of the adverse effects of globalisation and the global financial and economic crisis and should, therefore, be maintained under the new MFF. The European Parliament believed, however, that the procedures for implementing the support from the EGF were too time consuming and cumbersome. The European Parliament called on the Commission to propose ways in which these procedures could be simplified and shortened for the future; _______________ 1 Texts adopted, P7_TA(2011)0266.
Amendment 27 #
2011/0269(COD)
Proposal for a regulation
Recital 1 c (new)
Recital 1 c (new)
(1c) In its resolution of 8 June 2011 on Investing in the future: a new Multiannual Financial Framework (MFF) for a competitive, sustainable and inclusive Europe1, the European Parliament considered it crucial to maintain special instruments, such as the European Globalisation Adjustment Fund which could be mobilised on an ad-hoc basis, by further simplifying their use and providing them with sufficient envelopes, as well as by possibly creating new instruments in the future. The European Parliament stressed that the mobilisation of such additional sources of funding must abide by the Community method. _______________ 1 Texts adopted, P7_TA(2011)0266.
Amendment 33 #
2011/0269(COD)
Proposal for a regulation
Recital 5
Recital 5
Amendment 37 #
2011/0269(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) In order to maintain the European nature of the EGF, an application for support should be triggered when the number of redundancies reaches a minimum threshold. In small labour markets, such as small Member States or remote regions, and in exceptional circumstances, applications may be submitted for a lower number of redundancies. As regards farmers, the necessary criteria should be determined by the Commission in relation to the consequences of each trade agreement.
Amendment 40 #
2011/0269(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) Redundant workers should have equal access to the EGF independently of their type of employment contract or employment relationship. Therefore, workers with fixed term contracts and temporary agency workers made redundant as well as owner-managers of micro, small and medium-sized enterprises and self- employed workers who cease their activities and farmers who change or adjust their activities to a new market situation following trade agreements, should be regarded as redundant workers for the purposes of this Regulation.
Amendment 45 #
2011/0269(COD)
Proposal for a regulation
Recital 8
Recital 8
Amendment 59 #
2011/0269(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) To facilitate the implementation of this Regulation, expenditure should be eligible either from the date on which a Member State incurs administrative expenditure for implementing the EGF or from the date on which a Member State starts to provide personalised services or, in the case of farmers, from the date set in a Commission act in accordance with Article 4(3).
Amendment 62 #
2011/0269(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) In order to cover the needs arising during the final months of each year, it is necessary to ensure that at least one quarter of the annual maximum amount of the EGF remains available on 1 September. Financial contributions made during the remainder of the year should be allocated taking into account the overall ceiling laid down for support to farmers in the Multiannual Financial Framework.
Amendment 71 #
2011/0269(COD)
Proposal for a regulation
Article 1 – paragraph 2
Article 1 – paragraph 2
The aim of the EGF shall be to contribute to economic growthdevelopment, social inclusion and employment in the Union by enabling the Union to show solidarity towards workers made redundant as a result of major structural changes in world trade patterns due to globalisation, trade agreements affecting agriculture, or an unexpected crisis, and to provide financial support for their rapid reintegration into employment, or for changing or adjquality and sustaing their agricultural activitiesable employment.
Amendment 76 #
2011/0269(COD)
Proposal for a regulation
Article 2 – point c
Article 2 – point c
Amendment 79 #
2011/0269(COD)
Proposal for a regulation
Article 3 – point d
Article 3 – point d
(d) ‘a worker’ means owner-managers of micro, small and medium-sized enterprises and self-employed workers (including farmers) and all members of the household active in the business, provided that, if farmers, they were already producing the output affected by the relevant trade agreement before the measures concerning the specific sector were implemented.
Amendment 82 #
2011/0269(COD)
Proposal for a regulation
Article 4 – paragraph 3
Article 4 – paragraph 3
Amendment 86 #
2011/0269(COD)
Proposal for a regulation
Article 4 – paragraph 4
Article 4 – paragraph 4
4. Where owner-managers of micro, small and medium-sized enterprises and self- employed workers change or, in the case of farmers, adjust their previous activities, such situations shall be considered as redundancies for the purposes of this Regulation.
Amendment 89 #
2011/0269(COD)
Proposal for a regulation
Article 5 – point c
Article 5 – point c
(c) For owner-managers of micro, small and medium-sized enterprises and self- employed workers (including farmers), the redundancy shall be counted either from the date of cessation of the activities caused by any of the conditions set out in Article 2, and determined in accordance with national law or administrative provisions, or from the date specified by the Commission in the delegated act adopted in accordance with the Article 4(3).
Amendment 93 #
2011/0269(COD)
Proposal for a regulation
Article 6 – point c
Article 6 – point c
Amendment 96 #
2011/0269(COD)
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 1 – introductory part
Article 7 – paragraph 1 – subparagraph 1 – introductory part
A financial contribution may be made for active labour market measures that form part of a coordinated package of personalised services, designed to facilitate the re-integration of the targeted redundant workers into employment or self- employment or, in the case of farmers, to change or adjust their previous activities. The coordinated package of personalised services may include in particular:
Amendment 107 #
2011/0269(COD)
Proposal for a regulation
Article 8 – paragraph 1
Article 8 – paragraph 1
1. The Member State shall submit a complete application to the Commission within a period of 12 weeks from the date on which the criteria set in Article 4(1) or (2) are met or, where applicable, before the deadline set by the Commission in accordance with Article 4(3). In exceptional and duly justified circumstances the application may be supplemented with additional information by the applicant Member State within six months from the date of application, following which the Commission shall assess the application on the basis of the available information. The Commission shall complete its assessment of the application within twelve weeks of the date of receipt of a complete application or (in the case of an incomplete application) six months after the date of the initial application, whichever is the earlier.
Amendment 113 #
2011/0269(COD)
Proposal for a regulation
Article 8 – paragraph 2 – point j
Article 8 – paragraph 2 – point j
Amendment 117 #
2011/0269(COD)
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
1. At the initiative of the Commission, subject to a ceiling of 0,5 % of the annual maximum amount of the EGF, the EGF may be used to finance the preparation, monitoring, data gathering and creation of a knowledge base relevant to the implementation of the EGF, as well as the dissemination of best practices between Member States. It may also be used to finance administrative and technical support, information and communication activities, as well as audit, control and evaluation activities necessary to implement this Regulation.
Amendment 129 #
2011/0269(COD)
Proposal for a regulation
Article 14
Article 14
Expenditure shall be eligible for a financial contribution from the dates set out in Article 8(2)(h) on which the Member State starts the personalised services to the targeted workers or the administrative expenditure to implement the EGF in accordance with Article 7(1) and (3) respectively. In the case of farmers, expenditure shall be eligible for a contribution from the date set in the delegated act taken in accordance with Article 4(3).
Amendment 137 #
2011/0269(COD)
Proposal for a regulation
Article 18 – paragraph 1 – subparagraph 1
Article 18 – paragraph 1 – subparagraph 1
No later than 15 months after the date of the application pursuant to Article 8(1) or by the date laid down in the delegated act taken in accordance with Article 4(3) the Member State shall present an interim report to the Commission on the implementation of the financial contribution, including on the funding, timing and type of actions already carried out and on the rate of reintegration into employment or new activities achieved 12 months after the date of the application.
Amendment 145 #
2011/0269(COD)
Proposal for a regulation
Article 23
Article 23
Amendment 147 #
2011/0269(COD)
Proposal for a regulation
Article 24
Article 24
Amendment 148 #
2011/0269(COD)
Proposal for a regulation
Article 24 – paragraph 5
Article 24 – paragraph 5
Amendment 5 #
2011/0261(CNS)
Proposal for a directive
Recital 3 a (new)
Recital 3 a (new)
(3a) In order to align Union policy objectives more closely with the EU budget, revenue collected from the FTT should be used to finance the EU budget.
Amendment 40 #
2011/0217(COD)
Proposal for a decision
Recital 20
Recital 20
(20) In order to optimise the effectiveness and efficiency of the activities envisaged for the year of implementation (2013), it is important to carry out a set of preparatory actions with full respect for Article 49(6) of the Financial Regulation and to involve in the planning process all the relevant stakeholders, including the EU institutions, civil society organizations, including those representing vulnerable people, the social partners, national, regional and local administrative bodies, and schools and universities.
Amendment 49 #
2011/0217(COD)
Proposal for a decision
Article 3 – paragraph 1 – indent 3
Article 3 – paragraph 1 – indent 3
– conferences and events involving all the relevant stakeholders, including the EU institutions, civil society organizations, including those representing vulnerable people, the social partners, national, regional and local administrative bodies, and schools and universities to promote debate and raise awareness of the importance and benefits of the right to free movement and residence and more generally citizens' rights as Union citizens;
Amendment 51 #
2011/0217(COD)
Proposal for a decision
Article 3 – paragraph 1 – indent 4
Article 3 – paragraph 1 – indent 4
– use of the existing multilingual participatory tools to stimulatand development of new participatory tools, including web- based tools to provide an area where citizens can express themselves, discuss and put on the agenda European issues in order to promote deliberative and participatory citizenship and to encourage citizens' contributions in giving tangible effect to their rights and more generally in achieving the objectives of the European Year;
Amendment 107 #
2011/0196(COD)
Proposal for a regulation
Recital 4
Recital 4
Amendment 318 #
2011/0196(COD)
Proposal for a regulation
Article 2 – paragraph 2
Article 2 – paragraph 2
Regulation (EC) 561/2006
Article 2
Article 2
Amendment 319 #
2011/0196(COD)
Proposal for a regulation
Article 2 – paragraph 2
Article 2 – paragraph 2
Regulation (EC) No 561/2006
Article 2
Article 2
Amendment 5 #
2011/0177(APP)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Urges the Commission and the Member Sates that all EU co-funded transport infrastructure must be earmarked for green and sustainable intermodal infrastructure networks with a strong emphasis on European added value as well as on abolishing transborder rail missing links and on promoting sustainable projects to, in and between new Member Sates;
Amendment 11 #
2011/0177(APP)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Encourages the Commission and the Member Sates not to think big, but to act smartly and put priority on improving and upgrading existing rail infrastructure that can bring considerable benefits on the shorter term with smaller investments; underlines therefore that projects, such as interoperability in the fields of ERTMS and rail freight noise reduction at the source should be at the top of the priorities list;
Amendment 23 #
2011/0177(APP)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Insists on better coherence between the proposed MFF and the Regulations on CEF, TEN-T, structural and cohesion funds, integrating the EU targets on reduction of CO2 emissions and of heavy road accidents, as well as environmental legislation (including Natura 2000 and the trans-border application of the SEA Directive), the need for minimising external costs and a modal shift towards more sustainable modes, such as rail and sustainable waterborne transport;
Amendment 24 #
2011/0177(APP)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Emphasises that for all EU co- funding of transport projects, road projects should get a maximum of 30 % of the total amounts spent on rail, walking and cycling projects;
Amendment 158 #
2011/0177(APP)
Motion for a resolution
Paragraph 39 a (new)
Paragraph 39 a (new)
39a. Points to the significant savings that could be made if the European Parliament were to have a single seat; urges the budgetary authority to raise this issue in the negotiations on the next MFF 2014-2020;
Amendment 14 #
2011/0092(CNS)
Proposal for a directive
Recital 2 a (new)
Recital 2 a (new)
(2a) Future legislation on taxation on energy should internalise the social and environmental external costs, caused by each sector, and aim to reduce those external costs, obtaining positive effects for society, the economy and public budgets.
Amendment 40 #
2011/0092(CNS)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/96/EC
Article 29 - paragraph 3 a (new)
Article 29 - paragraph 3 a (new)
The Commission shall report every year to the European Parliament and to the Council on the financial impact of tax exemptions on public budgets, namely when practising exemptions for fuel taxation and VAT, particularly in the air and maritime transport sector as well as on the effects of these exemptions on distortion of intermodal competition. The Commission shall report every year to the European Parliament and to the Council on the functioning of the Union's Emissions Trading Scheme (EU ETS), analysing, inter alia, differential treatments across sectors relating to the allocation of free certificates and the effect on intermodal competition.
Amendment 1 #
2010/2211(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Recalls that transport underpins Europe's economic and social activity, that the transport sector represents 4.6% of the European Union's GDP, while employing 9.2 million individuals, and that, as well as allowing communication between individuals and communities and providing the network upon which the movement of goods in the single market ultimately depends, the sector is significant in terms of its potential contribution to ensuring social cohesion, boosting employment and trade and enhancing the tourism sector, together with the contribution an efficient transport system can make to reduced accidents, carbon emissions and oil dependency, pollution and congestion, as fixed in the EU targets and legislation;
Amendment 5 #
2010/2211(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Emphasises in this regard the necessity to link the budgetary resources decisions with the opportunities, given by internalising external social and environmental costs in this sector and in the longer term by avoiding these external costs;
Amendment 21 #
2010/2211(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Essential savings in the EU budget as well as in the Member States budgets can be achieved by reallocation of means from infrastructure noise abatement measures (e.g. noise screens) to retrofitting vehicles by low noise techniques, such as composite brake blocks for freight wagons, where an investment of approximately 2 bn € can bring a saving up to 70 % of the original infrastructure investment costs. Similar savings are made and can be made by investing in ERTMS for both infrastructure and rolling stock, while increasing rail safety and efficiency in use of existing rail infrastructure capacity;
Amendment 34 #
2010/2211(INI)
Draft opinion
Paragraph 10
Paragraph 10
10. Notes that only half of one percent of the TEN-T budget for the period 2007- 2013 remains unallocated but insists that the EU commitment to funding cannot be open-ended for those projects which do not progress because the necessary matching funding from national budgets is not made available before 2015; underlines that priority in financing transport projects should be put on improvement of existing rail infrastructure, by investing smaller budget amounts, which result in short or medium term benefits;
Amendment 1 #
2010/2142(DEC)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Calls on the Commission to provide Parliament and the Council, before the start of the discharge procedure, with a description of how the Commission has applied the remarks and comments relating to each budget line, as decided by this Budgetary Authority;
Amendment 2 #
2010/2142(DEC)
Draft opinion
Paragraph 8
Paragraph 8
8. Stresses that there is an urgent need for regional and transport policies to be transparent through the provision of proper information to taxpayers and budget authorities, and to be more closely coordinated, particularly as regards TEN-T funding, as at present only cursory consideration is given to the potential European added value of projects and consequently funds are not used as effectively as possible to eliminate bottlenecks and problems in connection with border crossings or inadequate connections;
Amendment 34 #
2010/2004(BUD)
Motion for a resolution
Paragraph 14 a new
Paragraph 14 a new
14 a. Stresses that transport is an essential element of the European economy, enabling the mobility of persons, goods and knowledge across borders; underlines that transport is a vector of equality and social mobility, for young people in particular, since it opens up opportunities and improves exchanges in the field of knowledge and training;
Amendment 55 #
2010/2004(BUD)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Underlines that the priorities for 2011, in view of the EU 2020 strategy, will be financed mainly from this heading, and that the Lisbon Treaty's extension of EU competences (for example in space policy and tourism) is likely to have budgetary implications;
Amendment 56 #
2010/2004(BUD)
Motion for a resolution
Paragraph 25 a new
Paragraph 25 a new
25a. Refers to Title XII, Article 195 on 'Tourism' of the Treaty of Lisbon, and demands that full and close attention should be paid to the promotion and networking of cross-border sustainable tourism initiatives that contribute to soft mobility, climate protection and the creation of a favourable environment for the development of small and medium enterprises;
Amendment 60 #
2010/2004(BUD)
Motion for a resolution
Paragraph 26 a new
Paragraph 26 a new
26a. Recalls that, in the context of Europe's economic recovery, investment in transport particularly via investment in the TEN-Ts, has a crucial role to play in driving forward growth and employment as well as in advancing Europe's economic and environmental interests;
Amendment 61 #
2010/2004(BUD)
Motion for a resolution
Paragraph 26 b new
Paragraph 26 b new
26b. Attaches high importance to transport safety in all modes and considers, particularly after the recent tragic railway accidents and the continuing high level of road fatalities, that the EU should boost co-funding efforts within the TEN-Ts and other financing instruments for improving safety systems;
Amendment 80 #
2010/2004(BUD)
Motion for a resolution
Paragraph 33
Paragraph 33
33. Expects the fight against climate change to remain high on the EU’s ‘post- Copenhagen’ political agenda in 2010 and 2011, and recalls that, as part of a broader approach, sustainable development is an ongoing responsibility to the next generations; asks the Commission to provide a clear action plan and timetable for the implementation of appropriations under the EU action programme to combat climate change; underlines that the transport sector represents a great potential in the fight against climate change and calls on the Commission to give priority to measures for decarbonisation in all transport modes; recalls that the release of the reserve on this line will depend upon the Commission’s proposals;
Amendment 6 #
2010/2002(BUD)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Recalls, in that respect, that a proposal for substantial budget review is awaited, and that the difficulties encoUnderlines that when the current Multiannual Financial Framework was adopted in 2006: - the economic and financial crisis that the EU has untdered in the previous budgetary procedures to react properly and satisfactorily to various challenges that have arisegone since 2008 and its consequences were not foreseen; - the Lisbon Treaty was not in force; - specific needs linked to a number of new programmes and procedures (implementation of the Lisbon Trender the revision of the current MFF unavoidableaty, new financial supervision authorities, GMES, Stockholm programme, etc.) didn't exist;
Amendment 10 #
2010/2002(BUD)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Points out the important number of outstanding procedures involving far reaching budgetary consequences that have to be concluded by the two branches of the budgetary authority in 2011 (budget reviStresses that, under these conditions, a profound review of the EU budget must be considered rapidly, as regards resources as well as budget appropriations, in order to adapt it to a completely new, setting up of the European External Action Service (EEAS), Amending Budgets, revision of the IIA, revision of the Financial Regulation etc.)ituation and to meet the EU citizens' expectations; recalls that the adaptation capacities of the EU budget within the framework of the Multiannual Financial Framework have reached their limit;
Amendment 11 #
2010/2002(BUD)
Motion for a resolution
Paragraph 7
Paragraph 7
Amendment 19 #
2010/2002(BUD)
Motion for a resolution
Paragraph 10
Paragraph 10
10. While acknowledging the efforts made for the presentation of administrative expenditure outside Heading 5, calls for further clarification in the allocation between operational and administrative expenditure; notes that an already substantial amount of what is, in reality, administrative expenditure, for instance that of EU agencies, is financed from operational allocations;
Amendment 38 #
2010/2002(BUD)
Motion for a resolution
Paragraph 20 a new
Paragraph 20 a new
20a. Welcomes the effort that has been made on TEN-Ts but, as regards the budget for transport, which is strategic for the European economy and social life, expresses concern about the constraints and lack of margin that weighs upon all remaining transport policies;
Amendment 39 #
2010/2002(BUD)
Motion for a resolution
Paragraph 20 b new
Paragraph 20 b new
20b. Is disappointed that tourism, which indirectly generates more than 10% of the EU's GDP and which has become a full competence of the EU with the ratification of the Lisbon Treaty, is not clearly identified in the 2011 DB;
Amendment 41 #
2010/2002(BUD)
Motion for a resolution
Paragraph 20 d new
Paragraph 20 d new
20d. Encourages the Commission to also support innovative projects in the field of sustainable transport related research and development, with particular attention for interoperable safety systems as well as for intermodal mobility chains "walking- cycling-public/collective transport- carsharing-carpooling" in urban areas and combined freight transport;
Amendment 1 #
2010/2001(BUD)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Emphasises that financing transport should contribute to better integration of this sector in favour of a more efficient society as far as the economy, safety, social interests and the environment are concerned;
Amendment 2 #
2010/2001(BUD)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Considers, in this regard, that a transport policy package should include concepts of transport avoidance, modal shift towards more sustainable modes and improved sustainability of the entire sector, including barrier-free accessibility for persons with reduced mobility and those who are socially disadvantaged;
Amendment 9 #
2010/2001(BUD)
Draft opinion
Paragraph 4
Paragraph 4
4. Attaches great importance to investment geared to ensuring that all modes of transport are safe; and points out the necessity of ensuring equivalent rights for all passengers in all modes of transport;
Amendment 10 #
2010/2001(BUD)
Draft opinion
Paragraph 5
Paragraph 5
5. Stresses that there is great potential in the transport sector for action to combat climate change, and calls on the Commission to give priority to decarbonisation measures for all transport modes, based on the EU 2020 targets for overall CO2 emissions reduction;
Amendment 132 #
2010/0253(COD)
Proposal for a directive
Recital 2
Recital 2
Amendment 132 #
2010/0253(COD)
Proposal for a directive
Recital 2
Recital 2
Amendment 140 #
2010/0253(COD)
Proposal for a directive
Recital 2 a (new)
Recital 2 a (new)
(2a) Because of their physical and technical characteristics railways bear high safety, environmental, transport efficiency and energy saving potentials. Their central role in EU sustainable transport policy should therefore be considered as a main opportunity for EU transport policy to meet the targets of the EU 2020 and its roadmap 2050.
Amendment 140 #
2010/0253(COD)
Proposal for a directive
Recital 2 a (new)
Recital 2 a (new)
(2a) Because of their physical and technical characteristics railways bear high safety, environmental, transport efficiency and energy saving potentials. Their central role in EU sustainable transport policy should therefore be considered as a main opportunity for EU transport policy to meet the targets of the EU 2020 and its roadmap 2050.
Amendment 142 #
2010/0253(COD)
Proposal for a directive
Recital 3
Recital 3
Amendment 142 #
2010/0253(COD)
Proposal for a directive
Recital 3
Recital 3
Amendment 146 #
2010/0253(COD)
Proposal for a directive
Recital 4
Recital 4
Amendment 146 #
2010/0253(COD)
Proposal for a directive
Recital 4
Recital 4
Amendment 149 #
2010/0253(COD)
Proposal for a directive
Recital 5
Recital 5
Amendment 149 #
2010/0253(COD)
Proposal for a directive
Recital 5
Recital 5
Amendment 150 #
2010/0253(COD)
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
(5a) Innovation in improving the railways' passenger and freight services should be achieved by a coherent concept of stronger financing for rail infrastructure, adequate regulation and step-wise opening of markets, without jeopardizing the obligations of public services and social standards within this sector. A modal shift towards this mode is a core task of future EU policy.
Amendment 150 #
2010/0253(COD)
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
(5a) Innovation in improving the railways' passenger and freight services should be achieved by a coherent concept of stronger financing for rail infrastructure, adequate regulation and step-wise opening of markets, without jeopardizing the obligations of public services and social standards within this sector. A modal shift towards this mode is a core task of future EU policy.
Amendment 151 #
2010/0253(COD)
Proposal for a directive
Recital 6
Recital 6
(6) In order to ensure the future development and efficient operation of the railway system, a distinction should be made between the provision of transport services on the one hand, and the operation of infrastructure on the other hand. Given this situation, it is necessary for these two activities to be managed separately and to have separate accounts. as originally laid down in Article 6 of Directive 91/440 EEC and subsequently amended by Directive 2001/12/EC. Whether and to what extend Member States have so far complied with Directive 91/440 EEC and Directive 2001/12/EC is to be assessed by the Court and this legislation (recast) shall therefore not impede the ongoing infringement procedures concerning the implementation of these Directives. Given that there is no unambiguous relationship between the degree of market opening and the separation of infrastructure and railway service provisions, the purpose of this recast is to establish an open access within the EU railway network and to abolish illegal national obstacles. This recast therefore intends to clarify and make more effective the existing provisions and not to introduce new requirements in this regard.
Amendment 151 #
2010/0253(COD)
Proposal for a directive
Recital 6
Recital 6
(6) In order to ensure the future development and efficient operation of the railway system, a distinction should be made between the provision of transport services on the one hand, and the operation of infrastructure on the other hand. Given this situation, it is necessary for these two activities to be managed separately and to have separate accounts. as originally laid down in Article 6 of Directive 91/440 EEC and subsequently amended by Directive 2001/12/EC. Whether and to what extend Member States have so far complied with Directive 91/440 EEC and Directive 2001/12/EC is to be assessed by the Court and this legislation (recast) shall therefore not impede the ongoing infringement procedures concerning the implementation of these Directives. Given that there is no unambiguous relationship between the degree of market opening and the separation of infrastructure and railway service provisions, the purpose of this recast is to establish an open access within the EU railway network and to abolish illegal national obstacles. This recast therefore intends to clarify and make more effective the existing provisions and not to introduce new requirements in this regard.
Amendment 164 #
2010/0253(COD)
Proposal for a directive
Recital 7
Recital 7
Amendment 164 #
2010/0253(COD)
Proposal for a directive
Recital 7
Recital 7
Amendment 165 #
2010/0253(COD)
Proposal for a directive
Recital 7 a (new)
Recital 7 a (new)
(7a) The interests of those employed in the railway sector are linked to a high level of social standards. Their training and working conditions must ensure a high level of service and safety. They should therefore retain their right to initiate actions in favour of upholding their social standards and improving quality of services. These actions should be announced in due time to the users and provide them with timely information on alternatives that can meet their mobility and transport needs.
Amendment 165 #
2010/0253(COD)
Proposal for a directive
Recital 7 a (new)
Recital 7 a (new)
(7a) The interests of those employed in the railway sector are linked to a high level of social standards. Their training and working conditions must ensure a high level of service and safety. They should therefore retain their right to initiate actions in favour of upholding their social standards and improving quality of services. These actions should be announced in due time to the users and provide them with timely information on alternatives that can meet their mobility and transport needs.
Amendment 173 #
2010/0253(COD)
Proposal for a directive
Recital 11
Recital 11
Amendment 173 #
2010/0253(COD)
Proposal for a directive
Recital 11
Recital 11
Amendment 179 #
2010/0253(COD)
Proposal for a directive
Recital 12
Recital 12
Amendment 179 #
2010/0253(COD)
Proposal for a directive
Recital 12
Recital 12
Amendment 192 #
2010/0253(COD)
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18a) Market developments have shown that a crucial concern is to strengthen the role of the regulatory bodies. If they are to take centre stage in the provision of a fair environment for equitable access conditions, they need to receive the financial means as well as appropriate staffing and logistic equipment to fulfil this role.
Amendment 192 #
2010/0253(COD)
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18a) Market developments have shown that a crucial concern is to strengthen the role of the regulatory bodies. If they are to take centre stage in the provision of a fair environment for equitable access conditions, they need to receive the financial means as well as appropriate staffing and logistic equipment to fulfil this role.
Amendment 207 #
2010/0253(COD)
Proposal for a directive
Recital 22
Recital 22
Amendment 207 #
2010/0253(COD)
Proposal for a directive
Recital 22
Recital 22
Amendment 209 #
2010/0253(COD)
Proposal for a directive
Recital 23
Recital 23
(23) In order to ensure dependable and adequate services, it is necessary to ensure that, at all times, railway undertakings meet certain requirements in relation to good repute, financial fitness, social standards and professional competence.
Amendment 209 #
2010/0253(COD)
Proposal for a directive
Recital 23
Recital 23
(23) In order to ensure dependable and adequate services, it is necessary to ensure that, at all times, railway undertakings meet certain requirements in relation to good repute, financial fitness, social standards and professional competence.
Amendment 211 #
2010/0253(COD)
Proposal for a directive
Recital 24
Recital 24
Amendment 211 #
2010/0253(COD)
Proposal for a directive
Recital 24
Recital 24
Amendment 219 #
2010/0253(COD)
Proposal for a directive
Recital 27
Recital 27
Amendment 219 #
2010/0253(COD)
Proposal for a directive
Recital 27
Recital 27
Amendment 222 #
2010/0253(COD)
Proposal for a directive
Recital 28
Recital 28
Amendment 222 #
2010/0253(COD)
Proposal for a directive
Recital 28
Recital 28
Amendment 223 #
2010/0253(COD)
Proposal for a directive
Recital 29
Recital 29
Amendment 223 #
2010/0253(COD)
Proposal for a directive
Recital 29
Recital 29
Amendment 224 #
2010/0253(COD)
Proposal for a directive
Recital 29 a (new)
Recital 29 a (new)
(29a) The concept of "fair and efficient pricing" (Commission Green Paper 1996) should in particular be applied to energy taxation, the internalisation of external costs, value-added taxes and other economic instruments. Policy should be based on the vision to stop unfair competition in disadvantage to the more sustainable transport modes.
Amendment 224 #
2010/0253(COD)
Proposal for a directive
Recital 29 a (new)
Recital 29 a (new)
(29a) The concept of "fair and efficient pricing" (Commission Green Paper 1996) should in particular be applied to energy taxation, the internalisation of external costs, value-added taxes and other economic instruments. Policy should be based on the vision to stop unfair competition in disadvantage to the more sustainable transport modes.
Amendment 225 #
2010/0253(COD)
Proposal for a directive
Recital 32
Recital 32
Amendment 225 #
2010/0253(COD)
Proposal for a directive
Recital 32
Recital 32
Amendment 226 #
2010/0253(COD)
Proposal for a directive
Recital 34
Recital 34
Amendment 226 #
2010/0253(COD)
Proposal for a directive
Recital 34
Recital 34
Amendment 227 #
2010/0253(COD)
Proposal for a directive
Recital 35
Recital 35
Amendment 227 #
2010/0253(COD)
Proposal for a directive
Recital 35
Recital 35
Amendment 229 #
2010/0253(COD)
Proposal for a directive
Recital 37
Recital 37
Amendment 229 #
2010/0253(COD)
Proposal for a directive
Recital 37
Recital 37
Amendment 231 #
2010/0253(COD)
Proposal for a directive
Recital 38
Recital 38
Amendment 231 #
2010/0253(COD)
Proposal for a directive
Recital 38
Recital 38
Amendment 233 #
2010/0253(COD)
Proposal for a directive
Recital 39
Recital 39
Amendment 233 #
2010/0253(COD)
Proposal for a directive
Recital 39
Recital 39
Amendment 235 #
2010/0253(COD)
Proposal for a directive
Recital 41
Recital 41
Amendment 235 #
2010/0253(COD)
Proposal for a directive
Recital 41
Recital 41
Amendment 236 #
2010/0253(COD)
Proposal for a directive
Recital 50
Recital 50
Amendment 236 #
2010/0253(COD)
Proposal for a directive
Recital 50
Recital 50
Amendment 238 #
2010/0253(COD)
Proposal for a directive
Recital 51
Recital 51
Amendment 238 #
2010/0253(COD)
Proposal for a directive
Recital 51
Recital 51
Amendment 239 #
2010/0253(COD)
Proposal for a directive
Recital 52
Recital 52
Amendment 239 #
2010/0253(COD)
Proposal for a directive
Recital 52
Recital 52
Amendment 240 #
2010/0253(COD)
Proposal for a directive
Recital 53
Recital 53
(53) Increased investment in railway infrastructure - in particular existing infrastructure - is necessary and infrastructure charging schemes should provide incentives for infrastructure managers to make appropriate investments economically attractive and environmentally sustainable.
Amendment 240 #
2010/0253(COD)
Proposal for a directive
Recital 53
Recital 53
(53) Increased investment in railway infrastructure - in particular existing infrastructure - is necessary and infrastructure charging schemes should provide incentives for infrastructure managers to make appropriate investments economically attractive and environmentally sustainable.
Amendment 242 #
2010/0253(COD)
Proposal for a directive
Recital 56
Recital 56
Amendment 242 #
2010/0253(COD)
Proposal for a directive
Recital 56
Recital 56
Amendment 243 #
2010/0253(COD)
Proposal for a directive
Recital 58
Recital 58
Amendment 243 #
2010/0253(COD)
Proposal for a directive
Recital 58
Recital 58
Amendment 245 #
2010/0253(COD)
Proposal for a directive
Recital 59
Recital 59
Amendment 245 #
2010/0253(COD)
Proposal for a directive
Recital 59
Recital 59
Amendment 247 #
2010/0253(COD)
Proposal for a directive
Recital 61
Recital 61
Amendment 247 #
2010/0253(COD)
Proposal for a directive
Recital 61
Recital 61
Amendment 249 #
2010/0253(COD)
Proposal for a directive
Recital 62
Recital 62
Amendment 249 #
2010/0253(COD)
Proposal for a directive
Recital 62
Recital 62
Amendment 380 #
2010/0253(COD)
Proposal for a directive
Article 11 – paragraph 2 – subparagraph 2
Article 11 – paragraph 2 – subparagraph 2
The competent authorities and the railway undertakings providing the public services shall provide the relevant regulatory body or bodies with the information reasonably required to reach a decision. The regulatory body shall consider the information provided, consulting all the relevant parties as appropriate, and shall inform the relevant parties of its reasoned decision within a pre-determined, reasonable time, and, in any case, within two month20 working days of receipt of all relevant informationthe request.
Amendment 380 #
2010/0253(COD)
Proposal for a directive
Article 11 – paragraph 2 – subparagraph 2
Article 11 – paragraph 2 – subparagraph 2
The competent authorities and the railway undertakings providing the public services shall provide the relevant regulatory body or bodies with the information reasonably required to reach a decision. The regulatory body shall consider the information provided, consulting all the relevant parties as appropriate, and shall inform the relevant parties of its reasoned decision within a pre-determined, reasonable time, and, in any case, within two month20 working days of receipt of all relevant informationthe request.
Amendment 402 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 2 – subparagraph 2
Article 13 – paragraph 2 – subparagraph 2
Amendment 402 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 2 – subparagraph 2
Article 13 – paragraph 2 – subparagraph 2
Amendment 408 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 2 – subparagraph 3
Article 13 – paragraph 2 – subparagraph 3
Requests by railway undertakings for access to the service facility may only be rejected if there are viable alternatives allowing them to operate the freight or passenger service concerned on the same route under economically acceptable conditions. The burden of proving for the existence of a viable alternative lies with the operator of the service facility. excess capacity is insufficient to make it possible to satisfy these requests for access. The operator of the service facility has to provide a justification and has to prove the unavailability of sufficient excess capacity. In case of conflict the applicant can appeal against the denial of access to the regulatory body.
Amendment 408 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 2 – subparagraph 3
Article 13 – paragraph 2 – subparagraph 3
Requests by railway undertakings for access to the service facility may only be rejected if there are viable alternatives allowing them to operate the freight or passenger service concerned on the same route under economically acceptable conditions. The burden of proving for the existence of a viable alternative lies with the operator of the service facility. excess capacity is insufficient to make it possible to satisfy these requests for access. The operator of the service facility has to provide a justification and has to prove the unavailability of sufficient excess capacity. In case of conflict the applicant can appeal against the denial of access to the regulatory body.
Amendment 422 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 2 – subparagraph 4
Article 13 – paragraph 2 – subparagraph 4
When the operator of the service facility encounters conflicts between different requests, he shall attempt the best possible matching of all requirements. If no viable alternative is available, and it is not possible to accommodate all requests for capacity for the relevant facility on the basis of demonstrated needs, the regulatory body referred to in Article 55 shall on its own initiative or on the basis of a complaint take appropriate action to ensure that an appropriate part of the capacity is devoted to railway undertakings other than the ones which are part of the body or firm to which the facility operator also belongs. However newly built maintenance and other technical facilities developed for specific new rolling stock may be reserved to the use of one railway undertaking for a period of five years from the start of their operationit shall use any existing excess capacity to meet the requests for access.
Amendment 422 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 2 – subparagraph 4
Article 13 – paragraph 2 – subparagraph 4
When the operator of the service facility encounters conflicts between different requests, he shall attempt the best possible matching of all requirements. If no viable alternative is available, and it is not possible to accommodate all requests for capacity for the relevant facility on the basis of demonstrated needs, the regulatory body referred to in Article 55 shall on its own initiative or on the basis of a complaint take appropriate action to ensure that an appropriate part of the capacity is devoted to railway undertakings other than the ones which are part of the body or firm to which the facility operator also belongs. However newly built maintenance and other technical facilities developed for specific new rolling stock may be reserved to the use of one railway undertaking for a period of five years from the start of their operationit shall use any existing excess capacity to meet the requests for access.
Amendment 437 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 2 – subparagraph 5
Article 13 – paragraph 2 – subparagraph 5
Where the service facility has not been in use for at least two consecutive years its owner shall publicise the operation of the facility as being for lease or rent or reopen the facility in case of requests.
Amendment 437 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 2 – subparagraph 5
Article 13 – paragraph 2 – subparagraph 5
Where the service facility has not been in use for at least two consecutive years its owner shall publicise the operation of the facility as being for lease or rent or reopen the facility in case of requests.
Amendment 446 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 3
Article 13 – paragraph 3
3. Where the infrastructure manager offers any of the range of services described in Annex III, point 3 as additional services, he shall supply them upon request to railway undertakings in a non-discriminatory manner . The railway undertaking buying electricity for traction current shall be free to choose the electricity provider. Energy unit prices shall not be linked to the type or size of a railway undertaking, but should be equitable for all customers.
Amendment 446 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 3
Article 13 – paragraph 3
3. Where the infrastructure manager offers any of the range of services described in Annex III, point 3 as additional services, he shall supply them upon request to railway undertakings in a non-discriminatory manner . The railway undertaking buying electricity for traction current shall be free to choose the electricity provider. Energy unit prices shall not be linked to the type or size of a railway undertaking, but should be equitable for all customers.
Amendment 507 #
2010/0253(COD)
Proposal for a directive
Article 31 – paragraph 1 a (new)
Article 31 – paragraph 1 a (new)
1 a. Member states should make sure that taxes and charges that apply to national infrastructure access and essential facilities should be levied only in a way that is equitable with similar taxes and charges in other transport modes. The European Commission should monitor the application of this principle in order to avoid market distortions.
Amendment 507 #
2010/0253(COD)
Proposal for a directive
Article 31 – paragraph 1 a (new)
Article 31 – paragraph 1 a (new)
1 a. Member states should make sure that taxes and charges that apply to national infrastructure access and essential facilities should be levied only in a way that is equitable with similar taxes and charges in other transport modes. The European Commission should monitor the application of this principle in order to avoid market distortions.
Amendment 516 #
2010/0253(COD)
Proposal for a directive
Article 31 – paragraph 5 – subparagraph 1
Article 31 – paragraph 5 – subparagraph 1
Amendment 516 #
2010/0253(COD)
Proposal for a directive
Article 31 – paragraph 5 – subparagraph 1
Article 31 – paragraph 5 – subparagraph 1
Amendment 528 #
2010/0253(COD)
Proposal for a directive
Article 31 – paragraph 5 – subparagraph 4
Article 31 – paragraph 5 – subparagraph 4
Charging of other environmental costs which results in an increase in the overall revenue accruing to the infrastructure manager shall however be allowed only if such charging is allowed by Union legislation for road freight transport. If the charging of these environmental costs for road freight transport is not allowed by Union legislation, such modification shall not result in any overall change in revenue to the infrastructure managershould be revenue neutral for the infrastructure manager as long as similar charging is not introduced to the road sector in that particular Member State.
Amendment 528 #
2010/0253(COD)
Proposal for a directive
Article 31 – paragraph 5 – subparagraph 4
Article 31 – paragraph 5 – subparagraph 4
Charging of other environmental costs which results in an increase in the overall revenue accruing to the infrastructure manager shall however be allowed only if such charging is allowed by Union legislation for road freight transport. If the charging of these environmental costs for road freight transport is not allowed by Union legislation, such modification shall not result in any overall change in revenue to the infrastructure managershould be revenue neutral for the infrastructure manager as long as similar charging is not introduced to the road sector in that particular Member State.
Amendment 532 #
2010/0253(COD)
Proposal for a directive
Article 31 – paragraph 5 a (new)
Article 31 – paragraph 5 a (new)
5a. In order to encourage noise reduction at the source, EU rules for co-financing should be amended so as to allow the co- financing of retro-fitting rolling stock and rules on state aid should be adapted accordingly.
Amendment 532 #
2010/0253(COD)
Proposal for a directive
Article 31 – paragraph 5 a (new)
Article 31 – paragraph 5 a (new)
Amendment 547 #
2010/0253(COD)
Proposal for a directive
Article 35 – paragraph 1
Article 35 – paragraph 1
1. Infrastructure charging schemes shall encourage railway undertakings and the infrastructure manager to minimise disruption and improve the performance of the railway network through a performance scheme. This may include penalties for actions which disrupt the operation of the network, compensation for undertakings which suffer from disruption and bonuses that reward better-than-planned performance, without prejudice to any liability rules in force.
Amendment 547 #
2010/0253(COD)
Proposal for a directive
Article 35 – paragraph 1
Article 35 – paragraph 1
1. Infrastructure charging schemes shall encourage railway undertakings and the infrastructure manager to minimise disruption and improve the performance of the railway network through a performance scheme. This may include penalties for actions which disrupt the operation of the network, compensation for undertakings which suffer from disruption and bonuses that reward better-than-planned performance, without prejudice to any liability rules in force.
Amendment 548 #
2010/0253(COD)
Proposal for a directive
Article 35 – paragraph 2 a (new)
Article 35 – paragraph 2 a (new)
2 a. The Commission shall evaluate the indicative list of basic principles of the performance scheme for railway infrastructure in Annex VIII (4) after a period of 4 years.
Amendment 548 #
2010/0253(COD)
Proposal for a directive
Article 35 – paragraph 2 a (new)
Article 35 – paragraph 2 a (new)
Amendment 557 #
2010/0253(COD)
Proposal for a directive
Article 40 – paragraph 2
Article 40 – paragraph 2
2. The Commission and representatives of the regulatory bodies, which co-operate according to Article 57, shall be informed of and invited to attend as observers all meetings at which common principles and practices for the allocation of infrastructure are developed. In the case of IT-based allocation systems, the regulatory bodies shall receive sufficient information from these systems to allow them to perform their regulatory supervision in accordance with the provisions of Article 56.
Amendment 557 #
2010/0253(COD)
Proposal for a directive
Article 40 – paragraph 2
Article 40 – paragraph 2
2. The Commission and representatives of the regulatory bodies, which co-operate according to Article 57, shall be informed of and invited to attend as observers all meetings at which common principles and practices for the allocation of infrastructure are developed. In the case of IT-based allocation systems, the regulatory bodies shall receive sufficient information from these systems to allow them to perform their regulatory supervision in accordance with the provisions of Article 56.
Amendment 611 #
2010/0253(COD)
Proposal for a directive
Article 56 – paragraph 5 – subparagraph 1
Article 56 – paragraph 5 – subparagraph 1
The regulatory body shall be required to decide on any complaints and take action to remedy the situation within a maximum period of two month20 working days from receipt of all informationthe complaint. Where appropriate, it shall decide on its own initiative on appropriate measures to correct undesirable developments in these markets, in particular with reference to points (a) to (g) of paragraph 1.
Amendment 611 #
2010/0253(COD)
Proposal for a directive
Article 56 – paragraph 5 – subparagraph 1
Article 56 – paragraph 5 – subparagraph 1
The regulatory body shall be required to decide on any complaints and take action to remedy the situation within a maximum period of two month20 working days from receipt of all informationthe complaint. Where appropriate, it shall decide on its own initiative on appropriate measures to correct undesirable developments in these markets, in particular with reference to points (a) to (g) of paragraph 1.
Amendment 617 #
2010/0253(COD)
Proposal for a directive
Article 56 – paragraph 5 a (new)
Article 56 – paragraph 5 a (new)
5 a. In the event of conflicts concerning decisions by the regulatory bodies for cross-border transport services, any of the concerned parties may appeal to the European Commission to obtain a binding decision on the compatibility of the decision in question with the EU law. The European Commission should name a responsible service for such appeals no later than three months after the publication of this Directive in the Official Journal. The responsible service shall take a binding decision on the appeal within 20 working days of receipt of the appeal. This arrangement should be evaluated after two years and might lead to the extension of the responsibilities of the responsible Commission service.
Amendment 617 #
2010/0253(COD)
Proposal for a directive
Article 56 – paragraph 5 a (new)
Article 56 – paragraph 5 a (new)
5 a. In the event of conflicts concerning decisions by the regulatory bodies for cross-border transport services, any of the concerned parties may appeal to the European Commission to obtain a binding decision on the compatibility of the decision in question with the EU law. The European Commission should name a responsible service for such appeals no later than three months after the publication of this Directive in the Official Journal. The responsible service shall take a binding decision on the appeal within 20 working days of receipt of the appeal. This arrangement should be evaluated after two years and might lead to the extension of the responsibilities of the responsible Commission service.
Amendment 636 #
2010/0253(COD)
Proposal for a directive
Article 57 – paragraph 7 – subparagraph 2
Article 57 – paragraph 7 – subparagraph 2
Amendment 636 #
2010/0253(COD)
Proposal for a directive
Article 57 – paragraph 7 – subparagraph 2
Article 57 – paragraph 7 – subparagraph 2
Amendment 700 #
2010/0253(COD)
Proposal for a directive
Annex 7 – point 9
Annex 7 – point 9
9. rules for dealing with major disruptions of operations and emergency situations, including a minimum service level in case of strikes, if any, and early termination of the contractual agreement, and information of users;. These shall also include the timely information of users. In case of actions as a result of social conflicts e.g. strikes, there should be information to users at least 24 hours before these actions take place, also indicating alternative possibilities for their mobility needs.
Amendment 700 #
2010/0253(COD)
Proposal for a directive
Annex 7 – point 9
Annex 7 – point 9
9. rules for dealing with major disruptions of operations and emergency situations, including a minimum service level in case of strikes, if any, and early termination of the contractual agreement, and information of users;. These shall also include the timely information of users. In case of actions as a result of social conflicts e.g. strikes, there should be information to users at least 24 hours before these actions take place, also indicating alternative possibilities for their mobility needs.
Amendment 702 #
2010/0253(COD)
Proposal for a directive
Annex 8 – point 1 – subpoint a
Annex 8 – point 1 – subpoint a
(a) Network-wide overhead costs, inexcluding salaries and pensionlabour costs;
Amendment 702 #
2010/0253(COD)
Proposal for a directive
Annex 8 – point 1 – subpoint a
Annex 8 – point 1 – subpoint a
(a) Network-wide overhead costs, inexcluding salaries and pensionlabour costs;
Amendment 18 #
2010/0063(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) To assess the macro-economic and ecological importance of tourism in the European economies based on the internationally accepted framework of tourism satellite accounting, showing its effects on the economy and jobs as well as on the external costs arising from its impact on the environment, including climate change, the need to improve the availability, completeness and comprehensiveness of the basic tourism statistics as an input for compiling such accounts and, if deemed necessary by the Commission, as preparation for a subsequent legislative proposal for the transmission of harmonised tables for tourism satellite accounts, requires that the legal requirements which are currently laid down in Directive 95/57/EC be updated.
Amendment 25 #
2010/0063(COD)
Proposal for a regulation
Article 4 a (new)
Article 4 a (new)
Amendment 28 #
2010/0063(COD)
Proposal for a regulation
Annex II - Section 2 - point 8
Annex II - Section 2 - point 8
8. Means of transport for travelling to and from the tourist destination as well as mobility during the stay there:
Amendment 29 #
2010/0063(COD)
Proposal for a regulation
Annex II - Section 2 - point 8 - letter a
Annex II - Section 2 - point 8 - letter a
a) Air (flight services, scheduled or chartered, or other air services);
Amendment 30 #
2010/0063(COD)
Proposal for a regulation
Annex II - Section 2 - point 8 - letter e a (new)
Annex II - Section 2 - point 8 - letter e a (new)
ea) bicycle (whether or not combined with another means of transport; private or rented);
Amendment 31 #
2010/0063(COD)
Proposal for a regulation
Annex II - Section 2 - point 9 - letter f a (new)
Annex II - Section 2 - point 9 - letter f a (new)
fa) accessibility for persons with reduced mobility (PRMs), including wheelchair users.
Amendment 12 #
2009/2236(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Draws attention to the fact that in order to avoid inevitable disparities between Member States it is necessary to maintain a CAP financed entirely from the European budgetwith a set of financing rules applicable to all, containing inter alia a further conditioning of direct aids so as to include the new challenges agricultural production faces and to further enhance rural development; furthermore, possibilities of co-financing of aids which should take account of factors as employment and income for public goods should be explored;
Amendment 18 #
2009/2236(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Considers necessary to reorganise CAP allocations in a way to - favour as a rule sustainable farming systems, which preserve biodiversity, protect water resources and soil fertility, respect animal welfare and employment; - guarantee a fair income for farmers including the delivery of healthy food and public goods; - contribute to the global fight against hunger, based on the recognition of the right to food;
Amendment 19 #
2009/2236(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. SIn this context, stresses the need, given the new Common Agricultural Policy objectives, to promote an integrated rural development and agricultural policy and social and environmental conditioning of aid aimed at delivering healthy food, public goods and services to society, to provide adequate funding in the new MFF, in order to be able to better support the policy;
Amendment 18 #
2009/2096(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the transport sector has a considerable impact on the environment and on people’s health and quality of life, and, whilst facilitating people’s private and professional mobility, was responsible for 24.6around 27% of total CO2 emissions in 2006, and whereas this figure has since risen even further and8 of which more than 80% was emitted by road transport alone, and whereas there continues to be insufficient improvement in transport safety, with around 39 000 traffic deaths and some 300 000 serious injuries attributable to road accidents in 2008,
Amendment 21 #
2009/2096(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas the transport sector share of CO2 emissions in the EU increased by 35% during the two last decades and cars in cities cause 70% of all the GHG emissions from transport, while the share of industry and buildings in CO2 emissions decreased by 17% each,
Amendment 62 #
2009/2096(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Is convinced that population growthdemographic change, in particular in cities, will give rise to challenges for transport and mobility in terms of safety and, capacity, and space use; emphasises that the basic right to mobility and the applicability of this right are crucial in this regard; stresses that, in this context, multimodal transport chains and collective transport, inter alia,is yet constrained by the fundamental right to a healthy environment and good quality of life; underlines therefore that a balanced freedom of modal choice is crucial; stresses that, in this context, well- integrated multimodal mobility chains of walking, cycling, public and collective transport, taxi, carpooling and carsharing are the way ahead, particularly for urban areas;
Amendment 77 #
2009/2096(INI)
Motion for a resolution
Paragraph 1a (new)
Paragraph 1a (new)
1a. Demands the Commission to introduce Sustainable Urban Mobility Plans (SUMPs) for cities of more than 100 000 inhabitants and to link these plans with EU cofinancing of transport projects for cities as well as with EU targets (CO2 emissions and accidents reduction) and legislation limits for (ozone and particulate matter);
Amendment 83 #
2009/2096(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Stresses that decarbonising transport is one of the main challenges of future EU transport policy and that all available, sustainable means should be used in order to achieve this, such as a more thorough application of the BATNEEC (Best Available Technique Not Entailing Excessive Cost) principle to new transport vehicles, an energy mix, price formation measures and internalising external costs of all modes of transport, provided that the ensuing revenue is used to improve the sustainability of mobility; underlines that, to this end, the priority development of financial incentives, ruling out any distortions of competition in the process, should be preferred to the imposition of sanctions;
Amendment 117 #
2009/2096(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Finds that the development of passenger and freight transport as a whole raises the issue not to transfer of traffic but rather of the effective use of the various modes of transport, and that the goal of European transport policy should therefore be effective comodalitycalls for a package of concrete and well targeted measures for a sustainable European transport policy, which aims to reduce transport volumes by inter alia spatial planning, green logistics, mobility management, to foster a modal shift towards more sustainable and safer transport modes, such as rail and sustainable waterborne transport, and to effectively improve and use of the various modes of transport;
Amendment 149 #
2009/2096(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Finds that transport plays an essential role in completing the European Single Market and the freedom of movement of people and goods, and that regulated opening should be achieved, primarily in rail transport; this complete regulation and market opening should be accompanied by otherbased on measures aimed at avoiding distortions of intra-modal and inter-modal competition, inter alia in the social, fiscal, safety and environmental fields; the internalisation of external social and environmental costs should be realised gradually, starting with the more polluting road and air transport modes;
Amendment 156 #
2009/2096(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Calls for competition and fiscal policies in the transport sector to put an end to unfair competition in favour of more polluting modes, such as road and air transport; demands therefore the Commission inter alia to propose to end tax exemptions on kerosene and VAT exemptions for transborder EU flight tickets;
Amendment 215 #
2009/2096(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Emphasises that intelligent decisions, behaviour and systems in transport organisation, such as intermodal and interoperable use of ERTMS, RIS, Galileo and ITS, need support can be in terms of research as well as in theiresting tools and that research, development and application, since they lead to considerablehould lead to environmental improvements due to a reduction in exhaust gases and traffic noise, improve safety by creating solutions to infrastructure bottlenecks and, not least, result in increased energy independenbetter use existing infrastructure capacity and to reduce bottlenecks and, not least, result in less dependency on non-renewable energy sources;
Amendment 256 #
2009/2096(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Emphasises that an efficient transport policy requires adequate funding, and that a transport fund might be created using, inter alia, existing funds in the EU budget, part of the revenues from the internalisation of external costs, such as through Eurovignette, part of the structural and cohesion policy funds and PPPs or other financial instruments; such a fund should be used to improve infrastructure, support research and promote the implementation of intelligent transport (maximum 20% for roads and minimum 15% for cycling and walking infrastructure), support research and promote intelligent transport decisions, behaviour and systems and should be guided by award criteria which take account of environmental, social, and securiafety efficiency;
Amendment 276 #
2009/2096(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Underlines that sustainable transport and mobility systems, such as rail, tramways, buses and bicycles, including their industries and services, offer a unique opportunity for creating stable jobs and contribute in the medium and long term to the avoidance of external costs for our society; calls therefore on the Commission and the Member States to cofinance and promote this sector, at least in a way similar as to what has been done during the last year in favour of banks and the automobile industry;
Amendment 296 #
2009/2096(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Calls for inland waterway transport, inland ports and the multimodal linking of seaports with the hinterland and rail connections to play a greater role in European sustainable transport policy; underlines that better transborder cooperation and coordination between ports, waterborne and rail transport can substantially contribute to reduce the crossing of sensitive landscapes, such as the Alpine regions and thereby avoid and/or reduce landscape damage and inland infrastructure costs;
Amendment 315 #
2009/2096(INI)
Motion for a resolution
Paragraph 20 - indent 1 a new
Paragraph 20 - indent 1 a new
Amendment 320 #
2009/2096(INI)
Motion for a resolution
Paragraph 20 - indent 2
Paragraph 20 - indent 2
- a doubling of the number of bus and railmarket share of walking, cycling, bus, tramway, rail and carsharing users in urban areas by 2020,
Amendment 330 #
2009/2096(INI)
Motion for a resolution
Paragraph 20 - indent 3
Paragraph 20 - indent 3
- a 230% reduction in CO2 exhaust emissions from road trafficthe transport sector compared with 2011990,
Amendment 333 #
2009/2096(INI)
Motion for a resolution
Paragraph 20 - indent 3 a (new)
Paragraph 20 - indent 3 a (new)
- binding standards for the EU fleet average of CO2 emissions for passenger cars of 80 g/km by 2020 and 60 g/km by 2025,
Amendment 334 #
2009/2096(INI)
Motion for a resolution
Paragraph 20 - indent 3 b (new)
Paragraph 20 - indent 3 b (new)
- binding standards for the EU fleet average of CO2 emissions for light commercial vehicles of 160 g/km by 2015 and 125 g/km by 2020,
Amendment 339 #
2009/2096(INI)
Motion for a resolution
Paragraph 20 - indent 4
Paragraph 20 - indent 4
- a 20% reduction in the electricity used by rail vehicles compared with 2010 and a 100% use of renewable energy by electrified systems in the rail sector by 2020,
Amendment 345 #
2009/2096(INI)
Motion for a resolution
Paragraph 20 - indent 4 a (new)
Paragraph 20 - indent 4 a (new)
- a 20% increase in e-bikes and electric vehicles in rail and tramway transport,
Amendment 350 #
2009/2096(INI)
Motion for a resolution
Paragraph 20 - indent 5
Paragraph 20 - indent 5
- starting from 2011, fitting an ERTMS- compatible and interoperable system to all new railway rolling stock and link lines and finalizing it at the latest by 2015,
Amendment 366 #
2009/2096(INI)
Motion for a resolution
Paragraph 20 - indent 7
Paragraph 20 - indent 7
- financial support for the creation of multimodal connections (platforms) for inland waterway transport to be connected with rail, and a 20% increase in the number of such platforms, by 2020,
Amendment 37 #
2009/0063(COD)
Proposal for a directive
Recital 1 a (new)
Recital 1 a (new)
(1a) State financing of aviation security should respect fair competition between all modes of transport. Disadvantages in the framework of financing security for more sustainable modes, such as rail, should be stopped and/or avoided.
Amendment 38 #
2009/0063(COD)
Proposal for a directive
Recital 2
Recital 2
2. The collection of charges with respect to the provision of air navigation services and groundhandling services has already been addressed by Commission Regulation (EC) No 1794/2006 of 6 December 2006 laying down a common charging scheme for air navigation services and Council Directive 96/67/EC of 15 October 1996 on access to the groundhandling market at Community airports, respectively. Increasing investments for installing new security screening and scanning machines at airports should not lead to saving money in the field of personnel and watering down health, education and social standards for the personnel concerned within the framework of liberalised security services. The Commission should therefore propose additional guarantees in favour of security personnel at airports, when reviewing the abovementioned ground handling legislation.